SOP_A320_A321

A320/321

PHƯƠNG THỨC BAY TIÊU CHUẨN STANDARD OPERATING PROCEDURES

Revision 17 PHẦN B- CÁC VẤN ĐỀ LIÊN QUAN ĐẾN KHAI THÁC MÁY BAY PART B- AEROPLANE OPERATING MATTERS

A320/321 STANDARD OPERATING PROCEDURES

This AIRBUS A320/321 STANDARD OPERATING PROCEDURES is published under the authorisation of the Vietnam Airlines, Vice President Operations. Any questions with respect to the use of this manual or information contained herein should be addressed to: Vice President Operations Vietnam Airlines Gia Lam Airport HANOI VIETNAM

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

LIST OF NORMAL REVISIONS

LONR/P1 Rev 10 06 Jul 06

A320/321 STANDARD OPERATING PROCEDURES

No REV

ISSUED DATE

EFFECTIVE DATE

08

30 Apr 05

30 Apr 05

09

01 Mar 06

01 May 06

10

06 Jul 06

15 Jul 06

11

19 Dec 06

01 Jan 07

APPROVAL

INSERT DATE & SIGNATURE

LIST OF NORMAL REVISIONS

LONR/P2 Rev 14 01 May 08

A320/321 STANDARD OPERATING PROCEDURES

No REV

ISSUED DATE

EFFECTIVE DATE

12

01 MAY 07

15 JUL 07

13

01 SEP 07

30 SEP 07

14

01 MAY 08

01 JUN 08

15

15 AUG 08

25 AUG 08

APPROVAL

LIST OF NORMAL REVISIONS A320/321 STANDARD OPERATING PROCEDURES

LIST OF NORMAL REVISION No REV

ISSUED DATE

EFFECTIVE DATE

16

20 DEC 08

15 JAN 08

17

15 AUG 09

30 AUG 09

18

19

APPROVAL

LONR/P3 Rev 16 20 Dec 08

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SIG/P1 Rev 08 30 Apr 05

A320/321 REVISION NO 08 THE ATTACHED REVISION IS A COMPLETE RE-WRITE OF THE A320/321 STANDARD OPERATING PROCEDURES TO STANDARDISE THE FORMAT WITH THE STANDARD OPERATING PROCEDURES FOR ALL AIRCRAFT IN THE VAC FLEET. THERE ARE SIGNIFICANT CHANGES IN THIS NEW VERSION COMPARED WITH THE PREVIOUS VERSION OF THE A 320/321 STANDARD OPERATING PROCEDURES. IN PARTICULAR, PAGES THAT REPRODUCED PAGES FROM THE AIRBUS FCOM HAVE BEEN DELETED. THE FOLLOWING TABLE SUMMARISES THE DELETIONS AND SIGNIFICANT CHANGES BETWEEN THIS NEW VERSION AND THE PREVIOUS VERSION OF THIS MANUAL. SECTION 0 – INTRODUCTION DELETIONS: (i)

Abbreviations SECTION 1 – LIMITATIONS

DELETIONS: (i)

Aircraft configuration diagrams, C of G limits, weights and operating limitations - Pages 1.1/P2 – 1.1/P24

SIGNIFICANT CHANGES: (i)

New Passenger Configuration table – Page 1.1/P1 SECTION 2 – NORMAL PROCEDURES

SIGNIFICANT CHANGES: This Section has been completely revised with the following significant changes: (i)

Standard calls – Pages 2.1/P3 – P7: Standardized with FCOM and other aircraft in VAC fleet.

(ii)

Communications – Pages 2.1/P8 – P9: New information

(iii)

Altimeter Procedures – Pages 2.1/P9 – P10: New information

(iv)

PRE-DEPARTURE – Page 2.2/P1: Completely revised

(v)

TAXI OUT – Page 2.3/P1: Completely revised

(vi)

TAKEOFF – Page 2.4/P1: Completely revised

(vii)

AFTER TAKEOFF – Page 2.5/P1: Completely revised

(viii)

SOP APPENDIX INCLUDED

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SIG/P2 Rev 08 30 Apr 05

SECTION 2 – NORMAL PROCEDURES (CONT) SIGNIFICANT CHANGES: (vii)

CRUISE FLIGHT AND DESCENT – Page 2.6/P1: Completely revised

(viii)

APPROACH AND LANDING – Page 2.7/P1: Completely revised SECTION 3 – NON-NORMAL PROCEDURES

DELETIONS: (i)

A. Policy – Page 3.1/P2

(ii)

B. Communication with ATC – Page 3.1/P2

(iii)

C. Crew Incapacitation – Page 3.1/P3

(iv)

B. Spillage of Volatile Mixtures in Flight – Page 3.3/P2

(v)

3.4 EMERGENCY LANDINGS – Section transferred to Section 11 – EMERGENCY EVACUATION PROCEDURES

SIGNIFICANT CHANGES: (i)

Engine shutdown Procedures – Pages 3.1/P1 – P2: Crew coordination during engine shutdown included.

(ii)

Depressurization – Page 3.1/P4: New procedure included. SECTION 4 – PERFORMANCE

DELETIONS: (i)

All existing text. Reference should be made to FCOM for performance information SECTION 5 – FLIGHT PLANNING

SIGNIFICANT CHANGES: (i)

5.1.3 Fuel Calculations and 5.1.4 FMC Cost Index included – Page 5.1/P10 SECTION 10 – EMERGENCY EQUIPMENT

SIGNIFICANT CHANGES: (i)

Complete Section re-written to include additional emergency equipment such as Halon fire extinguishers, other vendor’s PBE, life vests, life rafts and miscellaneous equipment.

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SECTION 11 – EMERGENCY EVACUATION PROCEDURES SIGNIFICANT CHANGES: (i)

Information regarding EMERGENCY EVACUATION PROCEDURES transferred from Section 3.

SIG/P3 Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SIG/P4 Rev 09 01 Mar 06

ATTACHED IS REVISION 09 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S) LEOP/P1-4 2.1 /P9-10 2.2/P2 2.6/ P2 3.1/P 6 Contents Chapter 6 TOC/P1-2 6.1/P6 10.1/P3-38

INSERT PAGE(S) SIG/P4 LEOP/P1-4 2.1 /P9-10 2.2/P2 2.6/P2 3.1/P 6 Contents Chapter 6 TOC/P1-2 6.1/P6 10.1/P3-40

SIGNIFICANT CHANGE(S) Filling Instructions Flight desk automation policy – new item Jumseat/observer Briefing – new item Rate of descent at lower height- new item Minimum fuel quantity – new item Revised

Last minute change procedure – new item Location of emergency medical kit

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

ATTACHED IS REVISION 10 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S) LEOP/P1-4 2.1 /P9-10

INSERT PAGE(S) SIG/P5 LEOP/P1-4 2.1 /P9-10

SIGNIFICANT CHANGE(S) Filling Instructions Flight desk automation policy

SIG/P5 Rev 10 06 Jul 06

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SIG/P 6 Rev 11 19 Dec 06

ATTACHED IS REVISION 11 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S)

INSERT PAGE(S)

LEOP/P1-4 1.1 /P 1 Chapter 2

SIG/P6 LEOP/P1-4 1.1 /P 1 Chapter 2

TOC/P1-2 2.1/P 1-2 2.2/ P2 2.3/ P1 2.4/P 1 2.5/P 1 2.5/P 2 2.6/P 1-4 2.7/P 3 2.7/P 5 2.7/P 6 2.7/P 7

TOC/P1-2 2.1/P 1-10 2.2/P 2 2.3/P 1 2.4/P 1 2.5/P 1 2.5/P 2 2.6/P1-2 2.7/P 3 2.7/P 5 2.7/P 6 2.7/P 7-8

Chapter 3

Chapter 3

TOC/P1-2 3.1/P 1-6 5.1/P1-10 Chapter 10

TOC/P1-2 3.1/P 1-6 5.1/P1-10 Chapter 10

TOC/P1-2

TOC/P1-2

10.1/P5-38

10.1/P5-40

SIGNIFICANT CHANGE(S) Filling Instructions Limitations Revised Operating policy Take-off data Taxi out Reduced visibility take-off Minimum Maximum bank angle Flight in turbulence Cruise flight and descent CAT I ILS procedure Stabilised final approach Monitoring during approach, landing techniques Crosswind landing, go-around,after landing, parking, securing the aircraft Revised Abnormal procedures Flight planning Revised Remove VN-A343

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

ATTACHED IS REVISION 12 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S) LEOP/P1-4 10.1 /P 3 10.1 /P 4

INSERT PAGE(S) SIG/P7 LEOP/P1-4 10.1 /P 3 10.1 /P 4

SIGNIFICANT CHANGE(S) Filling Instructions Emergency equipment Emergency equipment

SIG/P 7 Rev 12 01 May 07

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SIG/P 8 Rev 13 01 Sep 07

ATTACHED IS REVISION 13 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S)

INSERT PAGE(S)

LEOP/P1-4 1.1 /P 1

SIG/P8 LEOP/P1-4 1.1 /P 1

2.4 /P 1 5.1 /P 1 5.1 /P 5

2.4/P 1 5.1/P 1 5.1/P 5

SIGNIFICANT CHANGE(S) Filling Instructions Max crosswind when aircraft stopping capability is degraded Max crosswind when visibility is degraded CFP format CFP format

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

ATTACHED IS REVISION 14 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S) LEOP/P1-4 2.3 /P1 Appendix 5.1/P10 TOC/P1

INSERT PAGE(S) SIG/P9-10 LEOP/P1-4 2.3 /P1 5.1/10-12 Chapter 6 title, TOC/P1

SIGNIFICANT CHANGE(S) Filling Instructions Taxiing procedures Reclearance flight plan Reprint and merge

SIG/P 9 Rev 14 01 Sep 07

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

ATTACHED IS REVISION 15 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S) LEOP/P1-4 1.1 /P1 2.5 /P1 5.1/P5 6.1/P4-6

INSERT PAGE(S) SIG/P10 LEOP/P1-4 1.1 /P1 2.5 /P1 5.1/5 6.1/P4-7

SIGNIFICANT CHANGE(S) Filling Instructions A320 162 seat config Maximum bank angle Flight plan decode A320 162 seat trimsheet A321 with ACT, A321 without ACT

SIG/P 10 Rev 15 15 Aug 08

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SIG/P 11 Rev 16 20 Dec 08

ATTACHED IS REVISION 16 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S)

INSERT PAGE(S) SIG/P11

LEOP/P1-4 0.1/P1 1.1/P1 Chapter 2 Normal Procedures TOC/P1-2 2.1/P1-10 2.2/P1-2 2.3/P1-2 2.4/P1 2.5/P1-2 2.6/P1-4 2.7/P1-7

4.1/P1-2

LONR/P3 LEOP/P1-4 0.1 /P1 1.1 /P1 Chapter 2 Normal Procedures TOC/P1-4 2.1/P1-10 2.2/P1-4 2.3/P1-2 2.4/P1 2.5/P1-2 2.6/P1-4 2.7/P1-8 2.8/P1-2 2.9/P1-2 2.10/P1-2 2.11/P1-2 2.12/P1-2 4.1/P1-2 Chapter 13 Task sharing TOC/P1-2 13.1/P1-16

SIGNIFICANT CHANGE(S) Filling Instructions

Revised Limitations

Operating policy Departure briefing Push back, start up and taxi out Noise abatement take-off RVSM, RNP Cruise and descent Approach and landing Go- around After landing Taxi in Parking Securing the aircraft Performance Task sharing

Task sharing

A320/321 STANDARD OPERATING PROCEDURES

REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES

SIG/P 12 Rev 17 15 Aug 09

ATTACHED IS REVISION 17 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS. REMOVE PAGE(S) LEOP/P1-4 2.1/P3-10 2.2/P1-4 2.3/P1-2 2.4/P1-2 2.6/P3-4 2.7/P1-8

5.1/P1-12 TOC/P1 chapter 13 13.1/P1-16

INSERT PAGE(S) SIG/P12 LEOP/P1-4 2.1 /P3-10 2.2 /P1-4 2.3 /P1-2 2.4 /P1-2 2.6 /P3-4 2.7/P1-3 2.7/P3-6 2.7/P7-8 2.7/P9-10 2.7/P11-14 5.1/P1-14 TOC/P1 chapter 13 13.1 /P1-20

SIGNIFICANT CHANGE(S) Filling Instructions Operating policy Flight plan (MCDU F-PLN page) Cross bleed engine start Low visibility take-off Approach Briefing Autoland CAT I ILS Approach Page number change CAT II/III Check list Page number change New Flight Planning format Revised Task sharing

INTENTIONAL BLANK PAGE

LOEP/P1

LIST OF EFFECTIVE PAGES

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

LIST OF EFFECTIVE PAGES AUTHORISATION PAGE LIST OF NORMAL REVISIONS LONR/P1 10 06 Jul 06 LONR/P2 12 01 May 07 LONR/P3 16 20 Dec 08 RONR/P1 12 01 May 07 RONR/P2 12 01 May 07 REVISION INSTRUCTIONS AND SIGNIFICANT CHANGES SIG/P1 08 30 Apr 05 SIG/P2 08 30 Apr 05 SIG/P3 08 30 Apr 05 SIG/P4 09 01 Mar 06 SIG/P5 10 06 Jul 06 SIG/P6 11 19 Dec 06 SIG/P7 12 01 May 07 SIG/P8 13 01 Sep 07 SIG/P9 14 01 May 08 SIG/P10 15 15 Aug 08 SIG/P11 16 20 Dec 08 SIG/P12 17 15 Aug 09 LIST OF EFFECTIVE PAGES LEOP/P1 17 15 Aug 09 LEOP/P2 17 15 Aug 09 LEOP/P3 17 15 Aug 09 LEOP/P4 17 15 Aug 09 SECTION 0 – INTRODUCTION TOC/P1 08 30 Apr 05 TOC/P2 08 30 Apr 05 0.1/P1 16 20 Dec 08 0.1/P2 08 30 Apr 05 SECTION 1 – LIMITATIONS TOC/P1 08 TOC/P2 08 1.1/P1 16 1.1/P2 08

30 Apr 05 30 Apr 05 20 Dec 08 30 Apr 05

SECTION 2 – NORMAL PROCEDURES TOC/P1 16 20 Dec 08 TOC/P2 16 20 Dec 08 TOC/P3 16 20 Dec 08 TOC/P4 16 20 Dec 08 2.1/P1 2.1/P2 2.1/P3 2.1/P4 2.1/P5 2.1/P6 2.1/P7 2.1/P8 2.1/P9 2.1/P10

16 16 16 17 17 16 16 17 17 17

20 Dec 08 20 Dec 08 20 Dec 08 15 Aug 09 15 Aug 09 20 Dec 08 20 Dec 08 15 Aug 09 15 Aug 09 15 Aug 09

2.2/P1 2.2/P2 2.2/P3 2.2/P4

17 17 16 17

15 Aug 09 15 Aug 09 20 Dec 08 15 Aug 09

2.3/P1-2

17

15 Aug 09

2.4/P1-2

17

15 Aug 09

2.5/P1-2

16

20 Dec 08

2.6/P1 2.6/P2 2.6/P3 2.6/P4

16 16 17 17

20 Dec 08 20 Dec 08 15 Aug 09 15 Aug 09

2.7/P1-14

17

15 Aug 09

2.8/P1 2.8/P2

16 16

20 Dec 08 20 Dec 08

LOEP/P2

LIST OF EFFECTIVE PAGES

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

LIST OF EFFECTIVE PAGES 2.9/P1 2.9/P2

16 16

20 Dec 08 20 Dec 08

2.10/P1 2.10/P2

16 16

20 Dec 08 20 Dec 08

2.11/P1 2.11/P2

16 16

20 Dec 08 20 Dec 08

2.12/P1 2.12/P2

16 16

20 Dec 08 20 Dec 08

SECTION 3 – NON-NORMAL PROCEDURES TOC/P1 11 19 Dec 06 TOC/P2 11 19 Dec 06

3.1/P1 3.1/P2 3.1/P3 3.1/P4 3.1/P5 3.1/P6

11 11 11 11 11 11

19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06

SECTION 4 – PERFORMANCE 4.1/P1 16 20 Dec 08 4.1/P2 16 20 Dec 08

SECTION 5 – FLIGHT PLANNING TOC/P1 17 15 Aug 09 TOC/P2 17 15 Aug 09

5.1/P1-11 5.1/P12-14

17 14

15 Aug 09 01 May 08

LOEP/P3

LIST OF EFFECTIVE PAGES

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

LIST OF EFFECTIVE PAGES SECTION 6 – MASS AND BALANCE TOC/P1 09 01 Mar 06 TOC/P2 09 01 Mar 06

6.1/P1 6.1/P2 6.1/P3 6.1/P4-7

08 08 08 15

30 Apr 05 30 Apr 05 30 Apr 05 15 Aug 08

SECTION 7 – LOADING 7.1/P1 08 7.1/P2 08

30 Apr 05 30 Apr 05

SECTION 8 – CONFIGURATION DEVIATION LIST 8.1/P1 08 30 Apr 05 8.1/P2 08 30 Apr 05

SECTION 9 – MINIMUM EQUIPMENT LIST 9.1/P1 08 30 Apr 05 9.1/P2 08 30 Apr 05

SECTION 10 – EMERGENCY EQUIPMENT TOC/P1 11 19 Dec 06 TOC/P2 11 19 Dec 06

10.1/P1 10.1/P2 10.1/P3 10.1/P4 10.1/P5 10.1/P6 10.1/P7 10.1/P8 10.1/P9 10.1/P10 10.1/P11 10.1/P12 10.1/P13 10.1/P14 10.1/P15 10.1/P16 10.1/P17 10.1/P18 10.1/P19 10.1/P20 10.1/P21 10.1/P22 10.1/P23 10.1/P24 10.1/P25 10.1/P26 10.1/P27 10.1/P28 10.1/P29 10.1/P30 10.1/P31 10.1/P32 10.1/P33 10.1/P34 10.1/P35 10.1/P36

08 08 12 12 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11

30 Apr 05 30 Apr 05 01 May 07 01 May 07 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06 19 Dec 06

LOEP/P4

LIST OF EFFECTIVE PAGES

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

LIST OF EFFECTIVE PAGES 10.1/P37 11 19 Dec 06 10.1/P38 11 19 Dec 06 10.1/P39 11 19 Dec 06 10.1/P40 11 19 Dec 06 SECTION 11 – EMERGENCY EVACUATION PROCEDURES TOC/P1 08 30 Apr 05 TOC/P2 08 30 Apr 05 11.1/P1 11.1/P2 11.1/P3 11.1/P4 11.1/P5 11.1/P6

08 08 08 08 08 08

30 Apr 05 30 Apr 05 30 Apr 05 30 Apr 05 30 Apr 05 30 Apr 05

SECTION 12 – AIRCRAFT SYSTEMS 12.1/P1 08 30 Apr 05 12.1/P2 08 30 Apr 05 SECTION 13 – TASK SHARING TOC/P1-2 17 15 Aug 09 13.1/P1 17 15 Aug 09 13.1/P2 17 15 Aug 09 13.1/P3 17 15 Aug 09 13.1/P4 17 15 Aug 09 13.1/P5 17 15 Aug 09 13.1/P6 17 15 Aug 09 13.1/P7 17 15 Aug 09 13.1/P8 17 15 Aug 09 13.1/P9 17 15 Aug 09 13.1/P10 17 15 Aug 09 13.1/P11 17 15 Aug 09 13.1/P12 17 15 Aug 09 13.1/P13 17 15 Aug 09 13.1/P14 17 15 Aug 09

13.1/P15 13.1/P16 13.1/P17 13.1/P18 13.1/P19 13.1/P20 13.1/P21 13.1/P22

17 17 17 17 17 17 17 17

15 Aug 09 15 Aug 09 15 Aug 09 15 Aug 09 15 Aug 09 15 Aug 09 15 Aug 09 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

SECTION 0 INTRODUCTION

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

INTRODUCTION

TOC/P1

TABLE OF CONTENTS

Rev 08 30 Apr 05

0.1

INTRODUCTION

0.1/P1

0.1.1

Manual Policy

0.1/P1

0.1.2

General Aircraft Information

0.1/P1

A320/321 STANDARD OPERATING PROCEDURES

INTRODUCTION

TOC/P2

TABLE OF CONTENTS

Rev 08 30 Apr 05

INTENTIONAL BLANK PAGE

0.1/P1

INTRODUCTION A320/321 STANDARD OPERATING PROCEDURES

0.1

INTRODUCTION

0.1.1

Manual Policy

Rev 16 20 Dec 08

This A320/321 Standard Operating Procedures Manual conforms to the VAR manual format for Aeroplane Operating Matters – Type Related. This manual contains the Company A320/321 Standard Operating Procedures and additional Company information and procedures that are to be used in conjunction with the Airbus Flight Crew Operating Manuals Volumes 1, 2 and 3, Quick Reference Handbook and the Flight Crew Training Manual. In the interests of standardisation these Standard Operating Procedures do not duplicate, except where considered necessary, information available in the Airbus Flight Crew Operating Manuals. If discrepancy exists between information contained in this manual and that contained in FCOMs, QRH, FCTM, the information contained in this manual will take precedence.

0.1.2

Amendment and revision of this manual shall be in accordance with Flight Operations Manual, Chapter 0.2. It is the responsibility of all manual holders and offices holding copies of the manual to update them when revisions or bulletins are received, in accordance with the instructions included in the revision or bulletin. General Aircraft Information

0.1.2.1

Units of Measurement Company operations are based upon the use of metric units of measurement.

0.1.2.2

Abbreviations Refer A320/321 FCOM 1.00.40 - A bbreviations.

0.1.2.3

Aircraft Dimensions Refer A320/321 FCOM 1.20.20 for aircraft dimensions.

0.1. 2.4

Conversion Tables Refer Flight Operations Manual, Chapter 0.1.5 - Units conversion table.

0.1/P2

INTRODUCTION Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

SECTION 1 LIMITATIONS

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

LIMITATIONS

TOC/P1

TABLE OF CONTENTS

Rev 08 30 Apr 05

1.1

LIMITATIONS

1.1/P1

1.1.1

General

1.1/P1

1.1.2

Passenger Configuration

1.1/P1

1.1.3

Kind of Operations

1.1/P1

1.1.4

Crew Composition

1.1/P1

1.1.5

Mass and Centre of Gravity

1.1/P1

1.1.6

Speed and Weight Limitations

1.1/P1

1.1.7

Performance Limitations

1.1/P1

1.1.8

Contaminated Runway Operation

1.1/P1

A320/321 STANDARD OPERATING PROCEDURES

LIMITATIONS

TOC/P2

TABLE OF CONTENTS

Rev 08 30 Apr 05

INTENTIONAL BLANK PAGE

1.1/P 1

LIMITATIONS

Rev 16 20 Dec 08

A320/321 STANDARD OPERATING PROCEDURES

1.1

LIMITATIONS

1.1.1

General Refer to FCOM 3 – Operating Limitations for applicable limitations.

1.1.2

Passenger Configuration The aircraft seating capacity are as follows: Aircraft

Configuration Business

A320 A321

16

Economy

Total

162

162

168

184

NOTE: Depending upon configuration individual aircraft seating may vary from those above with respect to seats in each class and the total number of seats. 1.1.3 1.1.4

1.1.5 1.1.6 1.1.7 1.1.8 1.1.9

Kind of Operations Refer FCOM 3.01.10 Kind of operations. Crew Composition The minimum crew is one pilot and one co-pilot. - One Captain and one First officer, or - Two Captains. The Captain operating in the right hand seat must be TRI/TRE or training/check Captain or must have right hand seat qualification. Mass and Centre of Gravity Refer to AFM and FCOM 3.01.20 Speed and Weight Limitations Refer FCOM 3.01.20 Speed and weight limitations. Performance Limitations Refer to AFM and FCOM 3.01.20 Contaminated Runway Operation Refer to FCOM 2.04.10 Cross wind guidelines Maximum cross wind 20 kts must be applied when aircraft stopping capability is degraded (ground spoiler and/or one brake is inoperative)

LIMITATIONS

1.1/P2 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

SECTION 2 NORMAL PROCEDURES

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

NORMAL PROCEDURES

TOC/P 1

TABLE OF CONTENTS

Rev 16 20 Dec 08

A320/321 STANDARD OPERATING PROCEDURES

TABLE OF CONTENTS 2.1

OPERATING POLICY

2.1/P 1

2.1.1

General

2.1/P 1

2.1.2

Checklist

2.1/P 1

2.1.3

Standard Callouts

2.1/P 2

2.1.3.1

Standard Callouts for Each Flight Phase

2.1/P 2

2.1.4

Altitude Alert System

2.1/P 6

2.1.5

Flight Deck Automation Policy

2.1/P 6

2.1.6

Task Sharing

2.1/P 6

2.1.7

Flight Deck Discipline

2.1/P 7

2.1.8

Communication

2.1/P 7

2.1.9

Briefings

2.1/P 8

2.1.9.1

Flight Crew Briefing

2.1/P 8

2.1.9.2

Cabin Crew Briefing

2.1/P 8

2.1.10

Computerized Flight Plan (CFP)

2.1/P 8

2.1.11

Takeoff and Landing Cards

2.1/P 8

2.1.12

Cost Index

2.1/P 9

2.1.13

APU, Ground Power and Ground Air-conditioning Units

2.1/P 9

2.2

PRE-DEPARTURE

2.2/P 1

2.2.1

FMS Procedures

2.2/P 1

2.2.2

Departure Briefing

2.2/P 1

2.2.3

First Officer Takeoff and Landing

2.2/P 2

2.2.4

Departure ATC Clearance

2.2/P 3

2.2.5

Flap Selection for Takeoff

2.2/P 3

2.2.6

Takeoff Data

2.2/P 3

2.2.7

Jumpseat / Observer Briefing

2.2/P 4

2.2.8

APU

2.2/P 4

2.3

PUSH BACK, START UP AND TAXI OUT

2.3/P 1

2.3.1

Push back and Start up

2.3/P 1

2.3.1.1

Automatic Engine Start

2.3/P 1

Manual Engine Start

2.3/P 1

2.3.1.2

NORMAL PROCEDURES

TOC/P 2

TABLE OF CONTENTS

Rev 16 20 Dec 08

A320/321 STANDARD OPERATING PROCEDURES

2.3.1.3

Engine Start With External Pneumatic Power

2.3/P 1

2.3.1.4

Crossbleed Engine Start

2.3/P 1

2.3.1.5

Start Valve Manual Operation

2.3/P 1

2.3.2

Taxi Out

2.3/P 1

2.3.3

ATC Clearance and Takeoff Briefing Confirmation

2.3/P 2

2.4

TAKEOFF

2.4/P 1

2.4.1

Reduced Visibility Takeoff Minimum

2.4/P 1

2.4.2

Monitoring During Takeoff

2.4/P 1

2.4.3

Noise Abatement Takeoff

2.4/P 1

2.5

AFTER TAKEOFF/CLIMB

2.5/P 1

2.5.1

Clean Up and Thrust Reduction Altitudes

2.5/P 1

2.5.2

Maximum Angle of Bank

2.5/P 1

2.5.3

Turns after Takeoff

2.5/P 1

2.5.4

Departure Terrain Awareness

2.5/P 1

2.5.5

Autopilot Engagement

2.5/P 2

2.5.6

Flight Mode Annunciation (FMA) Mode Changes

2.5/P 2

2.5.7

Flight in Turbulence

2.5/P 2

2.5.8

En-Route Navigation

2.5/P 2

2.5.9

Fuel Management

2.5/P 2

2.5.10

RVSM and RNP operation capability

2.5/P 2

2.6

CRUISE AND DESCENT

2.6/P 1

2.6.1

Cruise

2.6/P 1

2.6.1.1

Flight Level Check

2.6/P 1

2.6.1.2

Rapid Descent Considerations

2.6/P 1

2.6.1.3 Oxygen Masks

2.6/P 1

2.6.1.4

Approach Preparation

2.6/P 1

2.6.1.5

Timeliness of briefings

2.6/P 1

2.6.1.6

Approach Briefing

2.6/P 1

2.6.2

Descent

2.6/P 2

2.6.2.1

Descent Planning

2.6/P 2

2.6.2.2

Arrival Procedures

2.6/P 2

2.6.2.3

Rate Of Descent At Low Height

2.6/P 2

NORMAL PROCEDURES

TOC/P 3

TABLE OF CONTENTS

Rev 16 20 Dec 08

A320/321 STANDARD OPERATING PROCEDURES

2.7

APPROACH AND LANDING

2.7/ P1

2.7.1

General

2.7/ P1

2.7.2

Autoland

2.7/ P1

2.7.2.1

General

2.7/ P1

2.7.2.2

Aircraft Autoland Performance Monitoring

2.7/ P1

2.7.2.3

Maintenance Procedures

2.7/ P2

2.7.3

CAT I ILS Approach

2.7/ P2

2.7.4

CAT II/III ILS Approach

2.7/ P3

2.7.5

Non Precision Approach

2.7/ P4

2.7.5.1

Straight-in Non Precision Approach

2.7/ P4

2.7.5.2

Circling Approach

2.7/ P5

2.7.6

Stabilized Final Approach

2.7/ P5

2.7.7

Mandatory Missed Approach

2.7/ P

2.7.8

Approach Monitoring

2.7/ P7

2.7.9

Landing Techniques

2.7/ P7

2.7.10

Crosswind Landing

2.7/ P7

2.7.11

Heavy Landing

2.7/ P7

2.7.12

Overweight Landing

2.7/ P7

2.8

GO-AROUND

2.8/ P1

2.9

AFTER LANDING

2.9/ P1

2.9.1

Autobrake

2.9/ P1

2.9.2

Reverse

2.9/ P1

2.10

TAXI IN

2.10/P1

2.11

PARKING

2.11/P1

2.12

SECURING THE AICRAFT

2.12/P1

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

TOC/P 4

TABLE OF CONTENTS

Rev 16 20 Dec 08

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

2.1

OPERATING POLICY

2.1.1

General

NORMAL PROCEDURES

2.1/P 1

OPERATING POLICY

Rev 16 20 Dec 08

It is Company policy to operate the A320/321 aircraft in accordance with the applicable Airbus Flight Crew Operating Manuals and Quick Reference Handbook. The standard operating procedures outlined in this section are to be applied in conjunction with the procedures detailed in the Airbus Flight Crew Operating Manuals. Standard operating procedures have been established to ensure that flight deck operations are conducted in a safe and efficient manner. It is essential that flight deck crew members are fully aware of the procedures outlined in this section and that they are adhered to in normal and emergency/abnormal operations. Flight crews are designated as follows: - CM1 refers to the crew member in the left hand seat. - CM2 refers to the crew member in the right hand seat. - The term “Pilot Flying” (PF) is used to define the pilot operating the flight controls. - The term “Pilot Not Flying” (PNF) is used to define the pilot not operating the flight controls. 2.1.2

Checklist Normal checklists are initiated (called) by the CM1 or PF and read by the CM2 or PNF. The CM1 or PF shall respond after having checked the existing configuration. When both pilots have to respond, “BOTH” is indicated in the checklist.

A320/321 STANDARD OPERATING PROCEDURES

2.1.3

NORMAL PROCEDURES

2.1/P 2

OPERATING POLICY

Rev 16 20 Dec 08

Standard Callouts Refer to FCOM 3.03.90 - Standard callouts

2.1.3.1

Standard Callouts for Each Flight Phase

EVENT After checking onboard document After exterior walk around

PRELIMINARY COCKPIT PREP PF PNF ONBOARD DOCUMENT CHECKED CHECKED EXTERIOR CHECKED CHECKED

COCKPIT PREP EVENT PF Security check before CHECKED boarding Flight instrument INSTRUMENT CHECK PFD: check - SPEED 30 - _ (V1) BLUE - _ (V2) MAGENTA - CLB, NAV BLUE,1 FD 2 - _ FT (Initial alt) BLUE - ELEVATION _ FT - QNH _ - Vs zero, Pitch _, Bank _ - RADIO ALT _ FT HDG: - _ (on PFD) - _ (on ND) - _ (on DDRMI) - _ (on Compass) ND: - GS zero, TAS dash - First waypoint: name, track, distance

PNF COCKPIT SECURITY CHECKED READY

- CHECKED (or PLUS/MINUS_FT ) - CHECKED

- CHECKED

- CHECKED

TO REMOVE GROUND SUPPLY EVENT CM1 GND MECH Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.1/P 3

OPERATING POLICY

Rev 16 20 Dec 08

BEFORE ENGINE START/PUSH BACK EVENT CM1 CM2 After ATC clearance _ DEPARTURE (SID name) _ FEET/FL, HDG _(if any) obtained and set CHECKED TRANSPONDER __ Before start up BEFORE START C/L BEFORE START C/L DOWN clearance received DOWN TO THE LINE TO THE LINE COMPLETE After all doors are CABIN CREW, ARM closed ALL SLIDES AND CROSS-CHECK After start up clearance BEFORE START C/L BEFORE START C/L received BELOW THE LINE BELOW THE LINE COMPLETE

EVENT When ready for push back and push back clearance received Start of push back When ready to start engines When push back complete When ready to disconnect

PUSH BACK/ENGINE START CM1 GND MECH GROUND (from) COCKPIT (from) GROUND, COCKPIT, CLEARED CLEARED FOR PUSH. FOR PUSH? RELEASE BRAKES BRAKES RELEASED. COMMENCE PUSH BACK Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase

AFTER ENGINE START EVENT CM1 CM2 Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase

EVENT When taxi clearance obtained Brake transfer check Flight control check When cabin report obtained/checked During taxi

TAXI CM1

CM2

Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase CABIN READY CHECKED BEFORE TAKEOFF C/L BEFORE TAKEOFF C/L DOWN TO THE LINE DOWN TO THE LINE COMPLETE

A320/321 STANDARD OPERATING PROCEDURES

EVENT When line up clearance obtained Before entering RWY Lining up on the RWY

2.1/P 4

OPERATING POLICY

Rev 17 20 Dec 08

BEFORE TAKEOFF CM1

CM2 CABIN CREW BE SEATED FOR TAKEOFF RWY/FINAL CLEARED

FINAL/RWY CLEARED BEFORE TAKEOFF C/L BEFORE TAKEOFF C/L BELOW THE LINE COMPLETE

EVENT When both pilots ready When both engine thrust stabilized at 50% N1 (or 1.05 EPR) Before passing 80 Kt At 100 Kt At V1 At VR Gear retraction If AP is engaged by PNF Check list At transition altitude

Check list

NORMAL PROCEDURES

TAKEOFF PF TAKEOFF

PNF STABILIZED

CHECKED

Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase

TRANSITION ALT. SET STD CHECKED. PLUS /MINUS_FT (if any) AFTER TAKEOFF/CLIMB C/L BELOW THE LINE

STD SET. CROSS-CHECK PASSING FL _ . NOW.

AFTER TAKEOFF/CLIMB C/L COMPLETE

MALFUNCTION BEFORE V1 AT TAKEOFF EVENT PF PNF Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase DESCENT EVENT PF At FL200 or TOD (if cruising below FL200) When cleared to SET QNH_ /QFE_ altitude and approaching transition CHECKED. PLUS/MINUS_FT(if any) level

PNF CABIN CREW PREPARE FOR LANDING QNH_ /QFE_ SET. CROSSCHECK PASSING _ FT. NOW.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.1/P 5

OPERATING POLICY

Rev 17 20 Dec 08

APPROACH AND LANDING EVENT PF PNF Approach check list Activation of approach Refer to FCOM 3.03.90 – Standard callouts, Summary phase for each phase RA alive FAF Final approach slope DME_ , _ FT. PASSING NOW. check against ALT/DME _ FT HIGH /LOW. table (for NPA) or ON SLOPE When aircraft in landing CABIN CREW BE SEATED config FOR LANDING Landing check list 1000 ft AGL 100 ft above DA/MDA At DA/MDA with no Refer to FCOM 3.03.90 – Standard callouts, Summary visual reference At DA/MDA with visual for each phase reference After touch down Deceleration At 70 Kt

GO AROUND EVENT PF PNF Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase

EVENT Check list Approaching parking position

AFTER LANDING CM1 CM2 AFTER LANDING C/L AFTER LANDING C/L COMPLETE CABIN CREW DISARM ALL SLIDES AND CROSSCHECK

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.1/P 6

OPERATING POLICY

Rev 16 20 Dec 08

PARKING EVENT CM1 CM2 Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase SECURING THE AIRCRAFT EVENT CM1 CM2 Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase 2.1.4

Altitude Alert System The altitude alert system is to be used to record cleared altitudes and not as a reminder device for transition levels or reporting altitudes. When climb/descent constraints are part of a departure/arrival clearance such constraint altitude(s) should be set in the altitude alert system even though the constraints are also entered in the FMGC. During the approach phase of flight the altitude alert system is to be set as follows:

2.1.5

(a)

In the case of an instrument approach, the missed approach altitude must be set on FCU at the commencement of the final approach.

(b)

In the case of an unrestricted visual approach the altitude alert system should be set to the appropriate missed approach altitude.

Flight Deck Automation Policy (FOM 8.3.2.4.c) Automation shall be used to increase the operational efficiency of the flight. Pilots are required to comply with the automation policy as follows: (a)

Monitoring of the Auto-Flight System (AFS) by: - cross-checking the status of AP/FD and A/THR modes (armed and selected) on Flight-mode annunciator - observing the result of any target entry (on the AFS panel) on the related data as displayed on the PFD or ND; and , - supervising the resulting AP/FD guidance and A/THR operation on PFD and ND (e.g attitude, airspeed and airspeed trend, altitude, vertical speed, heading etc.)

(b) 2.1.6

The use of an appropriate level of automation for the task, including manual flying

Task Sharing Refer to Chapter 13 - Task Sharing. As a general rule, during taxiing on the ground, all the selection on FCU should be made by CM2. In flight, all the selection on FCU should be made by the PF

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.1/P 7

OPERATING POLICY

Rev 16 20 Dec 08

when AP is ON and by the PNF when AP is OFF. In flight, when below 10000 ft AGL, all actions on MCDU should be made by PNF. 2.1.7

Flight Deck Discipline At any moment of the flight, there must be one pilot who controls the aircraft. Any transfer of control should be clearly understood between two pilots with one pilot stating "I have control" and the o t h e r p i l o t relinquishing control with the words "You have control". During critical phases of flight such as takeoff, landing and flying at low altitude, the PNF must always be prepared to take over control of the aircraft with his/her feet lightly on the rudder pedals and one hand adjacent to the side-stick. When the aircraft is below 10000 ft AGL or in high workload situation, pilots are required to comply with the sterile cockpit rule. Any conversation and activities that are not essential should be avoided. Two pilots qualified on type must be seated at the controls properly secured (lap, crotch and shoulder restraints fastened, rudder pedals and seat adjusted) at all time when the seat belt sign is ON and during flight in turbulence. At other time, the lap strap need only be worn. During the cruise phase, one pilot may vacate his/her seat for short periods. Lap, crotch and shoulder restraints must be worn by the pilot in control when the other pilot is not in his seat. Under no circumstances will an unqualified person occupy a pilot’s seat. All sun blinds, sun visors must not be used during taxi and criti cal phases of fl i ght such a s takeoff and landing. All screens must not be touched neither with fingers nor pens. After flight, pilots must leave the Flight deck clean and in good order. All onboard document and head sets must be in the place. All extraneous items such as food, water bottles, newspapers, towel,... must be removed.

2.1.8

Communication Headsets will be used in high work load situation and: - From commencement of pushback/engine start until top of climb. - From top of descent until the aircraft is parked and both engine are shut down. When both pilots wear the headsets, interphone will be used for cockpit communication except whilst the ground engineer is on the interphone. The Radio Management Panels (RMPs) will normally be set up in the following manner: - VHF1 for Air Traffic Control. - VHF2 for Company frequency (where available), ATIS information or 121.5.

NORMAL PROCEDURES

2.1/P 8

OPERATING POLICY

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

Both pilots will maintain a listening watch on the ATC frequency in use unless SELCAL is being used. Pilots should normally use his onside RMP to tune any one of the VHF or HF radios. If the SEL lights come on after tuning the radio, the pilot should turn them off by selecting the appropriate radio system dedicated to his RMP. 2.1.9

Briefings

2.1.9.1

Flight Crew Briefing Refer to FOM 8.3.1.12 Before each departure and arrival, a briefing should be made by PF to cover both Normal and Abnormal/Emergency operations. The briefings should be concise, structured (i.e. following the flight sequence), interactive and should fulfill two important purposes: - To provide both pilots with opportunity to cross check and to correct each other. - To share a common mental image of the flight. During the briefings, relevant MCDU pages will be selected and checked to make sure that FMS has been properly programmed. To ensure FMS flight plan and SID/STAR/Approach charts reconciliation, during briefing, PF uses MCDU F-PLN page and his ND in PLAN mode whilst PNF uses appropriate SID/STAR/Approach charts.

2.1.9.2 Cabin Crew Briefing Refer to FOM 8.3.1.13 2.1.10

Computerized Flight Plan (CFP) Normally two copies of CFP, one for each pilot, will be provided for each flight. The Commander’s CFP should be the Master one and must be signed by the Commander. Pilots should record and amend ETA/ATA and FOB at each waypoint on CPF

2.1.11 Takeoff and Landing Cards Takeoff/Landing card shall be used to record the takeoff/landing data of the flight and shall be retained in the flight envelope after flight. Takeoff card shall be used to record: - Takeoff airfield weather data (by PF) - Additional information, such as unserviceability of NAV Aid, taxiway,…(by PF) - ATC clearance (by CM2) - Takeoff data: TOW, Takeoff speeds, Flex temperature (by CM2)

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.1/P 9

OPERATING POLICY

Rev 17 15 Aug 09

Landing card shall be used to record: - Landing airfield weather data (by PNF) - Additional information, such as unserviceability of NAV Aid, taxiway,…(by PF) - Landing data: Landing weight, Landing flaps configuration, Autobrake mode, Vapp, (by PF) 2.1.12

Cost Index Depending on various operational factors, cost index will be established. Refer to Flight Operation Notice for current cost index.

2.1.13

APU, Ground Power and Ground Air-conditioning Units Before departure, if aircraft is powered by GPU and/or ACU, APU will be started 15 minutes before push back or start-up. On arrival, if APU is to be used at parking, APU will be started 2 minutes before reaching parking position. In order not to forget starting the APU, having APU system page displayed on SD (such as by pressing APU Master SW p/b) is a good reminder. Refer to appropriate Flight Operation Notice for list of airports with contracted GPU/ACU service.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.1/P 10

OPERATING POLICY

Rev 17 15 Aug 09

INTENTIONAL BLANK PAGE

NORMAL PROCEDURES

2.2/P 1

PRE-DEPARTURE

Rev 17 15 Aug 08

A320/321 STANDARD OPERATING PROCEDURES

2.2

PRE-DEPARTURE

2.2.1

FMS Procedures Refer to FOM 8.3.2 – Navigation procedures, regarding: (a) FMS data base validity; (b) FMS route/computer flight plan reconciliation; and (c) Navigation procedures.

2.2.2

Departure Briefing Prior to the first flight for the cre w, a full briefing should be given by the PF covering the following items:

2.2.2.1

Normal operation (a) Miscellaneous − NOTAMs − Weather, RWY condition, wind − Aircraft type and model (tail strike awareness), FMS database validity, performance factor. − Aircraft technical status (MEL, CDL, relevant OEBs) − RVSM, RNP operation status − Specific takeoff procedure (use of pack, APU, Noise abatement procedure, radar, engine/wing anti-icing,…) − Engine start procedure (b) Push back and taxi − Parking position, expected push back clearance − Expected taxi route (c) Takeoff data − Departure/Destination and Alternate airports (MCDU INIT A page) − Flight number, cost index, cruising FL,… − Estimated takeoff weight, landing weight (MCDU INIT B page) − Block fuel, extra fuel/time − Takeoff RWY (MCDU PEF page) − Takeoff flap configuration and thrust (Flex/TOGA) − Takeoff speeds V1/ VR/ V2, preset climb speed,… − Transition altitude, THR reduction/ ACC altitude, One engine out ACC altitude (d) Flight plan (MCDU F-PLN page) − SID chart index number, effective date, MSA, airport elevation,.. − SID description: track and distance between waypoints, altitude/speed constraints at waypoints,… − Airways, total distance (check against CFP)

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.2/P 2

PRE-DEPARTURE

Rev 17 15 Aug 08

(e) Radio navigation aids (MCDU RADNAV page): Radio navigation aids should be manually tuned for − Tracking the one-engine-out turn procedure or − Tracking the SID or − Preparation for immediate return/diversion (f) Navigation accuracy (MCDU PROG page) If the departure RWY is not on the aircraft navigation database, the departure should be flown in HDG/TRK mode with raw data reference. 2.2.2.2

Abnormal operation (a)

Failure before V1: Refer to FCOM 3.02.10 P1,2,3

(b)

Failure after V1: Takeoff must be continued −

−

Engine failure/fire (climb performance limiting) + One-engine-out turn procedure (if available) or initial HDG or continue SID + Safety altitude + Immediate return/diversion consideration (MCDU SEC F-PLN page) Other failure + Continue following the SID or initial HDG + Safety altitude + Immediate return/diversion or to continue flight plan route consideration

On s u b s e q u e n t takeoffs with the same crew, the term “Standard procedures” can be used, with only the salient points applicable to the particular takeoff highlighted. 2.2.3

First Officer Takeoff and Landing Prior to giving a First Officer a takeoff or landing the Commander should assess the existing conditions and the First Officer's experience; both total and recent. If there are any doubts the Commander must conduct the takeoff or landing. In the event of an engine failure/fire after V1, the First Officer should continue to fly the aircraft until the Commander, at his discretion, takes over control. Such take over, if required, should not take place before the landing gear has been selected up.

NORMAL PROCEDURES

2.2/P 3

PRE-DEPARTURE

Rev 16 20 Dec 08

A320/321 STANDARD OPERATING PROCEDURES

2.2.4

Departure ATC Clearance Both pilots must be in the flight deck and ready for correct reception of the ATC clearance. The ATC clearance must be recorded adjacent to the route line on the Master CFP by the CM1 and on the Takeoff Card by the CM2. After ATC clearance has been received both pilots must be absolutely certain that the clearance is understood before "read back" to ATC. The review of the clearance must be conducted in the following manner, assuming expected SID or departure tracking has already been entered into the MCDU

2.2.5

(a)

The C M 2 will read the clearance while the CM1 will observe the F-PLN page to ensure compatibility with the actual ATC clearance received;

(b)

If the comparison between the received ATC clearance and the data on the F- PLN page shows difference, the PF (or CM2 if the aircraft is taxiing) will re-program the MCDU in accordance with the clearance received;

(c)

The CM2 will set the initial cleared altitude, the initial HDG (if required) on FCU and the ATC transponder code. These settings are announced by the CM2 and to be cross-checked by the CM1.

Flap Selection for Takeoff The standard flaps setting for takeoff is either Flaps 1 or Flaps 2. Unless otherwise required by special operational procedure such as by MEL, for flexible takeoff, regardless of runway pavement condition and elevation, flaps configuration giving the highest flexible temperature must be selected. If different flaps configurations give the same flexible temperatures, the flaps configuration associated with the lowest takeoff speeds will be used. However for fuel saving purpose, subject to Commander’s discretion, Flaps1 can be selected in case of long runway, light weight, etc…

2.2.6

Takeoff Data Takeoff performance should be calculated in accordance with r e l e v a n t R T O W c h a r t s , FCOM 2.02 or FCOM 2.04. All relevant takeoff data should be recorded on the Takeoff Card.

NORMAL PROCEDURES

2.2/P 4

PRE-DEPARTURE

Rev 17 15 Aug 08

A320/321 STANDARD OPERATING PROCEDURES

2.2.7

Jumpseat / Obsever Briefing A briefing is to be given to any approved observers travelling in the jumpseat and it is the Commander’s responsibility to ensure that this is completed. The briefing may be given by either pilot and is to include the procedures for observer to adhere to in the event of an emergency. The briefing is to include available exits, the use of the oxygen mask and the use of any emergency equipment located in the cockpit.

NORMAL PROCEDURES

2.3/P 1

TAXI OUT

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

2.3

PUSH BACK, START UP AND TAXI OUT

2.3.1

Push back and Start up Engine start will be performed by CM1. During engine start, both pilots have to monitor the engine parameters. Any conversation and activities that are not essential should be avoided. If a specific engine start procedure is to be applied, both pilots have to review it before start up. All steps of a specific engine start procedure will be read by CM2 and executed by CM1.

2.3.1.1 Automatic Engine Start Refer to FCOM 3.03.08 2.3.1.2 Manual Engine Start Refer to FCOM 3.04.70 2.3.1.3 Engine Start With External Pneumatic Power Refer to FCOM 3.04.70 2.3.1.4 Crossbleed Engine Start Refer to FCOM 3.04.70 Crossbleed engine start is not allowed during push back. Crew should apply this procedure only when aircraft is stationary with parking brake on. 2.3.1.5 Start Valve Manual Operation Refer to FCOM 3.04.70 2.3.2

Taxi Out Taxi must be conducted by the pilot o n the left hand seat (CM1) or qualified TRI/TRE on the right hand seat. The other pilot will advise taxi route by airport diagram. In case of P I C incapacity, the First Officer requests to tow the aircraft to parking bay. O u t s i d e vigilance during taxi must be maintained

A320/321 STANDARD OPERATING PROCEDURES

2.3.3

NORMAL PROCEDURES

2.3/P 2

TAXI OUT

Rev 17 15 Aug 09

ATC Clearance and Takeoff Briefing Confirmation If the ATC clearance has not been obtained prior to taxi, it should be reviewed in accordance with Chapter 2.2.4 - Departure Clearance. Prior to takeoff, the PF will brief the PNF on the salient points of the ATC clearance and updated takeoff data, covering the following items: -

Takeoff RWY Gross weight Flaps configuration Fuel onboard Flex temperature, N1 (EPR) Speeds V1, V2, NAV (or initial HDG), initial ALT – [on PFD] SID Transponder code

NORMAL PROCEDURES

2.4/P1

TAKEOFF

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

2.4 2.4.1

TAKEOFF Low Visibility Takeoff Refer to FOM 8.1.3.3 A takeoff with RVR less than 400m is considered as a low visibility takeoff (LVTO). Low visibility takeoff procedure is not applicable in stormy weather condition. No takeoff shall be commenced if: - The RVR is below the Company’s minimum which is 150m for CAT C aircraft and 200m for CAT D aircraft; or - The RVR is below the required takeoff minimum, stated in Jeppesen Airways Manual for each runway. The required takeoff minimum for each runway depends on the runway facilities, such as lighting, marking,…

RWY facility

Minimum RVR (Note 2) CAT C a/c

CAT D a/c

Nil (day ONLY)

500 m

500 m

RWY edge lighting and/or centre line marking (Note 1)

250 m

300 m

RWY edge and centre line lighting

200 m

250 m

RWY edge and centre line lighting and multiple RVR info (Note 3)

150 m

200 m

Note 1: Note 2: Note 3:

For night operations, at least runway edge and runway end lights are required. The reported RVR representative of the initial part of the takeoff run (or TDZ) may be replaced by pilot assessment. The required RVR value must be achieved for all of the relevant RVR reporting points: TDZ, Mid-point and Lift-off zone, except as stated in Note 2 above.

Low visibility takeoff procedure: - Both crew members must be qualified for LVO. - LVP is confirmed to be in force (by ATIS or ATC) or requested by crew. - ILS push button should be ON for reference - Maximum crosswind component is 10 kt. - The runway is not contaminated. - Taxi, takeoff, landing and strobe lights will not be used due to glare that may cause a reduction in forward visibility. Landing lights should

NORMAL PROCEDURES

2.4/P2

TAKEOFF

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

be turned on at landing gear retraction, after liftoff. - Static takeoff shall be applied. No rolling takeoff is allowed. - CM1 will be PF and CM2 will be PNF. The CM1 will be “head-up” after takeoff thrust set. The CM2 will be “head-down” through out the takeoff roll, monitoring the flight instruments, parameters and provide appropriate callout. - Takeoff shall be performed with TOGA thrust. PNF will advice ATC when aircraft has lifted off. 2.4.2

Monitoring During Takeoff The PF must observe his/her airspeed during takeoff with the "V1" and "Rotate" calls from the PNF serving as backup only. During all instrument takeoffs the PNF must positively monitor flight instruments to at least 500 FT and alert the PF if tolerances are being exceeded.

2.4.3

Noise Abatement Takeoff Pilots should conform to the published Noise Abatement Departure Procedures (NADP) on the condition that aircraft safety is not compromised. In conditions of anticipated or actual wind shear, turbulence, engine failure or other operational factors a noise abatement takeoff should not be conducted or discontinued. For NADP1 or NADP2 detail, refer to Jeppesen Airway Manual – ATC Chapter

A320/321 STANDARD OPERATING PROCEDURES

2.5 2.5.1

NORMAL PROCEDURES

2.5/P 1

AFTER TAKEOFF/CLIMB

Rev 16 20 Dec 08

AFTER TAKEOFF/CLIMB Clean Up and Thrust Reduction Altitudes It is required that thrust reduction, flap retract and clean up heights as promulgated in the Flight Crew Operating Manual, Runway Analysis Manual or as specified in noise abatement procedures be adhered to. Certain airports levy penalties against the operators of aircraft found infringing noise abatement procedures. Subject to published exceptions such as Noise Abatement Procedure, 1000 FT (AGL) shall be used as the standard thrust reduction and acceleration altitude.

2.5.2

Maximum Angle of Bank Standard procedure Above 500 ft

25

Specific approval 30

Twenty-five degrees is the normal angle of bank with a maximum of thirty degrees that must be closely monitored, particularly during instrument flight. 2.5.3

Turns after Takeoff Turns after takeoff at altitudes below 500 FT (AGL) are not permitted except as prescribed for noise abatement procedures.

2.5.4

Departure Terrain Awareness On all IMC departures, without a published SID, speed should be held at “green dot” until reaching the Minimum Sector Altitude (MSA) and 250 Kt until reaching either the Minimum Off-route Altitude (MORA), the Minimum En-route Altitude (MEA) or 10000 FT in countries where the 250 Kt speed restriction below 10000 FT is applicable. Pilots must always assess terrain and at some airports it may be necessary to climb in the circuit area to set heading over the top at the MSA, MORA or MEA, as applicable. For departure on a reciprocal track that has a published inbound STAR, the associated altitude and distance restrictions can be used in reverse to ensure terrain clearance.

A320/321 STANDARD OPERATING PROCEDURES

2.5.5

NORMAL PROCEDURES

2.5/P 2

AFTER TAKEOFF/CLIMB

Rev 16 20 Dec 08

Autopilot Engagement The PF must advise the PNF the autopilot engagement status and the selected active modes.

2.5.6

Fight Mode Annunciation (FMA) Mode Changes Any change in FMA during flight must be called by the PF following by a “Checked” call from the PNF.

2.5.7

Flight in Turbulence Refer to FCOM 3 .04.91 and QRH 5.01 for information on operations in adverse weather conditions and general procedures for flight in turbulence.

2.5.8

En-Route Navigation The F M S position should be checked against radio aids to ensure accuracy between the ND map presentation and the required track. This check should be conducted at regular intervals during flight when appropriate radio aids are available.

2.5.9

Fuel Management At any time that the configuration of the fuel system is changed from normal operation, e.g. Cross-feeding, both pilots are to be aware of the changed configuration and an estimated time calculated and recorded to return the fuel system to normal operation.

2.5.10

RVSM and RNP operation capability Prior to entering RVSM/RNP airspace, crew must check aircraft technical status against RVSM/RNP operation requirements.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.6/P 1

CRUISE FLIGHT AND DESCENT

Rev 16 20 Dec 08

2.6

CRUISE FLIGHT AND DESCENT

2.6.1

Cruise

2.6.1.1

Flight Level Check On reaching initial cruise flight level (and any subsequent amended flight level) the crew must conduct a positive check between the altimeters, the flight level displayed in the FCU window and the flight level displayed in the MCDU. Whenever possible, crew should fly the optimum cruising flight level.

2.6.1.2

Rapid Descent Considerations During operations above FL 250 pilots should be aware of preferred flight paths, in the event that a rapid descent becomes necessary, by taking into consideration other traffic, terrain, restricted airspace, etc.

2.6.1.3 Oxygen Masks Both crew members must wear oxygen masks with the diluter demand regulator in the NORMAL position at all times while the cabin altitude exceeds 10000 FT. 2.6.1.4

Approach Preparation Before arrival, the PNF will obtain the weather information (on the Landing Card). The PF will transfer aircraft control to the PNF (if possible), complete the Landing Card and prepare the aircraft for the approach. If it is not possible, the PNF will perform it under the PF order.

2.6.1.5

Timeliness of briefings To prevent any rush (and increased workload) in initiating and conducting the descent and the approach, descent preparation and the approach briefing typically should be conducted 10 minutes before reaching the top-ofdescent point.

2.6.1.6

Approach Briefing The Flight Management System (FMS) pages and the navigation display (ND) should be used to guide and illustrate the briefing, and to confirm the various data entries. Once approach preparation has been completed and cross checked, the PF will perform the approach briefing covering the following items:

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.6/P 2

CRUISE FLIGHT AND DESCENT

Rev 16 20 Dec 08

2.6.1.6.1 Normal operation (a)

(b) (c)

(d)

(e) (f) (g)

(h)

Miscellaneous − Aircraft technical status (OEBs, MEL/CDL operational procedure, any failure during the flight,…) − NOTAMs − Weather (in comparison with applicable landing minima), wind, RWY in use, − Specific arrival procedure (use of pack, APU, Noise abatement procedure, flaps configuration, radar, engine/wing anti-icing,…) Fuel (MCDU FUEL page) − Minimum diversion fuel − Extra fuel, holding time Arrival procedure (MCDU F-PLAN page) − Top of Descent (confirm or adjust the top-of-descent point, computed by the FMS, as a function of the expected arrival) − Expected arrival route (STAR or radar vector), chart index number, effective date, transition level, MSA − Arrival route description: track and distance between waypoints, altitude/speed constraints at waypoints, holding, … Approach procedure (MCDU F-PLAN page) − Designated runway and approach type − Chart index number and effective date, MSA, airport elevation − Approach chart description: + IAF, holding, holding entry, track and distance between waypoints, altitude/speed constraints at waypoints, , IF,… + LOC frequency, front course (for ILS approach) or final approach course (for NPA) + FAF or Final descent point + Final descent angle + OM, DA/MDA, MAP, TDZ elevation Missed approach procedure: (MCDU F-PLAN page) Track and distance between waypoints, altitude/speed constraints at waypoints, holding, missed approach altitude,… Diversion to alternate airport route or second approach Landing − RWY length, displaced threshold, width and slope, RWY condition − Approach lighting and RWY lighting, and other expected visual references − Use of autobrake, reversers − Intended exit taxiway, expected taxi route and parking stand Navigation accuracy (MCDU PROG page) − Navigation accuracy − Use of automation − Managed (use of FMS) or selected modes, use of TRK/FPA, AP and A/THR

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.6/P 3

CRUISE FLIGHT AND DESCENT

Rev 17 15 Aug 09

−

Step-down approach (if a constant-angle non-precision-approach is not available) (i) Radio navigation aids (MCDU RADNAV page): Radio navigation aids should be manually tuned for each instrument approach procedure. (j) Approach performance (MCDU APPR PERF page) (k) MCDU SEC F-PLN: alternative approach procedure. 2.6.1.6.1

Abnormal operation: any failure/malfunction in flight with operational procedure

2.6.2

Descent

2.6.2.1

Descent Planning Subject to exceptions, such as altitude/speed constraint, ATC requirement, separation,…crew should plan the descent with IDLE thrust until shortly reaching 1000 FT AGL for ILS approach or FAF (or Final Descent Point when FAF is not specified) for NPA.

2.6.2.2

Arrival Procedures In IMC or VMC (day or night) on a track without a published STAR, the aircraft must maintain the MEA, MORA or MSA, as applicable, until commencement of the instrument approach procedure. Under VMC (day or night) the aircraft should complete the appropriate instrument approach procedure except at airports where it is safe to conduct a visual approach once the aircraft is within the relevant circling area. Under radar vectoring the aircraft may be assigned altitudes below the MEA, MORA or MSA. Under these circumstances pilots must continue to remain aware of terrain clearance requirements.

2.6.2.3

Rate Of Descent At Low Height Rates of descent when within 3000 FT of terrain should be restricted to not above 3000 feet per minute and when within 2000 FT of terrain - to not above 2000 feet per minute.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.6/P 4

CRUISE FLIGHT AND DESCENT

Rev 17 15 Aug 09

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

2.7 2.7.1

NORMAL PROCEDURES

2.7/P 1

APPROACH AND LANDING

Rev 17 15 Aug 09

APPROACH AND LANDING General In preparation for any instrument approach, the briefing requirements as set out in Chapter 2.6.1.4. The Standard Callouts, including the Out of Tolerance Calls, as set out in FCOM 3.03.90 apply. Whenever weather conditions are such that an instrument approach is necessary the autopilot(s) should be engaged to fly the approach.

2.7.2

Autoland

2.7.2.1 General Autoland is permitted: - In CAT I or better weather condition, on following runways with a CAT I ILS: • Narita: RJAA 16L, RJAA 34L/R • Fukuoka: RJFF 16/34 • Singapore: WSSS 02C/20R • Hongkong: VHHH 25L/R • Hanoi: VVNB 11L/R • Hochiminh: VVTS 25L/R - On all runways with a published CAT II or CAT III ILS regardless of locality. The above is subject to NOTAMs or any other published restrictions on the use of a particular CAT I ILS for autoland. Airports with a CAT I ILS installed that are outside the above geographic areas and are approved for autoland are included in the Route Manual. Under CAT I or lower minima conditions ILS critical areas are restricted, by ATC, from aircraft and vehicle operation to ensure that there is no disturbance to the localizer and/or glideslope signal which may be reflected in adverse autopilot inputs. Pilots are cautioned to be vigilant for localizer and/or glideslope disturbances when conducting an autoland in visual conditions as ATC protection of ILS critical areas is not assured. Pilots should be prepared to immediately disconnect the autopilot and take appropriate action should unsatisfactory autoland performance occur. 2.7.2.2 Aircraft Autoland Performance Monitoring Following each satisfactory autoland an appropriate entry should be made in the Technical Log whilst any unsatisfactory autoland must be entered as a defect. An Autoland Report Form should also be completed.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 2

APPROACH AND LANDING

Rev 17 15 Aug 09

For an autoland to be classified as satisfactory it should meet the following criteria: (a)

All autopilot/flight director annunciation and radio altitude callouts (if installed) operate normally;

(b)

Indicated airspeed and heading permit normal flare and landing with autothrust speed deviation not more than +/- 5 Kt from Vapp;

(c)

The aircraft position and movement is such that the cockpit is within the lateral limits of the extended centerline;

(d)

The Autoland warning is not flashing amber at 200 FT RA;

(e)

After passing 200 FT there is no unusual movement of control surfaces or excessive attitude deviations;

(f)

Touchdown occurs within the range 120 m past the runway threshold to 800 m past the runway threshold;

(g)

The longitudinal axis of the aircraft is not more than 8 m left or right of runway centerline.

If during an autoland approach autopilot performance is outside the above tolerances a go-around should be conducted unless the conditions are such that the autopilot can be disengaged and a manual landing safely accomplished. 2.7.2.3 Maintenance Procedures In the event of an unsatisfactory entry in the DEFECTS field of the Technical Log and rectification prior to the next flight is not carried out, or an MEL is raised for a component which impacts upon autoland capability, the applicable MEL will reflect that autoland is not permitted. A red MEL label will be installed adjacent to the autopilot engagement switches. Following rectification of defects affecting autoland the applicable MEL will be amended to indicate that for the MEL to be removed the aircraft must complete a satisfactory autoland. An entry ‘Autoland satisfactory – remove MEL #’ must be made in the DEFECTS field of the Technical Log. 2.7.2.4 Autoland Limitation -

Maximum wind limit is as follows: o Maximum headwind component, including gusts: 30 Kt o Maximum tailwind component, including gusts: 10 Kt

A320/321 STANDARD OPERATING PROCEDURES

2.7.3

NORMAL PROCEDURES

2.7/P 3

APPROACH AND LANDING

Rev 17 15 Aug 09

o Maximum crosswind component, including gusts: 20 Kt Glide slope angle is within – 2.5º and – 3.15º Airport elevation is below 5750 Ft (A321) or 2500 Ft (A320) Actual landing weight is at or below MLW

CAT I ILS Approach The aircraft should be configured for the ILS approach in accordance with the Normal Procedures detailed in F C O M 3 . 0 3 . 1 8 . The PNF must primarily monitor flight instruments throughout the approach and provide the appropriate standard calls The PF should call “Visual” any time visual reference is established above the minimum. At the “Minimum” call, the PF should assess outside conditions and declare either “Continue” or “Go-around. Flaps” as the case may be. The “Continue” call at the minimum by the PF must be based upon the observation of the approach lights, runway lights, runway or touchdown zone lights and that the approach can be continued in visual conditions on the normal approach profile to a safe landing. After the “Continue” call, by the PF the PNF MUST maintain concentration on the flight instruments in order to monitor the flight parameters for the remainder of the approach. If the PF calls “Go-around. Flaps” at the minimum, or if visual contact is lost after the minimum, an immediate go-around in accordance with the Normal Procedures detailed in the A320/321 Flight Crew Operating Manual must be conducted.

2.7.4

CAT II/III ILS Approach

2.7.4.1 General Approaches where the reported minima are less than CAT I weather conditions must normally be conducted as a multiple autopilot approach, with the PIC as the PF, followed by an autoland or autopilot go-around. If visual contact is established above the CAT I minima the autopilot may be disengaged for the landing (normally, no later than 80 FT). However, it is recommended that an autoland be conducted under these circumstances. CAT II/III approach is not allowed in stormy weather condition.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 4

APPROACH AND LANDING

Rev 17 15 Aug 09

2.7.4.2 ATC Low Visibility Procedures When RVR falls below 550 m or when the RVR/ceiling falls below 800 m/200Ft, or when the weather is expected to deteriorate rapidly at airports with CAT II/III capability, “Low Visibility Procedures” are introduced. Under these procedures ILS sensitive areas are protected and ILS separation standards are increased to 8 -10 NM. If the pre-departure forecast indicates that low visibility procedures may be in operation, additional fuel should be considered to provide for the expected delays due to increased traffic congestion. On first contact with the tower, pilot should advise ATC that the aircraft is conducting a CAT II/III approach (as applicable). Pilot should be advised either through the ATIS or ATC that “Low Visibility Procedures” are in operation. If it is not the case, pilot should request clearance for CAT II/III approach (as applicable). Priority is given to aircraft with CAT II/III capability. 2.7.4.3 Exterior Lights Exterior lights should be used with caution in conditions of low visibility due to glare that can cause a reduction in forward visibility. Therefore taxi, takeoff, landing and strobe lights will not be used in CAT II/III approaches. Taxi, takeoff, landing and strobe lights should normally be turned off at landing extension on approach. Taxi light should be turned on again after aircraft has cleared the runway. 2.7.4.4 Seat Position Pilots will ensure proper seats position by using the eye-position indicating devices. 2.7.4.5

Braking A CAT II/III approach is not applicable if the braking effectiveness of the runway is reported as being worse than Medium. CAT II/III approach is not permitted in contaminated runway condition. -

For CAT II approach, autobrake should be used in LO mode (on dry runway) or MED mode (on wet runway). For CAT III approach, autobrake should be used in MED mode.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 5

APPROACH AND LANDING

Rev 17 15 Aug 09

2.7.4.6 Runway Visual Range (RVR) For CAT II/III operations RVR is measured at 03 positions along the runway: Touchdown zone (TDZ) Mid point (MID) Roll out or Stop end (STP). Only the TDZ RVR is normally transmitted unless either or both the other values are less than the TDZ and less than 800 m. Note: In France, RVR minima are published for both TDZ and MID point. Both RVR must be satisfactory to commence approach. The minimum RVR for CAT II/III approach is as follows: POSITION

CAT II

CAT III A

CAT III B

RVR

TDZ

300 M

MID POINT

200 M

STOP END

ADVISORY

TDZ

200 M

MID POINT

200 M

STOP END

ADVISORY or 200 M if MID POINT not available

TDZ

75 M or State minimum if it is higher

MID POINT

ADVISORY

STOP END

ADVISORY

2.7.4.7 Pilot Incapacitation If a pilot becomes incapacitated during a CAT II/III approach, it is preferable for the other pilot to divert to an alternate airport with better weather condition. 2.7.4.8 Airport Facility For CAT II/III approach, HIALS, THRESHOLD lights, HIRLS, CL, TDZ and continuous RVR information are required. 2.7.4.9

CAT II/III Approach Procedure

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 6

APPROACH AND LANDING

Rev 17 15 Aug 09

2.7.4.9.1

Approach Preparation In addition to items normally covered by approach briefing for any IFR arrival, CAT II/III checklist should also be reviewed to ensure system status and to review procedures relating to possible autoflight system down grading or malfunctions. CAT II/III minimum should be set in the DH field of the MCDU PERF APPR page. In case of CAT III without DH, pilot should enter “NO” in the DH field. All CAT II/III ILS approaches are stabilized approaches. The aircraft should be in the landing configuration and at approach speed by the FAF. 2.7.4.9.2 Task Sharing Refer to Chapter 13.1.16 – CAT II ILS Approach- Task Sharing. For all CAT II/III approaches, CM1 is PF and CM2 is PNF. The workload is distributed in such a way that the PF primary tasks are supervising and decision making and the PNF primary task is monitoring operation of the automatic system. As a general rules, PF-CM1 duties are: - Controlling the thrust throughout the approach, landing, go-around and rollout - Making all FCU selections (if any) - Taking manual control in the event of AP disconnection - Monitoring flight instruments (when above 350ft AGL) then scanning outside for visual references (except in CAT III approach with no DH) - Making decision to land or to go-around PNF-CM2 duties are: - Monitoring flight instruments (head-down) throughout approach, goaround or landing until rollout is completed - Providing calls for any deviation or failure warning - Calling barometric heights as required and monitoring auto call-out or calling radio heights including "100 ABOVE" - Monitoring FMA and calling mode changes as required. 2.7.4.9.3 Visual Reference The “Continue” call at the minimum by the PIC must be based upon the observation of the following: CAT II A segment of at least three (3) consecutive lights being the centreline of the approach lights, or touchdown zone lights, or runway centre-line lights, or runway edge lights, or a combination of these is attained and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold, or a barrette of the touchdown zone lighting. CAT III A A segment of at least three (3) consecutive lights being the touchdown zone lights, or runway centre-line lights, or runway edge lights, or a combination of these is attained and can be maintained.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 7

APPROACH AND LANDING

Rev 17 15 Aug 09

CAT III B with DH At least one centre-line light is attained and can be maintained. CAT III B without DH There is no requirement for visual contact with the runway prior to touchdown. If visual contact is lost after the minimum or if touch down cannot be safely accomplished in the touch down zone, go-around should be conducted in accordance with the Normal Procedures detailed in the A320/321 FCOM 3. Deceleration of the aircraft should be monitored to ensure that the aircraft's speed is reduced to less than 100 Kt prior to reaching the point on the runway where the runway centreline lights change to alternating red and white (900 m from the end of the runway). The aircraft must be at taxi speed prior to reaching the point where the runway centreline lights change to continuous red (300 m from the end of the runway). On reaching this point, CM2 should call “Red Lights”. No attempt should be made to exit the runway other than at specifically illuminated turn off points. CM2 should report “Runway vacated” only when the aircraft is clear of the CAT II/III sensitive area. Pilots should exercise care when taxiing under conditions of significantly reduced visibility to ensure that all ATC instructions regarding holding point(s), runway crossings etc, are adhered to. If there is any doubt about the situation, request ATC radar or marshalling assistance. 2.7.4.9.4

Required Aircraft Equipment Refer to QRH 5.04 for required equipments for Cat II and CAT III approaches.

2.7.4.9.5

Failures and Associated Procedures

The anomalies and failures can be classified into two groups: Failures leading to a downgrading of capability as displayed on FMA and ECAM with an associated specific audio warning (triple click). Failures that do not trigger a downgrading of capability but are signaled by other effects (flag, ECAM warning, amber caution and associated audio warnings). It should be noted that some failures might trigger ECAM warnings, cautions and a downgrading of capability. After any failure or ECAM warning during approach, before deciding to continue or to downgrade the planned approach, crew must check the FMA for landing capability. Above 1000 Ft AGL: - Downgrading from CAT III to CAT II is permitted only if: o ECAM actions are completed o RVR is at least equal to CAT II minima

A320/321 STANDARD OPERATING PROCEDURES

o o

NORMAL PROCEDURES

2.7/P 8

APPROACH AND LANDING

Rev 17 15 Aug 09

Briefing is amended to include CAT II procedure and DH. Decision to downgrade is completed above 1000ft AGL.

- Downgrading from CAT II to CAT I permitted only if: o ECAM actions are completed o At least one FD is available o RVR is at least equal to CAT I minima o Briefing is amended to include CAT 1 procedure and DH. o The decision to downgrade is completed above 1000ft AGL. Below 1000 Ft AGL: see tables below •

CAT II Approach: Event

-ALPHA FLOOR activation, -Amber caution (Except Nose wheel steering and Antiskid fault) -Engine failure. - Nose wheel steering fault - Antiskid fault -Loss of AP -Downgrade of landing capability No LAND mode (At 350ft AGL) AUTO LAND warning light

No FLARE mode

1000-200

Height (Ft) 200-DH DH-Touch Down Continue approach and landing

Go-around

- Continue approach and landing. - Disengage AP at touch down - Go-around or - Continue approach and landing (If visual references are sufficient) Go-around Go-around

Disengage AP, land manually (If visual references are sufficient) Disengage AP, land manually (If visual references are sufficient)

A320/321 STANDARD OPERATING PROCEDURES

•

NORMAL PROCEDURES

2.7/P 9

APPROACH AND LANDING

Rev 17 15 Aug 09

CAT III Approach:

Note: At 350 Ft RA in case of incorrect selected ILS course (no LAND mode) reversion to CAT II minima is allowed. Event - ALPHA FLOOR activation, - Amber caution (Except Nose wheel steering and Antiskid fault) - Engine failure. - Nose wheel steering fault - Antiskid fault -Loss of AP -Downgrade of landing capability No LAND mode (At 350ft AGL) AUTO LAND warning light

No FLARE mode

Height (Ft) 1000-200 200-100 100-DH DH-Touch Down

Go-around

Continue approach and landing

- Continue approach and landing. - Disengage AP at touch down. - Minimum DH=50ft - Continue approach and landing. - Disengage AP at touch down. Revert to CAT III SINGLE - Go-around or - Continue approach and landing (If visual references are sufficient) Go-around

Go-around

-Go-around or -Disengage AP, land manually (If visual references are sufficient) -Go-around or -Disengage AP, land manually (If visual references are sufficient)

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 10

APPROACH AND LANDING

Rev 17 15 Aug 09

A320/321 CAT II/III CHECK LIST 1. Review the weather condition. CAT CAT II

CAT III A

CAT III B

POSITION

RVR

TDZ

300 M

MID POINT

200 M

STOP END

ADVISORY

TDZ

200 M

MID POINT

200 M

STOP END

ADVISORY or 200 M if MID POINT not available

TDZ

75 M or State minimum if it is higher

MID POINT

ADVISORY

STOP END

ADVISORY

2. Ground facilities: - Review NOTAM for any inoperative ground components - Determine if Inner/Outer Marker (if installed) to preset on ACP. - Lighting condition on landing runway: HIALS, THRESHOLD, HIRLS, CL, TDZ (check FOM 8.1.3 P13). - Autoland limitation: • Wind limitation: o Maximum headwind component, including gusts: 30 Kt o Maximum tailwind component, including gusts: 10 Kt o Maximum crosswind component, including gusts: 20 Kt • Glide slope angle is within – 2.5º and – 3.15º • Airport elevation is below 5750 Ft (A321) or 2500 Ft (A320) • Actual landing weight is at or below MLW - Confirmation of LVO procedure in force or requested. 3. Aircraft status: - QRH 5.04 - Autoland warning light test 4. Use of Auto brake. 5. Seat position 6. Use of exterior lights (takeoff /taxi /landing /strobe lights OFF in approach) 7. Crew qualification and recency. 8. Approach briefing: - Normal approach briefing - CAT I, II, III reversion - Review failures and associate actions below 1000 Ft AGL - Review visual reference at DH 9. Review Task sharing and Standard callouts. Refer to Chapter 13.1.16 13.1.17, 13.1.18–CAT II/III ILS Approach- Task Sharing.

A320/321 STANDARD OPERATING PROCEDURES

2.7.5 2.7.5.1

NORMAL PROCEDURES

2.7/P 11

APPROACH AND LANDING

Rev 17 15 Aug 09

Non Precision Approach Straight-in Non Precision Approach The aircraft should be configured for the non-precision approach in accordance with the Normal Procedures detailed in FCOM 3.03.19 For straight-in approach, pilot must use FPV as the flying reference. The FPV must be selected during Initial approach. For non-precision approach other than RNAV approach, PF must have his ND in ROSE VOR or ROSE ILS mode with raw data. The PNF may have his ND in ARC or ROSE NAV mode in case of: - High navigation accuracy or - Low navigation accuracy with satisfactory navigation accuracy check using raw data. The PNF must primarily monitor flight instruments throughout the approach and provide the appropriate standard calls. The PF must primarily monitor flight instruments until the “1,000 feet” call. After this call the PF should expand instrument scan to include outside visual cues. The PF should call “Visual” any time visual reference is established above the minimum. At the “Minimum” call, the PF should assess outside conditions and declare either “Continue” or “Go-around. Flaps” as the case may be. The “Continue” call at the minimum by the PF must be based upon the observation of the approach lights, runway lights, runway or touchdown zone lights and that the approach can be continued in visual conditions on the normal approach profile to a safe landing. After the “Continue” call, by the PF the PNF MUST maintain concentration on the flight instruments in order to monitor the flight parameters for the remainder of the approach. If the PF calls “Go-around. Flaps” at the minimum, or if visual contact is lost after the minimum, an immediate go-around in accordance with the Normal Procedures detailed in the A320/321 Flight Crew Operating Manual must be conducted.

A320/321 STANDARD OPERATING PROCEDURES

2.7.5.2

NORMAL PROCEDURES

2.7/P 12

APPROACH AND LANDING

Rev 17 15 Aug 09

Circling Approach The aircraft should be configured for the circling approach in accordance with the procedures detailed in F C O M 3 . 0 3 . 1 9 During a circling approach the PNF must primarily monitor the flight instruments and alert the PF to any out of tolerance maneuvering.

2.7.6

Stabilized Final Approach All flights must be stabilized by 1000 ft above airport elevation in instrument meteorological condition (IMC) and 500 ft above airport elevation in visual meteorological condition (VMC).An approach is stabilized when all of the following criteria are met (a) path;

The aircraft is on the correct flight

(b)

Only small changes of heading/pitch maintain the correct flight path;

(c)

The aircraft speed is not more than Vapp + 10 Kt IAS and not less than Vapp – 5 Kt;

are

required

to

(d) The aircraft is in the correct landing configuration; (e)

Rate of descent is no greater than 1,000 feet per minute (if an approach requires a rate of descent greater than 1000 feet per minute a special briefing should be conducted);

(f)

Power setting is appropriate for the aircraft

configuration; (g)

All briefings and checklists have been completed.

Note: An approach that becomes unstabilized below 1000 feet above airport elevation in IMC or below 500 feet above airport elevation in VMC requires an immediate go-around. The above criteria should be maintained through the rest of the approach for it to be considered a stabilized approach. If the above criteria cannot be established and maintained at and below 500 FT above airport elevation an immediate go-around should be initiated. At 400 FT above airport elevation for all visual approaches the aircraft should be positioned so that the flight deck is within, and tracking so as to remain within, the lateral confines of the runway’s extended centre-line As the aircraft crosses the threshold it should be: (a)

Stabilized on target airspeed to within 10 Kt until arresting descent rate at flare;

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 13

APPROACH AND LANDING

Rev 17 15 Aug 09

(b) On a stabilized flight path using normal maneuvering; (c) Positioned to make a normal landing in the touch down zone. If the above criteria cannot be maintained a go-around should be initiated. 2.7.7

Mandatory Missed Approach (Refer to FOM 8.3.1.6) On all instrument approaches execute an immediate missed approach if any of the following occurs: (a)

(b) (c) (d) (e) (f) 2.7.8

A navigation radio aid or flight instrument failure occurs that affects the ability to safely complete the approach in instrument conditions; When on ILS final approach in IMC and either the localizer and/or glideslope indicator show full deflection; When the navigation instruments show significant disagreement and visual contact with the runway has not been established; On a radar approach radio communication is lost; On reaching the published operating minimum the required visual contact is not established. If the required visual reference is lost after the minimum

Approach Monitoring Refer to FOM 8.3.1.7 and FCOM 3.03.90

2.7.9

Landing Techniques Refer to FCOM 3.03.22.

2.7.10

Crosswind Landing Refer to FCOM 3.04.27.

2.7.11

Heavy Landing A heavy landing whether above or below the structural landing weight limit must be reported in the Technical Log with all relevant information such as actual weight, sink rate, touch down forces etc.

2.7.12

Overweight Landing Refer to FCOM 3.02.80 and QRH 2.25 In the event that it is necessary to land an aircraft above its structural landing weight limit consideration should be given to factors such as runway length and ambient conditions to enhance the prospect of a smooth touch down.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.7/P 14

APPROACH AND LANDING

Rev 17 15 Aug 09

There must be an entry in the Technical Log with sufficient information on the smoothness of the touch down to assist ground engineering personnel in the selection of the correct category overweight landing inspection to be conducted. A low rate of descent and a smooth touch down can save time and inconvenience for ground engineering personnel in the subsequent inspection. The Runway Analysis Manual includes tabular data for the landing distance required for landings above the maximum landing weight under various pressure altitude and temperature conditions.

A320/321 STANDARD OPERATING PROCEDURES

2.8

NORMAL PROCEDURES

2.8/P 1

GO-AROUND

Rev 16 20 Dec 08

GO-AROUND Refer to FCOM 3.03.23 In case of missed approach, crew must follow the published missed approach procedure dedicated to the cleared instrument approach procedure or alternative procedure which has been cleared by ATC. Subject to published exceptions such as Noise Abatement Procedure, 1000 FT (AGL) shall be used as the standard thrust reduction and acceleration altitude.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.8/P 2

GO-AROUND

Rev 16 20 Dec 08

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

2.9

NORMAL PROCEDURES

2.9/P 1

TAKEOFF

Rev 16 20 Dec 08

AFTER LANDING Refer to FCOM 3.03.24

2.9.1

Autobrake Autobrake should be used for all landings when available. On short or contaminated runways, use MED mode. On long runway, LO mode is recommended. In case of very long runway or low weight, if the flight crew anticipates that braking will not be needed, autobrake can be disconnected at early stage of the landing roll.

2.9.2

Reverse Normally IDLE reverse should be use for landing. However, MAX reverse could be used in any case when flight crew considers it necessary for the safety of flight.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.9/P 2

TAKEOFF

Rev 16 20 Dec 08

Refer to FCOM 3.03.23 In case of missed approach, crew must follow the published missed approach procedure dedicated to the cleared instrument approach procedure or alternative procedure which has been cleared by ATC. Subject to published exceptions such as Noise Abatement Procedure, 1000 FT (AGL) shall be used as the standard thrust reduction and acceleration altitude.

A320/321 STANDARD OPERATING PROCEDURES

2.10

NORMAL PROCEDURES

2.10/P 1

TAXI IN

Rev 16 20 Dec 08

TAXI IN Taxi must be conducted by the pilot on the left hand seat or qualified TRI/TRE on the right hand seat. The other pilot will advise taxi route by airport diagram. In case of Captain incapacity, the First Officer requests to tow the aircraft to parking bay Outside vigilance during taxi must be maintained. One engine taxi in procedure should be applied whenever possible. Except when operational requirement dictates, engine should only be shut down at taxi speed, when taxiing on straight line and after a cooling period of at least 3 minutes. This 3-minute cooling period includes the engine operating time at reverse idle or ground idle thrust. Refer to FCOM 3.04.90 for more information. In addition, APU availability is not mandatory for one engine taxi in. Consequently it is not necessary to start APU before shutting down one engine for taxi in. On contaminated taxiway, one engine taxi procedure is not applicable In case of an aircraft system failure or malfunction, this is captain respossibility whether or not to apply one engine taxi procedure. As a guideline, this procedure is not applicable in case of malfunction : o Engine o Braking system o Hydraulic system o Nose wheel steering o Electric system Depending on taxi route feature, at some airports one engine taxi in procedure may not be applicable. This information will be stated in A320/321 Route Manual.

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.10/P 2

TAXI IN

Rev 16 20 Dec 08

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

2.11

NORMAL PROCEDURES

2.11/P 1

PARKING

Rev 16 20 Dec 08

PARKING Refer

to

FCOM

3.03.25

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.11/P 2

PARKING

Rev 16 20 Dec 08

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

2.12

NORMAL PROCEDURES

2.12/P 1

SECURING THE AIRCRAFT

Rev 16 20 Dec 08

SECURING THE AIRCRAFT Refer to FCOM 3.03.26

A320/321 STANDARD OPERATING PROCEDURES

NORMAL PROCEDURES

2.12/P 2

SECURING THE AIRCRAFT

Rev 16 20 Dec 08

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

SECTION 3 ABNORMAL PROCEDURES

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

ABNORMAL PROCEDURES

TOC/P1

TABLE OF CONTENTS

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

3.1

ABNORMAL PROCEDURES

3.1/P1

3.1.1

Introduction

3.1/P1

3.1.2

Acceleration Height

3.1/P1

3.1.3

Engine Shutdown Procedure

3.1/P1

3.1.4

Flight Path Monitoring During Non-Normal Procedures

3.1/P1

3.1.5

Flight with an Engine Inoperative

3.1/P1

3.1.6

Emergency Airports

3.1/P3

3.1.7

Depressurisation

3.1/P3

3.1.8

Cabin Fire Procedures

3.1/P4

3.1.9

Interception Procedures

3.1/P4

3.1.10

Ground Proximity Warning System (GPWS) or Enhanced Ground Proximity Warning System (EGPWS) – As Installed

3.1/P5

3.1.11

TCAS

3.1/P6

3.1.12

Minimum Fuel Declaration

3.1/P6

A320/321 STANDARD OPERATING PROCEDURES

ABNORMAL PROCEDURES

TOC/P2

TABLE OF CONTENTS

Rev 11 19 Dec 06

INTENTIONAL BLANK PAGE

ABNORMAL PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

3.1

ABNORMAL PROCEDURES

3.1.1

Introduction

3.1/P1 Rev 11 19 Dec 06

Refer A320/321 Flight Crew Operating Manual, Section 3.02.00, Introduction, for ECAM and QRH procedures. Pilots must be sufficiently familiar with the QRH to ensure that they can, if necessary, expeditiously and accurately locate any required non-normal procedure. Selection of transponder codes for emergency situations (7700) and the making of emergency radio calls to ATC is a normal crew function and should be actioned by crew members in appropriate circumstances. In the conduct of abnormal/emergency procedures the following actions must be cross-checked by a dual response prior to actuation:

3.1.2

(a)

Thrust lever reduction of a failed engine;

(b)

Engine master switch;

(c)

Fire push button switch;

(d)

IDG disconnect switch.

(e)

ADIRS selectors switch

Acceleration Height A standard acceleration height (AGL) of 1,500 FT should be used or such height as published in the pre-computed takeoff charts whichever is the higher, in the event of an engine failure on takeoff.

3.1.3

Engine Shutdown Procedure Refer to FCOM VOL3 – 3.02.70 and task sharing on QRH 0.00

3.1.4

Flight Path Monitoring During Non-Normal Procedures Refer to FCOM 3.02.01 P24

3.1.5

Flight with an Engine Inoperative Following an engine shutdown in flight it is the Commander's responsibility to decide whether: (a)

The flight should be continued to destination;

(b)

The flight should return to the departure airport; or

(c)

A landing should be made at the nearest suitable airport.

Factors that need to be considered for flight with an inoperative engine include the following:

ABNORMAL PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

3.1/P2 Rev 11 19 Dec 06

(a)

Nature of the malfunction which preceded the engine shutdown and any further mechanical difficulties which may arise from the shutdown;

(b)

Availability of the inoperative engine for use;

(c)

Altitude, aircraft weight and useable fuel at the time of engine shutdown;

(d)

Distance to be flown;

(e)

Relative characteristics of suitable airports available for landing;

(f)

Weather conditions en route and at suitable airports available for landing;

(g)

Air traffic congestion;

(h)

Type of terrain; and

(i)

Familiarity of pilot with airport to be used.

It is expected that the Commander will, at all times, operate the aircraft with full regard to safety. No undue emphasis should be placed on the continuation of a flight to the destination unless the Commander is satisfied that this is a desirable and safe course of action. Following an engine shutdown a two engine aircraft should normally proceed to the nearest suitable airport, although there is no objection to the aircraft proceeding to the destination provided the increased flying time is not significant. When runway approach slope guidance is not available the aircraft should carry out a normal circuit unless circumstances or terrain make this unadvisable.

ABNORMAL PROCEDURES

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

3.1.6

3.1/P3

Emergency Airports . Pilots must maintain an adequate knowledge of airports, suitable for an emergency landing, which are on, or adjacent to, the aircraft's flight path. An emergency airport is an airport with an available runway length sufficient to meet the applicable aircraft's performance requirements (scheduled landing distance) and where it is expected that a safe landing can be made. An emergency airport may be selected from Jeppesen Airway Manual or the Vietnam domestic airport airway manual if it is necessary for a emergency or forced landing to be carried out for safety and/or the preservation of life.

3.1.7

Depressurisation

3.1.7.1

General In the event of a depressurisation the requirement for the donning of oxygen masks is immediate. The following table of Times of Useful Consciousness are representative of a person in normal health in a seating position. ALTITUDE (FT)

TIME

22,000

5 minutes

25,000

2 minutes

28,000

1 minute

30,000

45 seconds

35,000

30 seconds

40,000

18 seconds

The above times can be reduced by approximately 50% with moderate activity and by approximately 33% in a rapid depressurization. If oxygen is applied expeditiously the debilitating effects of oxygen deprivation are removed within 20 seconds. 3.1.7.2

Emergency Descent Procedures If an emergency descent is required the procedures as detailed in the Flight Crew Operating Manual should be followed. Following completion of the applicable non-normal procedure(s), the First Officer should select transponder code 7700 and advise ATC through the use of a PAN call. The Commander should make the following PA announcement: “COCKPIT SPEAKING, CABIN CREW SEATED AND FASTENED” Flight deck crews must be aware of the height of the terrain in the vicinity of the descent and must limit the descent to the MSA (or grid MORA) for the sector or 10,000 FT whichever is the higher.

ABNORMAL PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

3.1/P4 Rev 11 19 Dec 06

When the aircraft attains the required level off altitude, the Commander should make a PA announcement indicating that the use of oxygen masks is no longer required. Based upon this PA announcement the Purser shall enter the flight deck to report on the condition of passengers and cabin crew. The flight deck crew should assess the situation with respect to:

3.1.8

(a)

The state of any structural damage (if required);

(b)

Distance to and weather conditions at suitable diversion airport(s);

(c)

Any intervening terrain between the aircraft’s position and suitable diversion airport(s); and

(d)

Diversion fuel requirements.

Cabin Fire Procedures In the case of a fire in the cabin, a cabin crew member will contact the flight deck either personally or via the interphone providing the following information: (a)

What is actually on fire and its location;

(b)

If the fire is in the galley area, request that galley power be removed;

(c)

The amount and the color of the smoke and the effect it is having on the passengers; and

(d)

The ferocity of the fire and whether it can be contained.

The Purser should keep the Commander updated as to the progress in containing the fire and if at any time the situation appears out of control an immediate face to face report will be made. In this case a landing at the nearest adequate airport should be considered. 3.1.9

Interception Procedures ICAO standard procedures are to be followed in the event of in-flight interception. These procedures, including the State variations are detailed in the Jeppesen Airway Manual together with an appropriate NOTAM for any variations from standard procedures. In the event of an in-flight interception proceed as follows; (a)

Do not perform any maneuver that may be construed as hostile. Maintain straight and level flight;

(b)

Select transponder to 7700 and where possible notify the appropriate ATC centre;

ABNORMAL PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

3.1/P5 Rev 11 19 Dec 06

(c)

Attempt to establish communication with the interceptor or with the appropriate intercept control unit by making a general call on 121.5 MHZ giving the identity and position of the aircraft and the nature of the flight; and

(d)

Follow instructions from intercepting aircraft responding as appropriate to instructions.

If any instructions received by radio from any source conflict with those given by the intercepting aircraft request immediate clarification whilst complying with the instructions given by the intercepting aircraft. 3.1.10

Ground Proximity Warning System (GPWS) or Enhanced Ground Proximity Warning System (EGPWS) – As Installed (FOM 8.3.5-FCOM vol 3- 3.02.34 -3.04.34 and QRH 1.14)

3.1.0.1

General It is the responsibility of the flight crew to maintain horizontal and vertical situational awareness at all times. The Ground Proximity Warning System (GPWS/EGPWS) is designed to alert pilots that the aircraft position in relation to the terrain is abnormal and, if not corrected, could result in a controlled flight into terrain (CFIT).

3.1.10.2

Procedure Procedures associated with GPWS/EGPWS activation are described in the applicable FCOM/OM – Emergency/Non-Normal Section and the QRH and can be summarised as follows: (a) Ideally, preventative actions must be taken before a GPWS/EGPWS warning; (b) The response by the pilot flying must be immediate with an aggressive pull-up manoeuvre utilising the maximum performance of the aircraft; (c) The pilot not flying must monitor and call the radio altitude and its trend throughout the terrain avoidance manoeuvre; (d) The pull-up manoeuvre must be continued at maximum climb performance of the aircraft until the warning has ceased, as indicted by a steadily increasing radio altimeter reading. The GPWS/EGPWS may not be deactivated (by pulling the circuit breaker or use of the relevant switch) except when specified by approved procedures. Any GPWS/EGPWS activation must be subject to a incident report forwarded to the Flight Operations Department. Where an activation indicates a possible technical malfunction of the system an appropriate entry should be made in the Technical Log.

ABNORMAL PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

3.1.11

TCAS (FOM 8.3.6.1)(FCOM vol 3 – 3.02.34 – 3.04.34 QRH 1.15)

3.1.11.1

General

3.1/P6 Rev 11 19 Dec 06

All company aircraft must be equipped with TCAS II version 7.0( ACAS II) The Traffic and Collision Avoidance System is described in the applicable FCOM/OM Systems Volume. Procedures associated with TCAS activation are described in the applicable FCOM, QRH – Emergency/abnormal Section and the QRH. 3.1.11.2

Conflicting Information between Air Traffic Control Instructions and a TCAS Alert As Air Traffic Control may not know when the TCAS system issues RA’s it is possible for ATC to unknowingly issue instructions that are contrary to the TCAS RA indications. Safe vertical separation may be lost during TCAS coordination when one aircraft manoeuvres in the opposite vertical direction to that indicated by TCAS and the other aircraft manoeuvres as indicated by TCAS. DURING A TCAS RA DO NOT MANOEUVRE CONTRARY TO THE RA INDICATIONS BASED SOLEY ON ATC INSTRUCTIONS.

3.1.12

Minimum Fuel Declaration When a minimum fuel quantity of 1200 kgs for A320 and 1300 kgs for A321 ( which is the equivalent of a minimum of 30 minutes ) is expected upon crossing the threshold of the nearest suitable airport , the comander must declare an emergency using the appropriate terminology and file a report after landing.

A320/321 STANDARD OPERATING PROCEDURES

SECTION 4 PERFORMANCE

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

PERFORMANCE A320/321 STANDARD OPERATING PROCEDURES

4.1

4.1/P1 Rev 16 20 Dec 08

PERFORMANCE Refer FCOM 2.02 –Takeoff, for information on RTOW charts, MTOW calculation, flexible takeoff, and takeoff performance corrections.

PERFORMANCE

4.1/P2 Rev 16 20 Dec 08

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

SECTION 5 FLIGHT PLANNING

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

FLIGHT PLANNING

TOC/P1

TABLE OF CONTENTS

Rev 17 15 Aug 09

5.1

FLIGHT PLANNING

5.1/P1

5.1.1

Flight Release

5.1/P1

5.1.1.1

Sample Flight Release

5.1/P1

5.1.1.2

De-Code of Flight Release

5.1/P2

5.1.2

Computer Flight Plan

5.1/P3

5.1.2.1

Sample Computer Flight Plan

5.1/P3

5.1.2.2

Decode of Computer Flight Plan

5.1/P6

5.1.3

Reclearance Flight Plan

5.1/P11

5.1.4

Fuel Calculations

5.1/P13

5.1.5

FMC Cost Index

5.1/P13

A320/321 STANDARD OPERATING PROCEDURES

FLIGHT PLANNING

TOC/P2

TABLE OF CONTENTS

Rev 17 15 Aug 09

INTENTIONAL BLANK PAGE

5.1/P 1

FLIGHT PLANNING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

5.1

FLIGHT PLANNING

5.1.1

Flight Release

5.1.1.1 1 2 3 3.1

Sample Flight Release VIETNAM AIRLINES FLIGHT RELEASE HVN231 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PLEASE USE CFP NUMBER 7327 VVNB TO VVTS IFR COMPUTED 0915Z 22/09/09

3.2

GENERAL INFO FLT NBR A/C REG HVN231 VNA351 TRIP TIME 1.39

4 4.1 4.2 4.3

WEIGH AND FUEL-ALL IN KGS TOTAL PAX 150 EST PLD 22363 EZFW 73800 TRIP FUEL 5350 BLOCK FUEL 8821 FINAL FUEL ORDER. . . . . REASON - ZFW CHG/DEST WX/ALTN/ATC/LOW FL/MEL/OTHER. . . . . . . ./

5 5.1 5.2 5.3 5.4

DOCUMENT -COMPUTERIZED FLIGHT PLAN ... COPIES -ATC FLIGHT PLAN OF HVN231 YES / NO -NOTAM YES / NO -WX YES / NO -. . . . . . . . . . . . . . . . .

6

CREW INFORMATION

6.1 6.2 6.3

DATE 10OCT

DEP/ARR STD / STA ETD HAN/SGN 0800/0945 Z 0800Z ETOPS FLIGHT YES / NO

. . . .

. . . .

. . . .

DEST ALTN PNH/ DAD

. . . .

. . . .

. . . .

. . . .

. . . .

./ ./ ./ ./

-ACTIVE CREW: PF . . . . . . . . . . PNF . . . . . . . . . . . -RELIEF CREW: CAPT . . . . . . . . . . F/O . . . . . . . . . . . -PURSER: . . . . . . . . . . . SECTION LEADER: . . . . . . . . . .

7 7.1 7.2

REMARKS -DGR/SPECIAL: -MEL/CDL: NONE

8

TIME ACCEPT (HH:MM): . . . . . . . . . . . . . . I HEREBY RELEASE THIS FLIGHT IN FULL COMPLIANCE WITH CIVIL AVIATION LAW AND/OR COMPANY OPERATION MANUAL - DISPATCHER: HOANG DUC CONG I HEREBY PREPARE AND ARRANGE THIS FLIGHT RELEASE ACCORDING TO THE INSTRUCTION AND DATA PROVIDED BY VIETNAM AIRLINES - AGENT: . . . . . . . . . . . SIGN:. . . . . . . . . . . I HEREBY ACCEPT THIS FLIGHT RELEASE WITH FULL ACKNOWLEDGEMENT. - PILOT IN COMMAND: NGUYEN DUC CHUONG SIGN:. . . . . . . . . . .

9 10 11

YES/NO

. . . . . . . . . . . . . . . . . . . . .

12

POST FLIGHT: ETOPS SUCCESSFUL - YES/NO *IF NO, WRITE DOWN REASON ON BACK SIDE OF THIS PAGE

13

END OF FLIGHT RELEASE HVN231/VERSION OCC-CFP-001

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

5.1.1.2 1 2

3 3.1

3.2 4 4.1 4.2 4.3

5 5.1 5.2 5.3 5.4 6 6.1 6.2 6.3 7

5.1/P 2 Rev 17 15 Aug 09

Decode of Flight Release VIETNAM AIRLINES FLIGHT RELEASE: HVN231 PLEASE USE CFP NUMBER 7327 VVNB VVTS IFR COMPUTED 0915Z 22/09/09 GENERAL INFO FLT NBR HVN231 A/C REG VN-A351 DATE 10OCT DEP / ARR HAN / SGN STD / STA 0800/0945Z ETD 0800Z DEST ALTN PNH/ TRIP TIME: 1.39 ETOPS FLIGHT YES / NO WEIGH AND FUEL-ALL IN KGS TOTAL PAX: 150 EST PLD: 22363 EZFW 73800 TRIP FUEL 5350 BLOCK FUEL 8821 FINAL FUEL ORDER. . . REASON – ZFW CHG/ – DEST WX/ – ALTN/ – ATC/ – LOW FL/ – MEL/ – OTHER. . . . . . . DOCUMENT -COMPUTERIZED FLIGHT PLAN ....COPIES . . . . . . . . ./ -ATC FLIGHT PLAN OF HVN YES / NO . . . . . . . . ./ -NOTAM YES / NO . . . . . . . . ./ -WX YES / NO . . . . . . . . ./ CREW INFORMATION -ACTIVE CREW: PF . . . . . . . . . . PNF . . . . . . . . . . . -RELIEF CREW: CAPT . . . . . . . . . . F/O . . . . . . . . . . . -PURSER: . . . . . . . . . . . SECTION LEADER: . . . . . . . . . REMARKS

Header of Flight Release Computerized Flight plan with reference number. Departure airport (ICAO). Arrival airport (ICAO). Instrument Flight Rules. Time flight plan was computed. Flight Number Aircraft registration Date of flight Departure and Arrival Airport Schedule Time of Departure and Schedule Time of Arrival (UTC) Estimate Time of Departure (UTC) Destination Alternate Airport Trip time Circle to YES or NO Estimate Passenger Number Estimate Payload Estimate Zero Fuel Weight Trip Fuel Calculated Block Fuel Calculated Fuel order by PIC Circle to reason when FINAL FUEL ORDER higher then BLOCK FUEL Zero Fuel Weight Change Destination Weather Alternate Air Traffic Control Low Flight Level Minimum Equipment List Other reason Document related to Flight Release Number of copy Circle to YES or NO Circle to YES or NO Circle to YES or NO Crew’s name fill up by PIC

Purser’s Name Section Leader’s Name

5.1/P 3

FLIGHT PLANNING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

7.1

-DGR/SPECIAL: YES/NO . . . . . . . . . . . . . -MEL/CDL: PRINTER NOT WORK . . . . . . . . . . . . . . . . . . . .

7.2 8 9 10

TIME ACCEPT (HH:MM): . . . . . . - DISPATCHER: HOANG DUC CONG - AGENT: . . . . . . . . . . . SIGN:. . . . . . . . . . . - PILOT IN COMMAND: NGUYEN DUC CHUONG SIGN:. . . . . . . . . . . POST FLIGHT: ETOPS SUCCESSFUL YES/NO END OF FLIGHT RELEASE HVN781/ VERSION OCC-CFP-001

11 12 13

5.1.2

Computer Flight Plan

5.1.2.1

Sample Computer Flight Plan

1

Dangerous Goods Information Minimum Equipment List/ Configuration Deviation List Information Time pilot sign flight release Name of Dispacher Representative or Agency, name and sign PIC, name and signature Circle to YES or NO if ETOPS flight Footer of Flight Release Version of CFP

2 3

VIETNAM AIRLINES C.F.P NUMBER 7327 FOR FLIGHT HVN231 - NON ETOPS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PLAN 7327 VVNB TO VVTS A321 M78/F IFR 22/09/09 NONSTOP COMPUTED 0915Z FOR ETD 0800Z PROGS 2200ADF VNA351 KGS

4 5 6

ATTN CAPT NGUYEN DUC CHUONG FLT HVN231 VVNB/HAN 1500L/0800Z/. . . . BLOFF . . . . STD / STA VVTS/SGN 1639L/0939Z/. . . . BLON . . . . 0800/0945Z

7 8

GCD 0623 G/D 0693 A/D 0692 W/C P000 TEMP M33 TDV/P15 MAXS 4/PK SPEED SKD CLB-300/.78 CRZ-M78 DSC-.78/300

9 10 11 12 13 14 15 16 17

TRIP CONT 5PCT 1ST ALT/VDPP FINAL RES EXTRA TAKE OFF TAXI BLOCK

E.FUEL 5350 268 1517 1487 0 8622 200 8822

C.FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E.TIME 1.39 0.05 0.27 0.30 0.00 2.41

FUEL BURN ADJUSTMENT FOR 1000 KGS INCR/DECR IN TOW +/49 KGS

FUEL REQT . . . . /ACTUAL . . . REMAIN . . . - - - - - - - - - - - - - - STRUC. REASONS FOR OP.LIMIT

2.41

24

- - - - - - - - - - - - - - - - - E.WT CORR. OP.LIMIT DOW 051437 ... .. EPLD 022363 ... .. EZFW 073800 ... .. MZFW ... .. 073800 ETOW 082422 ... .. MTOW ... .. 093000 ELAW 077072 ... .. MLAW ... .. 077800 - - - - - - - - - - - - - - - - - - - - - - FUEL CONSUMPTION - P 2.0 PCT/HR/ENG

25 26

COMPANY ROUTE R01 FL320 VVNB VIT1A VITRA..NAH W1 AC..VVTS

18 19 20 21 22 23

/ / / -

. . . -

. . . -

. . . -

. . . -

. . . -

. . . -

. . . -

. . . -

. . . -

5.1/P 4

FLIGHT PLANNING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

27 28 29 30 31A 32A 31B 32B 33 34 35 36 37 38 39

40 41 42 43 44

HVN231 FROM SID . . . . FL . . . . - - - - - CAPT NGUYEN

VVNB TO VVTS . . TRANS POINT . . . . . . SQUAWK . . . . . . - - - - - - - - - - - DUC CHUONG F/O NGUYEN

. INITIAL ALT . . . DEPT FREQ . . . - - - - - - - - VAN A DISP HOANG

T/O ALTERNATE MSA TTK GDIST ADIST FL ALTN - 1 VVCI/HPH 076 114 89 92 130 - - - - - - - - - - - - - - - - - - - - - - - - DEST ALTERNATE MSA TTK GDIST ADIST FL ALTN - 1 VDPP/PNH 073 292 138 143 180 ROUTE -N0396F180 SAP1C SAPEN R468 LRC LRC

FL320 FL260

005367 005608

. . . . - DUC

W/C M005 - - W/C M007

. . . . . . . . - - - - CONG

TIME 00.19 - - TIME 00.27

FUEL 1133 - FUEL 1517

01/39 01/42

DIST ETP1 VVNB/VVDN 0169/0169 N18372E106588 ETP2 VVDN/VVTS 0162/0170 N13204E108012

W/C CFR M002/P002 0

FOB XFR 006260 00000

M009/P003

004067

0

TIME TO ETP / ALT 00.27/00.27

00000 01.09/00.26

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VVNB ELEV 00040FT N21133E105483 NOIBAI INTL REMAINING AWY FIX OAT FL TAS GS MCSE ZDIST ZTIME ETA ECBO TIME EFOB FREQ MSA WIND ITCS RDIST CTIME ATA ACBO AFOB LAT - LONG POSN FULL NAME - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VIT1A VITRA P02 15 383 382 170 0045 00/09 .... 001.0 01/30 007.6 082 086/008 169 0648 00/09 .... ..... ..... N20350E106046 VITRA - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - NAH M02 17 397 396 170 0012 00/02 .... 001.2 01/28 007.4 115.5 024 084/010 169 0636 00/11 .... ..... ..... N20232E106071 NAMHA (HANOI) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 MAREL M23 27 467 468 156 0077 00/12 .... 002.1 01/16 006.6 024 060/010 155 0559 00/23 .... ..... ..... N19137E106416 MAREL - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 TOC M33 32 471 473 157 0030 00/03 .... 002.3 01/13 006.3 038 054/009 156 0529 00/26 .... ..... ..... N18462E106546 TOC - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 ETP1 M33 32 471 473 157 0010 00/01 .... 002.4 01/12 006.3 038 054/009 156 0519 00/27 .... ..... ..... N18372E106588 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 HATIN M33 32 471 473 157 0010 00/01 .... 002.4 01/11 006.2 038 054/009 156 0509 00/28 .... ..... ..... N18280E107029 HATIN - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 XONUS M33 32 471 473 157 0026 00/03 .... 002.6 01/08 006.0 010 057/011 156 0483 00/31 .... ..... ..... N18042E107140 XONUS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

W1 - W1 - W1 - W1 - W1 - W1 - W1 - .. - VVTS

VVTS/0039

45 46

ALTERNATE DATA -N0396F180 SAP1C SAPEN R468

47

CPT D249D SAPEN POPET VDPP

48

49 50 51 52 53

54 55

Rev 17 15 Aug 09

M33 32 471 472 157 0062 00/08 .... 003.0 01/00 005.6 017 060/013 156 0421 00/39 .... ..... ..... N17078E107407 HAMIN - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - DAN M33 32 471 468 156 0071 00/09 .... 003.5 00/51 005.1 114.4 091 076/016 155 0350 00/48 .... ..... ..... N16032E108119 DA NANG - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PK M33 32 471 469 186 0123 00/16 .... 004.3 00/35 004.3 282.0 103 100/019 185 0227 01/04 .... ..... ..... N14004E108005 PLEIKU - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ETP2 M33 32 471 470 179 0040 00/05 .... 004.6 00/30 004.1 104 090/018 179 0187 01/09 .... ..... ..... N13204E108012 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - BU M33 32 471 470 179 0040 00/05 .... 004.8 00/25 003.8 386.0 104 090/018 179 0147 01/14 .... ..... ..... N12402E108025 BUONMATHUOT - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOD M34 32 470 478 207 0049 00/06 .... 005.1 00/19 003.5 104 088/017 206 0098 01/20 .... ..... ..... N11558E107408 TOD - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - AC P12 08 291 291 207 0066 00/11 .... 005.3 00/08 003.4 320.0 104 300/014 206 0032 01/31 .... ..... ..... N10563E107113 ANLOC - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VVTS P18 00 470 478 257 0032 00/08 .... 005.4 00/00 003.3 .../... 0000 01/39 .... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ELEV 00033FT N10492E106397 TANSONNHAT

FIRS

HAMIN

5.1/P 5

LAT N10474 N11012 N11060 N11330

LONG E106348 E106108 E105570 E104504

MCS 251 300 290 293

DIST 0005 0028 0015 0090

(FPL-HVN231-IS -A321/M-SDHIRWZY/S -VVNB0800 -N0471F320 VIT1A VITRA DCT NAH W1 AC DCT -VVTS0139 VDPP -EET/VVTS0039 REG/VN-A351 SEL/BDFQ NAV/RNAV5 RNP10 RMK/TCAS EQUIPPED -E/0241 P/TBN R/UV S/MJ J/L D/5 220 C ORANGE A/WHITE/PURPLE

5.1/P 6

FLIGHT PLANNING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

C/NGUYEN DUC CHUONG) 56 57

WINDS/TEMPERATURES ALOFT FORECAST FD DATA BASED ON 2200ADF VITRA NAH MAREL HATIN XONUS HAMIN DAN PK BU AC VVTS

12000 0707P07 0709P07 0610P07 0613P07 0613P07 0614P07 0513P07 0110P07 2912P06 2913P06 2914P06

18000 1009M03 0910M03 0812M03 0714M03 0715M03 0716M03 0815M03 0912M03 2110M04 2609M04 2610M04

24000 1507M14 1208M14 0910M14 0814M15 0717M15 0720M15 0816M15 1009M15 1307M15 1507M16 1608M16

58

INFORMATION FILL-UP BY PILOT

59

AIRPORT

INFO

TIME

30000 0007M28 0208M28 0510M28 0512M28 0614M28 0616M28 0817M28 1215M28 1014M29 1014M29 1015M29

RWY

34000 0205M39 0304M39 0504M38 0607M38 0608M38 0610M38 0716M38 0823M37 0822M38 0821M39 0820M39

WIND

36000 0406M44 0505M44 0805M44 0808M43 0710M43 0712M43 0717M43 0723M43 0825M43 0824M44 0823M44

VIS

38000 0607M49 0806M49 1005M49 0909M49 0911M48 0813M48 0817M48 0724M48 0828M49 0828M49 0826M49

CLOUD

41000 0707M56 0807M56 1107M56 1011M56 0913M56 0816M56 0820M56 0627M56 0732M57 0834M57 0732M57

QNH

VVNB VVDN VVTS VDPP 60

VERSION OCC-CFP-001

61 62

END OF JEPPESEN DATAPLAN REQUEST NO. 7327

5.1.2.2 1

2

3

Decode of Computer Flight Plan VIETNAM AIRLINES C.F.P NUMBER 7327 FOR FLIGHT HVN231 – NON ETOPS PLAN 7327 VVNB VVTS A321 M78/F IFR 22/09/09

Header

NONSTOP COMPUTED 0915Z FOR ETD 0800Z PROGS

Non-stop flight plan. Time flight plan was computed. Estimated Time of Departure. Bracknell winds prognostics.

Flight plan with reference number. Departure airport (ICAO). Arrival airport (ICAO). Data plan aircraft type. Primary cruise mode/fuel conservation. Instrument Flight Rules. Day/month/year flight plan computed

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

2200ADF

5.1/P 7 Rev 17 15 Aug 09

VNA351

time collection weather data, ADF – Aviation Digital Format A/C data base name (for dispatcher referrence)

KGS

Kilos (Flight plan in kilos).

4

ATTN CAPT

Send to responsible person

5

HVN231 VVNB/HAN 1500L/0800Z BLOFF STD/STA

6

VVTS/SGN 1639L/0939Z BLON

Call sign Departure airport (ICAO/IATA). Estimated Time of Departure – (Local/UTC) Block off time Schedule Time of Departure/Arrival (Local or UTC) Arrival airport (ICAO/IATA). Estimated Time of Arrive – Local/Zulu time Block on time

7

GCD 0623 G/D 0693 A/D 0692 W/C P000 TDV/P15 MAXS 4/PK

Great Circle Distance. Ground Distance. Air Distance. Average Wind Component. Average Temperature Deviation. Maximum wind shear at waypoint.

8

SPEED SKD CLB-300/.78/CRZ-M78 DSC-.78/300

Climb/Cruise Speed Cruise/Descend Speed

9

E.FUEL C.FUEL E.TIME

Estimated fuel burn values. Correct fuel burn values. Estimated time values.

10

TRIP 5350 1.39

Estimated trip fuel burn. Estimated time en-route.

11

CONT 5PCT 0268 0.05

Contingency reserve (0.05 x TRIP). Contingency reserve fuel value. Estimated time value of Contingency reserve fuel.

12

1ST ALT/VDPP

13

FINAL RES

Fuel and Time value to 1st Alternate Airport (ICAO code) Holding fuel and Time value

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

5.1/P 8 Rev 17 15 Aug 09

1487 0.30 FUEL BURN ADJUSTMENT FOR 1000 KGS INCR/DECR IN TOW +/EXTRA

Holding Fuel 30 minutes holding at alternate (1500 ft AGL)

15

TAKE OFF 8622 2.41

Take-off fuel and time values. Estimated take-off fuel. Estimated take-off total time.

16

TAXI 200

Taxi fuel Taxi fuel quantity

17

BLOCK 8822 2.41 FUEL REQT ACTUAL REMAIN

Ramp fuel and time values. Estimated ramp fuel. Estimated total time. Fuel request Actual fuel on board Fuel remain after flight

18

E.WT CORR OP.LIMIT STRUC REASONS FOR OP.LIMIT

Estimated weight Correct Operations limit Structure limit

14

Fuel burn for each 1000 kgs increase or decrease in take-off weight. Extra fuel and time values.

Reasons for operations limit

19 20 21 22 23

DOW EPLD EZFW MZFW ETOW MTOW ELAW MLAW

051437 022363 073800 073800 082422 093000 077072 077800

Dry operating weight Estimated payload Estimated Zero fuel weight Maximum Zero fuel weight Estimated Take-off weight Maximum Take-off weight Estimated Landing weight Maximum Landing weight

26

FUEL CONSUMPTION PCT/HR/ENG… COMPANY ROUTE R01 FL320 VVNB VIT1A VITRA…

27

HVN231 FROM VVNB TO VVTS

24 25

2.0

Primary cruise mode fuel degradation Name of company route in route database file Cruise Flight Level 32000 ft Route summary with airway and significant waypoint ATC Clearance information filling by pilot

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

5.1/P 9 Rev 17 15 Aug 09

28 29

SID . . . . . . TRANS POINT . . . . . INITIAL ALT . . . . . FL . . . . . . SQUAWK . . . . . . . DEPT FREQ . . . . .

30

CAPT………………….. FO……………………… DISP…………………… T/O ALTERNATE DEST ALTERNATE ALTN 1 VDPP/PNH MSA 073 TTK 292 GDIST 138 ADIST 143 FL 180 W/C M007 TIME 00.27 FUEL 1517 ROUTE N0396F180 SAP1C SAPEN R468

Name of captain Name of First officer Name of dispatcher Take-off Alternate Destination alternate. Primary alternate (up to 4 permitted) Alternate airport (ICAO/IATA) Minimum safe altitude (grid MORA data) True track to alternate Ground distance to alternate Air distance to alternate. Flight Level. Wind component. Estimated time en-route. Estimated fuel burn en-route. Route to Alternate airport

LRC FL320 01/39 LRC FL260 01/42 TIME TO DIST W/C CFR FOB XFR ETP / ALT ETP1 VVNB/VVDN 0169/0169 M002/P002

005367

Second flight level and relevant fuel, time values.

005608

Third flight level and relevant fuel, time values.

31A 31B

33

34 35 36 37

38

00000 006260 00000 00.27/00.27

Time to Equal Time Point and En-route Alternate Distance to en-route alternate from ETP. Wind component to en-route alternates. Critical fuel required. Fuel on board. Extra fuel required. Equal Time Point / En-route Alternate Equal time point 1. En-route alternate airports. Distance from ETP’s to en-route alternates. Average wind component from ETP’s to en-route alternates. Fuel required from ETP’s to en-route alternates. Fuel on board at ETP’s. Extra fuel required. Time to ETP 1 and time from ETP1 to En-route Alternate

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

5.1/P 10 Rev 17 15 Aug 09

39 40

N18372E106588 VVNB ELEV 00040FT N21133E105483 NOIBAI INTL REMAINING

Lat/long coordinates of ETP. VVTS elevation (departure elevation). Lat/Long coordinate of the airport Name of Departure Airport

41

AWY FIX OAT FL TAS GS MCSE ZDIST ZTIME ETA ECBO TIME EFOB

Airway identifier. Waypoint Outside air temperature Flight level. True airspeed. Ground speed. Magnetic course. Zone distance – Between check points Zone time Estimated Time of Arrival – fill in area. Estimate cumulative burn-off fuel Remaining time. Estimated fuel remaining on board

42

FREQ MSA WIND ITCS RDIST CTIME ATA ACBO AFOB LAT-LONG POSN FULL NAME Body of flight plan

Navaid frequency. Minimum Safe Altitude (grid MORA data). Wind direction and speed. Indicated true course Remaining distance Cumulative time Actual Time of Arrival – fill in area. Actual cumulative burn off fuel – fill in area. Actual fuel remaining on board – fill in area. Waypoint coordinate and Full name

ALTERNATE DATA -N0396F180 SAP1C SAPEN R468 CPT LAT LONG MCS DIST SAPEN

All information about 1st alternate airport Speed, Flight level and route of flight to Alternate airport

43 44 45 46 47 48

ATC flight plan FPL-HVN231-IS 49 A321/M-SDHIRWZY/S 50

Includes all relevant data.

Checkpoint, Latitude/Longitude, Magnetic course, Distance Name of check point

Flight Plan – Call Sign – IFR Scheduled. Type of aircraft/wake turbulence category – Equipment and transponder code.

5.1/P 11

FLIGHT PLANNING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

51 52

53

54

55 56 57 58 59

60 61

62

VVNB0800 N0471F320 VIT1A VITRA DCT NAH W1 AC DCT

Departure airport and ETD. Speed , Flight Level and route of flight.

VVTS0139

Arrival airport, trip time and alternate airport.

VDPP

EET/VVTS0039

Estimated Elapsed Time to FIR boundaries.

REG/VN-A351 SEL/ E/0241 P/TBN R/UV S/MJ J/L D/5 220 C ORANGE

Aircraft registration and SELCAL code. Endurance – time. Persons on Board. Radio. Survival equipment. Life jackets. Dinghies, number, capacity and colour.

A/WHITE/PURPLE WINDS/TEMPERATURES ALOFT FORECAST FD DATA BASED ON 2200ADF INFORMATION FILL-UP BY PILOT AIRPORT INFO TIME RWY WIND VIS CLOUD QNH VVNB VVDN VVTS VERSION OCC-CFP-001 END OF JEPPESEN DATAPLAN/

Aircraft colours. Wind, temperature information for Flight Crew

REQUEST NO.

Number of request on Jeppesen server

7327

Information filling by pilot only

Version of CFP End of CFP

5.1.3 Reclearance Flight Plan A set of Reclearance Flight Plan includes 2 parts : Normal flight plan and Reclearance flight plan. Some contents in Reclear flight plan are different with Normal flight plan : 5.1.3.1 Flight plan 1 2

PLAN 5743 NONSTOP COMPUTED 1048Z

RJGG TO VVTS A321 M78/F IFR FOR ETD 0000Z PROGS 0300ADF

03/07/08C VNA341 KGS

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

3 4 5 6 7 8 9 10 11 12 13

PLAN 5739 RJGG/VVTS RCLR FUEL TIME DIST TRIP VVTS 13905 5.16 2341 ROUTE RES 200 0.05 FROM MIMUX ALTN VVDN 2844 1.03 401 FINAL RES 1450 0.30 EXTRA 0 0.00 T/O FUEL 0 0.00 TAXI 0 BLK 18599

14 15 16 17 18 19

MIN DIV TOW LDW ZFW PL S/C

4294 73206 59301 54807 5424 03 P001

5.1/P 12 Rev 14 01 May 08

5740 RJGG/VVDN FUEL TIME DIST POA 13885 5.22 2376 RES 694 0.18 0 0.00 0 F/R 1450 0.30 EXT 2370 1.00 T/O 0 0.00 TAXI 0 BLK 18599 . . . . FUEL OB

MIN DIV 1450 TOW 73206 LDW 59321 ZFW 54807 PL 5424 S/C 03 P001

Explain: - Line 3: Plan number of each sector - Fuel and Weight Summary are devided to Two (2) main column: + Reclear : Provide Fuel and weight summary from Departure to Destination Airport (PLAN 5739) + Divert : Provide Fuel and weight summary from Departure to Diversion Airport(PLAN 5740)

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

-

-

5.1/P 13 Rev 14 01 May 08

Line 5: Summary information include : Fuel, Time, Dist Line 6: POA – Point of diversions Arrive Line 7: + Route res :FROM XXXX(MIMUX) – Diversion decision point (Reclear Flight Plan calculate Route reserve fuel 5% from this point to Destination) + Route res :FROM Departure airport to reclear alternate airport Line 14: MIN DIV – Minimum Diversion fuel – Minimum fuel for Destination alternate (equal ALTN fuel plus Final Res) Line 19 : S/C 03 P001 – Max Shear and Average Wind componance Body flight plan (Airway and inflight information) : All detail for inflight information for both Reclear and Divert flight .

5.1.3.2

ATC Flight plan

1 2 3 4

(FPL-XXXX-IS -A321/M-SDHIRZWY/S -RJGG0000 -N0464F340 BAY4 KEC A1 ALBAT/N0459F360 A1 HKC A582 ANOXA Y26 IGURU G581 HCN/M078F390 N892 MIMUX/N0473F300 N500 PTH W2 AC DCT 5 -VVTS0516 VVDN 6 -EET/RCAA0217 RPHI0254 ZJSA0356 VVTS0404 7 RIF/MIMUX VVDN 8 REG/VN-A341 SEL/RSFG 9 NAV/JRNAV 10 RMK/TCAS EQUIPPED 11 -E/0654 P/TBN R/UV S/MJ J/L D/7 232 C BLUE 12 A/WHITE)

Explain: Line 7 : RIF /… – Reclear InFlight, Route from Reclear Point to Diversion Airport 5.1.4

Fuel Calculations Refer Company Flight Operations Manual, Chapter 8.1.7 for Company fuel policy.

5.1.5

FMC Cost Index A cost index of 35 is to be used for all Company operations.

FLIGHT PLANNING A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

5.1/P 14 Rev 14 01 May 08

A320/321 STANDARD OPERATING PROCEDURES

SECTION 6 MASS AND BALANCE

TOC/P1

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

Rev 09 01 Mar 06

TABLE OF CONTENTS

6.1

MASS AND BALANCE

6.1/P1

6.1.1

General

6.1/P1

6.1.2

Departure Control System (DCS)

6.1/P1

6.1.3

Manual Load Sheet

6.1/P1

6.1.4

Manual Balance Chart

6.1/P3

6.1.5

Last minute change procedures

6.1/P6

TOC/P2

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

Rev 09 01 Mar 06

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

6.1

MASS AND BALANCE

6.1.1

General

6.1/P1 Rev 08 30 Apr 05

Aircraft mass and balance information including Dry Operating Weight(s) and Dry Operating Indices for each particular A320/321 aircraft is included in the Weight and Balance Manual in the aircraft’s library. Refer Flight Operations Manual, Chapter 8.1.8 for additional information on mass and balance including details standard weights, last minute changes (LMC), etc. 6.1.2

Departure Control System (D.C.S) Aside from the Company standard format DCS generated load and balance sheet there are also a number of different formats of Departure Control Systems in use by ground handling companies. These systems are self evident in the presentation of the weight and balance data necessary for the calculation of takeoff performance.

6.1.3

Manual Load Sheet The Company manual load sheet is based upon the standard IATA load sheet form. The top section of the load sheet form must be completed to determine the most limiting weight (e.g. takeoff weight, zero fuel weight or landing weight) for the particular operation and to determine the allowed traffic load. Traffic load should be entered, both passengers and cargo, and the appropriate fields completed. A sample load sheet follows on the next page.

MASS AND BALANCE

6.1/P2 Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

SAMPLE LOAD SHEET

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

6.1.4

6.1/P3 Rev 08 30 Apr 05

Manual Balance Chart The procedure for completion of the manual balance chart is as follows: (a)

Enter the Dry Operating Index for the particular aircraft in the field “DRY OPERATING INDEX” and plot the value on the DRY OPERATING INDEX scale;

(b)

Enter the number of passengers in the fields provided for FWD CABIN, MID CABIN and AFT CABIN;

(c)

Enter the weight of baggage and cargo in the fields provided for FWD HOLD (1), AFT HOLD (3 AND 4) and BULK (5);

(d)

Draw a line vertically downward from the DRY OPERATING INDEX to the alignment bar for the first field with entered data (e.g. either passenger or baggage and cargo);

(e)

On interception of the alignment bar move either left or right, as indicated by the arrows, the number of increments applicable to the particular alignment field;

(f)

Continue this process for all alignment bars with entered data;

(g)

After all compartment loads have been accounted for draw a line vertically downward through the field FUEL ADJUSTMENT INDEX into the balance chart envelope and plot the Zero Fuel Weight position in the envelope opposite the value for the actual Zero Fuel Weight. If this position is within the envelope completion of the balance chart can be continued. If this position is outside the envelope, payload must be re-located to ensure that the Zero Fuel Weight falls within acceptable balance limits. Ensure that the correct aft Zero Fuel Weight check (ZERO FUEL CHECK “A” or ZERO FUEL WEIGHT “B” – subject to the actual takeoff fuel weight) is used;

(h)

Circle the fuel INDEX in the FUEL INDEX TABLE that is closest to the actual takeoff fuel weight and apply this index (either as a plus or minus, to the FUEL ADJUSTMENT INDEX determined under g) above;

(i)

Draw a line vertically downward from the field FUEL ADJUSTMENT INDEX adjusted as necessary for the takeoff fuel into the balance chart envelope and plot the Takeoff Weight position in the envelope opposite the value for the actual Takeoff Weight. Ensure this position is within envelope limits;

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

MANUAL BALANCE CHART – A320

6.1/P 4 Rev 15 15 Aug 08

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

MANUAL BALANCE CHART – A321(with ACT)

6.1/P 5 Rev 15 15 Aug 08

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

MANUAL BALANCE CHART – A321(without ACT)

6.1/P 6 Rev 15 15 Aug 08

MASS AND BALANCE A320/321 STANDARD OPERATING PROCEDURES

6.1.5

6.1/P 7 Rev 15 15 Aug 08

Last Minutes Change Last minutes change means any change concerning passengers, baggage, cargo, mail, fuel occurring after the using of the load sheet. This LMC must immediately be communicated s soon as noticed by traffic agetn if take- off weight variation exceeds ± 500 kg The following must be checked: No weight limitation is exeeded. MACTON and MACZFW remain within the limit. If the LMC exeed 500kg , the new Loadsheet and Balance sheet have to be issued.

A320/321 STANDARD OPERATING PROCEDURES

SECTION 7 LOADING

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

LOADING A320/321 STANDARD OPERATING PROCEDURES

7.1

LOADING Refer Company A320/321 Weight and Balance Manual.

7.1/P1 Rev 08 30 Apr 05

LOADING

7.1/P2 Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

SECTION 8 CONFIGURATION DEVIATION LIST

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

CONFIGURATION DEVIATION LIST A320/321 STANDARD OPERATING PROCEDURES

8.1

8.1/P1 Rev 08 30 Apr 05

CONFIGURATION DEVIATION LIST Refer Company Flight Operations Manual, Chapter 8.6. CAAV approved A320/321 Configuration Deviation List is included in the flight deck documentation library.

CONFIGURATION DEVIATION LIST

8.1/P2 Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

SECTION 9 MINIMUM EQUIPMENT LIST

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

MINIMUM EQUIPMENT LIST A320/321 STANDARD OPERATING PROCEDURES

9.1

9.1/P1 Rev 08 30 Apr 05

MINIMUM EQUIPMENT LIST Refer Company Flight Operations Manual, Chapter 8.6. CAAV approved A320/321 Minimum Equipment List is included in the flight deck documentation library.

MINIMUM EQUIPMENT LIST

9.1/P2 Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

A320/321 STANDARD OPERATING PROCEDURES

SECTION 10 EMERGENCY EQUIPMENT

A320/321 STANDARD OPERATING PROCEDURES

INTENTIONAL BLANK PAGE

EMERGENCY EQUIPMENT

TOC/P1

TABLE OF CONTENTS

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

10.1

EMERGENCY EQUIPMENT

10.1/P1

10.1.1

General

10.1/P1

10.1.2

Emergency Equipment Location

10.1/P1

10.1.3

Portable Oxygen

10.1/P8

10.1.4

Water (H20) Extinguisher

10.1/P11

10.1.5

HALON Fire Extinguisher (Type 1)

10.1/P13

10.1.6

HALON Fire Extinguisher (Type 2)

10.1/P15

10.1.7

Protective Breathing Equipment (PBE)

10.1/P17

10.1.8

Life Vests

10.1/P26

10.1.9

Life Rafts

10.1/P30

10.1.10 Miscellaneous Safety Equipment

10.1/P34

A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EQUIPMENT

TOC/P2

TABLE OF CONTENTS

Rev 11 19 Dec 06

INTENTIONAL BLANK PAGE

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1

EMERGENCY EQUIPMENT

10.1.1

General

10.1/P1 Rev 08 30 Apr 05

Cabin crew is responsible for the serviceability checking of all cabin emergency equipment in accordance with procedures detailed in the Cabin Crew Manual. The Purser shall report to the Commander prior to departure that this check has been satisfactorily completed. The flight deck crew is responsible for the serviceability checking the flight deck emergency equipment. 10.1.2

Emergency Equipment Location Portable emergency equipment is stowed at strategic locations throughout the aircraft. This may include: (a)

Life vests;

(b)

Portable breathing equipment;

(c)

Emergency locator transmitter(s) (ELT’s);

(d)

Halon fire extinguishers;

(e)

Water fire extinguishers;

(f)

First aid kits;

(g)

Megaphone(s);

(h)

Flashlights;

(i)

Crash axe(s)/crow bar(s);

(j)

Flight deck escape ropes;

(k)

Life rafts.

Refer the following flight deck and passenger cabin emergency equipment layout diagrams specific for locations.

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EQUIPMENT LAYOUT – FLIGHT DECK

10.1/P2 Rev 08 30 Apr 05

EMERGENCY EQUIPMENT

10.1/P 3 Rev 12 01 May 07

A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EQUIPMENT SYMBOLS – A320

4

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EQUIPMENT LAYOUT – A320

10.1/P 4 Rev 12 01 May 07

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EQUIPMENT SYMBOLS – A321

10.1/P 5 Rev 11 19 Dec 06

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EQUIPMENT SYMBOLS – A321

10.1/P 6 Rev 11 19 Dec 06

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EQUIPMENT LAYOUT – A321

10.1/P 7 Rev 11 19 Dec 06

10.1/P 8

EMERGENCY EQUIPMENT

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

10.1.3

Portable Oxygen

10.1.3.1

General Portable oxygen bottles are installed with oxygen masks that include a moulded face-piece, re-breather bag and elastic restraining strap that are individually wrapped for hygienic reasons. A supply tube is also provided. Portable oxygen bottles can be used by passengers with breathing difficulties or by cabin crew as a walk around bottle following a depressurisation and an emergency descent. Portable oxygen bottles are not suitable for use during the fighting of an inflight fire because the masks have holes in the sides that allow cabin air to enter the mask. The portable oxygen cylinder is fitted with a HI outlet and a LO outlet, a quantity/contents gauge and a yellow ON-OFF control knob. The following table details flow rate and duration based upon oxygen bottle 100% full: Bottle Size

10.1.3.2

Flow Rate (litres/min)

Duration (minutes)

HI

LO

HI

LO

310 litre (passenger)

4

2

77

155

120 litre (crew)

4

2

30

60

Pre-Flight Check During the pre-flight inspection of oxygen bottles the following should be observed: (a)

The bottle quantity/contents gauge indicates 3/4 full or 1500 psi;

(b)

The bottle is secured in its brackets;

(c)

The dust caps are in position;

(d)

There is no oil or grease on the fittings;

(e)

There is a mask taped to each bottle; and

(f)

There is a serviceable shoulder strap.

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.3.3

10.1/P 9 Rev 11 19 Dec 06

Operation (a)

Push aside or remove dust cover and insert metal connector of mask tube into the HI outlet ensuring that it “clicks” into position;

(b)

Turn yellow control knob ON; Note: With the yellow control knob ON, inserting the mask connector into one of the two outlets starts the oxygen flowing. Removal of the mask connector stops the oxygen flow.

(c)

After using oxygen turn yellow control knob OFF (finger tight) and remove the mask connector. SCOTT PORTABLE OXYGEN BOTTLE

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.3.4

10.1/P 10 Rev 11 19 Dec 06

Precautions When Using Oxygen When using a portable oxygen bottle the following precautions should be taken: (a)

As oxygen promotes combustion there is to be no smoking within a 3 metres radius of the passenger using oxygen (approximately 3 passenger rows either side);

(b)

Ensure that the oxygen bottle fittings are free from any oil or grease as such contaminants can cause combustion;

(c)

Turn the ON/OFF valve slowly and do not over tighten when closing;

(d)

Before putting on the mask wipe away any heavy lipstick or grease from the mouth area;

(e)

Ensure tubing is not kinked and that oxygen is flowing (filling of rebreather bag) before fitting the mask with an efficient seal to the passenger's face. Some oxygen masks are fitted with a ‘green indicator flow valve’. When oxygen is flowing to the mask, the indicator (normally clear or sometimes red) will turn green;

(f)

If it is necessary to use a portable oxygen mask on an infant, reverse the mask (nose part under the chin) and hold gently against the face. The re-breather bag should be held vertically to ensure the free flow of oxygen;

(g)

Oxygen therapy is rarely detrimental to a patient and its value far outweighs the very rare problems caused by its use. The passenger will normally be able to advise the position in which he/she breathes easiest. If required and available, cabin crew should seek assistance from a medically qualified passenger(s); and

(h)

When the pressure gauge indicates less than 200 psi the valve should be turned off and the bottle considered empty.

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.4

Water (H2O) Fire Extinguisher

10.1.4.1

General

10.1/P 11 Rev 11 19 Dec 06

Water (H2O) extinguishers are designed for extinguishing smouldering fabric or waste fires and should NEVER be used on a fire originating from an electrical source. Accordingly, water (H2O) extinguishers should never be used for a fire in the galley area. 10.1.4.2

10.1.4.3

10.1.4.4

Pre-Flight Check (a)

Ensure that the extinguisher is secured in its brackets;

(b)

The lock-wire seal is intact; and

(c)

That the CO2 cartridge is visible though the hole in the handgrip.

Note:

If the locking wire is broken unscrew the handgrip by turning it anticlockwise and check the cartridge for puncture.

Operation (a)

Remove from bracket;

(b)

Hold extinguisher upright;

(c)

Turn handle clockwise rapidly to the limit of its travel, breaking the locking wire; and

(d)

Holding the extinguisher upright aim at the base of the fire and depress the trigger with the thumb.

Precautions (a)

Do not discharge directly at a person;

(b)

Do not use to fight a fire in the flight deck;

(c)

Do not drink contents in a survival situation.

EMERGENCY EQUIPMENT

10.1/P 12 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

WATER (H2O) FIRE EXTINGUISHER

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.5

HALON Fire Extinguisher (Type 1)

10.1.5.1

General

10.1/P 13 Rev 11 19 Dec 06

This type of fire extinguisher is designed for extinguishing electrical and flammable liquid fires and is suitable for ALL types of fires in an aircraft. The extinguishing agent is a vaporising liquid that interrupts the chemical reaction taking place in the flames thereby extinguishing the fire. It is a colourless, non-corrosive liquefied gas that can give off an acrid odour that can cause running of the eyes and nose. 10.1.5.2

Pre-Flight Check (a)

Check that the pressure indicator is positioned in the green range indicating acceptable pressure charge; and

(b)

That the ring pin is in place with the seal intact. Note: The extinguisher is serviceable even if the plastic seal of the ring pin is broken, provided that the pressure gauge is in the green band.

10.1.5.3

10.1.5.4

Operation (a)

Remove from bracket;

(b)

Remove ringed safety pin from the lever and handle;

(c)

Hold the extinguisher upright with the fingers of one hand under the handle and the thumb on the top of the lever. The other hand should be placed on the bottom of the bottle to steady it if necessary; and

(d)

Aim the extinguisher at the base of the fire and press the lever down with the thumb.

Note:

Duration of discharge from the small size bottle is approximately six (6) seconds and twelve (12) seconds from the large size bottle.

Precautions (a)

Do not discharge directly at a person;

(b)

Discharge distance should be between 1.5 and 2 metres with an open fire in the cabin. In the case of a fire in a confined space the extinguisher should be held as close as possible.

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

HALON FIRE EXTINGUISHER (TYPE 1)

10.1/P 14 Rev 11 19 Dec 06

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.6

HALON Fire Extinguisher (Type 2)

10.1.6.1

General

10.1/P 15 Rev 11 19 Dec 06

The extinguishing agent has the same properties as the HALON fire extinguisher (Type 1) above. 10.1.6.2

Pre-Flight Check Check the red indicator disc is in place and that the sealing wire is intact. Note: If the red disc or sealing wire are missing the weight of the extinguisher should be compared with a serviceable bottle to determine if the contents are still intact. If not, the extinguisher must be replaced.

10.1.6.3

10.1.6.4

Operation (a)

Remove from bracket;

(b)

Raise safety catch on the back of the operating head by pushing up with the thumb;

(c)

Grasp the operating handle and put the forefinger through the loop provided at the same time firmly pressing the trigger at the back of the handle with the heel of the hand;

(d)

Initial depression of the trigger will cause the red disc to fall out and a little additional effort is required to break the sealing disc of the extinguisher;

(e)

Hold extinguisher at an angle within 600 of vertical position;

(f)

Firmly squeeze the actuation trigger; and

(g)

Ensure that the discharge nozzle head is pointing toward the fire before operating.

Note:

Duration of discharge is approximately thirteen (13) seconds.

Precautions (a)

Do not discharge directly at a person;

(b)

Discharge distance should be between 1.5 and 2 metres with an open fire in the cabin. In the case of a fire in a confined space the extinguisher should be held as close as possible.

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

HALON FIRE EXTINGUISHER (TYPE 2)

10.1/P 16 Rev 11 19 Dec 06

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.7

Protective Breathing Equipment (PBE)

10.1.7.1

General

10.1/P 17 Rev 11 19 Dec 06

Protective breathing equipment (PBE) is a breathing apparatus designed to protect the wearer's eyes and respiratory tract from the effects of smoke and toxic fumes while fighting an in-flight fire. The following general features apply to all types of PBE’s installed on Company aircraft: (a)

They are designed to enclose the head within an elastic neck seal and provide for a minimum of 15 – 20 minutes (depending upon the manufacturer) of breathable air from a chemical generator;

(b)

They can be worn by persons with glasses, jewellery, a beard or a hair bun;

(c)

They are installed with a neck shield (of varying length depending upon manufacturer) that extends downward from the hood to protect the collar and upper shoulder area; and

(d)

They have features that permit the wearer’s voice to be heard outside the PBE.

Note:

Excess make-up should be removed before donning a PBE as contact between grease and oxygen can cause burns.

Wearer’s should be aware that although the head area is protected, the rest of the body is not and the wearer should guard against a feeling of invincibility. Company aircraft are installed with one of three types of protective breathing equipment as detailed below.

EMERGENCY EQUIPMENT

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

10.1.7.2

10.1/P 18

Puritan Bennett PBE This PBE is a demand device which means that more strenuous the work the more oxygen will be produced. (a)

(b)

Pre-Flight Check: (i)

Inspect that the PBE unit is visible through access door;

(ii)

Confirm that the white tamper proof seals located at the top and bottom of the access door are intact; and

(iii)

Ensure that the foil pouch is in place and is not obviously expanded.

Operation: (i)

Open the container by pulling the red handle. Pull the red tag to open the foil pouch and pull out on the blue aural/nasal cone and remove the hood;

(ii)

Place both hands inside the neck seals, palms facing each other and visor facing downward. Guide the hood over the head and down over the face using the hands to shield the face and glasses from the blue cone ensuring that hair clothing and jewellery is clear of the neck seal;

(iii)

Using both hands pull the neck shield down over the collar and shoulders; and

(iv)

Grasp both adjustment straps at the lower corner of the visor and pull forward simultaneously to activate the oxygen canister, then backward to seal the cone over the nose and mouth. Oxygen will inflate the hood.

(v)

If required, adjust glasses through the fabric, not through the neck seal. Note: The blue cone must be positioned high on the nose with a firm seal otherwise fogging may occur. If the hood begins to deflate and becomes hot and moist the oxygen supply is depleted and the PBE must be removed.

EMERGENCY EQUIPMENT

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A320/321 STANDARD OPERATING PROCEDURES

(c)

10.1/P 19

Abnormal Operation (i)

Failure of Starter Candle If the starter candle fails to activate when the adjustment strap is pulled an additional sharp pull on the strap may be adequate to actuate the device. If the device still fails the hood will continue to function. Placing fingers into the neck seal may be required to enable sufficient breathing volume until the chemical generator begins supplying oxygen.

(ii)

Loss of Neck Seal The continued presence of strong irritating odours inside the hood that results in eye and respiratory tract discomfort is an indication of an ineffective neck seal. Ensure that the neck seal is in contact with the skin and that the seal is not disrupted by hair or jewellery. If the condition persists or there is evidence of a tear in the neck seal, the wearer should quickly go to a safe area and remove the hood and don an alternative unit.

(d)

Removal (i)

Move away from fire and/or toxic fumes area;

(ii)

Push adjustment buckles forward with thumbs to release straps;

(iii)

Place both hands under neck seal and ease up over face;

(iv)

Stow PBE in a safe dry place and allow it to cool; and

(v)

Brush hair with hands to break down any oxygen build up.

EMERGENCY EQUIPMENT

10.1/P 20 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

PURITAN – BENNETT PBE

EMERGENCY EQUIPMENT

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

10.1.7.3

10.1/P 21

Drager PBE The oxygen canister can be activated by just breathing into the oral-nasal mask but to start the chemical reaction by this method takes a few seconds, therefore pulling the black quick-start toggle is the more immediate method of activation. (a)

(b)

(c)

Pre-Flight Check: (i)

Check container seal is intact and serviceability indicator is not broken; and

(ii)

The container is not broken.

the

yellow

Operation: (i)

Open container and remove foil bag containing the hood;

(ii)

Pull red tear strip at top of foil bag and remove hood;

(iii)

Place hood over head ensuring that the breathing bag cover is to the front over the chest;

(iv)

Ensure that the neck seal is free of obstruction (e.g. hair, clothes collar, etc) and that the head harness is pulled down for a secure fit;

(v)

Fit oral-nasal mask securely to the nose and mouth and pull black quick start toggle to activate; and

(vi)

Fit tie strap around the waist.

Abnormal Operations: If the hood collapses onto the head during inhalation or there is an increased breathing resistance check the fitting of the oral-nasal mask as the cause may be an incomplete respiration back to the breathing back due to leakage or an empty oxygen source. After correcting the fitment of the oral-mask check the equipment by making five (5) deep breaths. If the collapsing of the hood or increased resistance occurs again either the oxygen reserve has been used up or the hood is defective and should be removed.

EMERGENCY EQUIPMENT

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A320/321 STANDARD OPERATING PROCEDURES

(d)

10.1/P 22

Removal: (i)

Move away from fire and/or toxic fumes area;

(ii)

Release the tie strap;

(iii)

Place both hands under neck seal and ease up over face;

(iv)

Stow PBE in a safe dry place and allow it to cool; and

(v)

Brush hair with hands to break down any oxygen build up. DRAGER PBE

EMERGENCY EQUIPMENT

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

10.1.7.4

10.1/P 23

Scott PBE (a)

Pre-Flight Check: (i)

A date/month/year stamp should be visible, but set back through the round inspection window. Note: If the date/month/year stamp appears to be firmly pressed against the inspection window, as if the inside of the container is pressurised, the PBE should be further checked for serviceability.

(ii)

(b)

If the vacuum sealed bag is soft and not tightly formed around the hood, or if the humidity indicator inside the bag has changed colour from blue to pink, the unit is unserviceable.

Operation: (i)

Open the storage case by lifting the latch marked “LIFT” and remove sealed unit from the storage case;

(ii)

Grasp the red strip and tear open the sealed bag and remove the PBE from bag;

(iii)

Hold the hood and pack firmly against the body with one hand and with the other hand pull the ring marked “PULL TO ACTUATE” in the direction indicated. The unit will be actuated when the ring and the pin pull free; Note: A flow of oxygen should be audible, if not discard the unit.

(iv)

Grip the hood around the neck seal edge with the oxygen pack away from the body, bend forward from the waist and pull hood over the chin, across the face and over the head. Stand upright and pull hood down until the headband engages the forehead; and

(v)

Ensuring that hair, jewellery or clothing is clear of the neck seal in order to make a tight seal around the neck pull the skirt of the hood fully down over the chest and shoulders.

EMERGENCY EQUIPMENT

10.1/P 24 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

Note: It is normal to hear the sound of oxygen rushing into the hood, indicating that the oxygen generator is operating correctly. Once the noise ceases move to a safe area and immediately remove the hood. Heat is produced by the generator and may cause minor discomfort inside the hood, but it is no cause for alarm. The generator pack should not be touched during and after operation due to heat build-up. (c)

Removal: (i)

Move away from the fire or toxic area; and

(ii)

Pull the hood from the back forwards and over the head.

(iii)

Stow PBE in a safe dry place and allow it to cool; and

(iv)

Brush hair with hands to break down any oxygen build up.

EMERGENCY EQUIPMENT

10.1/P 25 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

SCOTT PBE

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.8

Life Vests

10.1.8.1

General

10.1/P 26 Rev 11 19 Dec 06

Life vests are carried on all Company aircraft and are normally stowed in a container attached to the underside of the passenger seats. The following section contains information on life vests from various manufacturers that may be installed on Company aircraft. Life vests installed on Company aircraft consist of the following components: (a)

Pressurised cylinder(s) as the primary means of inflation, activated by pulling on one or two (depending upon the number if chambers) red toggles that hangs from the bottom of the vest;

(b)

A mouth inflation valve for secondary inflation that can be used to inflate the life jacket by blowing into one or two (depending upon the number of chambers) mouthpieces. The life jacket can be deflated by depressing the pin in the centre of the mouthpiece(s);

(c)

A whistle for attracting attention; and

(d)

A light, with a continuous life of approximately 20 hours that is connected to a water sensitive battery and activated automatically immediately on contact with water.

Life vests are designed to ensure that an unconscious or injured person will automatically roll face upward in the water. 10.1.8.2

Double Chamber Life Vest Operation (a)

Remove vest from its stowage, tear off the plastic container and unroll the vest;

(b)

Put the vest over the head with the larger portion of it in the front over the chest;

(c)

Secure the tapes around the waist by the clip(s) provided;

(d)

To inflate the vest, pull down firmly on both red toggles.

EMERGENCY EQUIPMENT

10.1/P 27 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

Note: Life vests worn by adults must not be inflated in the aircraft cabin. It may be impossible for an adult wearing an inflated life jacket to evacuate through a window exit. If a passenger is evacuating through a door exit the jacket may be inflated just prior to leaving the aircraft. Life vests worn by small children and persons incapable of inflating the life jacket may be inflated at the exit area, just prior to leaving the aircraft. DOUBLE CHAMBER LIFE VEST

EMERGENCY EQUIPMENT

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

10.1.8.3

10.1/P 28

Single Chamber Life Vest Operation (a)

Adult: (i)

Remove vest from its stowage, tear off the plastic container and un-roll the vest;

(ii)

Put the vest over the head with the larger portion of it in the front over the chest;

(iii)

Secure the tapes around the waist and tie them in the front towards the side of the body with double knots;

(iv)

To inflate the vest, pull down firmly on the red toggle. Note: Life vests worn by adults must not be inflated in the aircraft cabin. It may be impossible for an adult wearing an inflated life jacket to evacuate through a window exit. If a passenger is evacuating through a door exit the jacket may be inflated just prior to leaving the aircraft. Life vests worn by small children and persons incapable of inflating the life jacket may be inflated at the exit area, just prior to leaving the aircraft.

(b)

Use on a Child (i)

Remove vest from its stowage, tear off the plastic container and un-roll the vest;

(ii)

Inflate the vest by pulling the red toggle;

(iii)

Place vest over child’s head (partially deflate, if necessary);

(iv)

Cross tapes at the back and tie in a single knot over the inflated life vest and a double knot at the back.

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

SINGLE CHAMBER LIFE VEST (ADULT AND CHILD USE)

10.1/P 29 Rev 11 19 Dec 06

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.9

Life Rafts

10.1.9.1

General

10.1/P 30 Rev 11 19 Dec 06

Company A321 aircraft are equipped with life rafts. 10.1.9.2

Raft Features The life raft is designed so that no matter which way up it inflates it can be operated from that side. This is achieved by suspending the raft floor between the two buoyancy chambers and duplicating equipment each side. The raft weighs approximately 60 kg in its stowage position, and requires 15 seconds to fully inflate. The raft includes the following features: (a)

A non-inflatable canopy, with an inflatable centre mast and metal support rods, which is stowed within the survival kit mounted in a sling on the side of the raft;

(b)

A survival kit that also contains an emergency ration pack and a first aid kit that contains items suitable for survivors of an aircraft ditching; and

(c)

Other items such as a life-line, a boarding stirrup, air pump, rescue quoit, sea anchor and water activated lights, etc.

EMERGENCY EQUIPMENT

10.1/P 31 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

LIFE RAFT

EMERGENCY EQUIPMENT

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A320/321 STANDARD OPERATING PROCEDURES

10.1.9.3

10.1/P 32

Pre-Flight Check Cabin crew are responsible to check that the unit is correctly stowed and restrained against movement.

10.1.9.4

Launching Raft(s) Following a ditching and when the required door exits are open, remove the raft(s) from stowage. Roll or carry raft(s) to exits, using able bodied persons, as necessary and: (a)

Attach the retaining line to a metal section of the aircraft, e.g. a cabin crew harness or a door hinge, then push the life raft into the water and allow it to drift away from the door before inflating. CAUTION:

(b)

Do not attach the inflation line until the exit is open in case the raft has to be relocated to another exit.

Inflate by pulling firmly on the inflation line, pulling from the end of the line, followed by a second firm pull to ensure inflation of both chambers. Note:

Grasping the inflation line close to the raft as it is being launched may cause it to inflate prematurely in the aircraft.

Fill the far end of the raft first, distributing the occupants evenly around the life raft. Always launch all available rafts, even if their capacity is in excess of aircraft loading. Should urgency prevent the raft being launched before the passengers leave the aircraft attempt to launch the rafts after disembarkation. During launching, boarding and tying the life rafts together be alert for possible aircraft structural damage that could damage the rafts. (c)

When the raft is filled proceed as follows: (i)

Disconnect the raft retaining line or cut it with the knife provided;

(ii)

Use the sea anchor to assist in manoeuvring the raft clear of the aircraft; and

(iii)

Erect the canopy following the instructions in the raft manual.

10.1/P 33

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1.9.5

Rev 11 19 Dec 06

To Erect Canopy (a)

Remove fabric canopy/mast assembly and canopy rods from the survival kit and insert canopy rods into the eyelets in each corner of the raft. One person per rod should hold the rod securely in place;

(b)

Attach the mast to the raft floor with the clips provided and inflate mast with the air pump;

(c)

Spread the canopy over raft with the zipper vent flap placard positioned above the red stripe raft tube (boarding station);

(d)

The people holding the canopy rods should pull the canopy up and over the rod tips, placing the tips into the holes in canopy and press firmly until they snap into place;

(e)

Secure canopy rods and canopy with the tie provided; and

(f)

Adjust canopy sides for appropriate protection and inflate raft floor flotation support using the air pump.

EMERGENCY EQUIPMENT

Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

10.1.10

10.1/P 34

Miscellaneous Safety Equipment

10.1.10.1 Megaphone Portable battery operated megaphones (loud hailers) are carried on board Company aircraft to provide the means for cabin crew (and flight deck crew, if necessary) to control passengers during evacuation when the PA system is inoperative or to control passengers when outside the aircraft following an evacuation. The megaphone may be used in the cabin only in emergency situations when the PA system has failed. It is not to be used for normal passenger briefing or for making non safety related announcements. The megaphone consists of a microphone, amplifier, battery, trumpet shaped loud speaker and a carrying strap. The following general rules apply to megaphone use: (a)

When used inside the aircraft the megaphone should be pointed down the central length of the cabin;

(b)

When used outside the aircraft announcements should be made and repeated a number of times in different directions as the sound is emitted in a narrow beam which is not easily audible on either side;

(c)

Speak slowly, calmly and do not shout as this can distort the speech.

10.1.10.2 Emergency Torch All Company aircraft are fitted with emergency torches (flashlights) that are located near cabin crew seats and in the flight deck. These torches are for emergency use only. The torch is waterproof, but will not float and has a wrist strap attached to the base. When activated, the torch will operate for approximately six hours. (a)

Pre-Flight Check (i)

Ensure torch correctly positioned in stowage with the plastic guard in place and with the lead seal intact; and

(ii)

That the red light is flashing in 3 to 10 seconds intervals.

Note:

If the interval is longer than 10 seconds, the battery power is low and they should be replaced.

EMERGENCY EQUIPMENT

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(b)

10.1/P 35

Operation (i)

Pull the torch out from its stowage mount. This action turns the light on;

(ii)

Wear the wrist-strap over the wrist to prevent from loss during evacuation.

Note 1:

In survival situations (when a torch needs to be carried un-illuminated), unscrew the bottom cap of the torch, disconnect the plug inside and replace the cap. Reverse this procedure to reactivate the torch when required.

Note 2: On some aircraft, the torch is fitted with an ON/OFF switch. During the pre-flight check the switch should be turned on to ensure the torch operates correctly. EMERGENCY TORCH

10.1.10.3 Heat Resistant Gloves One set of heat resistant gloves are stowed in the flight deck and are to be used for protection in the case of an in-flight fire.

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

10.1/P 36 Rev 11 19 Dec 06

10.1.10.4 Crash Axe Company aircraft have a crash axe installed in the flight deck that can be used to open panels in the case of an in-flight fire. The handle is insulated to prevent electric shock if a cable is cut during fire fighting. 10.1.10.5 First Aid Kit There are first aid kits of varying sizes containing at least the following basic first aid supplies that can be used in the case of a medical emergency: (i)

Compressed Wound Dressings;

(ii)

Bandages and splints;

(iii)

Triangular bandages;

(iv)

Adhesive strapping;

(v)

Tablets and medicines for head ache and other common ailments;

(vi)

A pair of scissors, burn ointment and antiseptic swabs;

(vii)

Latex gloves.

If an emergency first aid kit is opened, the purser must submit a report to the Cabin Crew Department outlining the circumstances requiring its use. Additionally, an entry should be made in the Cabin Technical Log for the supply of a replacement emergency first aid kit. 10.1.10.6 Medical Kit Company aircraft engaged in long distance flights are fitted with a medical kit containing specialised medical equipment provided only for the use of qualified medical personnel travelling as passengers whose assistance may be sought in the case of an in-flight medical emergency situation. The medical kit contains the following items: (i)

Shygmomanometer;

(ii)

Stethescope;

(iii)

Latex gloves;

EMERGENCY EQUIPMENT A320/321 STANDARD OPERATING PROCEDURES

(iv)

Airways;

(v)

Syringes;

(vi)

Tourniquet;

(vii)

Various appropriate medications.

10.1/P 37 Rev 11 19 Dec 06

If this medical kit is opened, the purser must make an appropriate entry in the Cabin Technical Log for the supply of a replacement medical kit.

EMERGENCY EQUIPMENT

10.1/P 38 Rev 11 19 Dec 06

A320/321 STANDARD OPERATING PROCEDURES

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A320/321 STANDARD OPERATING PROCEDURES

SECTION 11 EMERGENCY EVACUATION PROCEDURES

A320/321 STANDARD OPERATING PROCEDURES

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EMERGENCY EVACUATION PROCEDURES

TOC/P1

TABLE OF CONTENTS

Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

11.1

EMERGENCY EVACUATION PROCEDURES

11.1/P1

11.1.1

Categorisation of Emergency Landings

11.1/P1

11.1.2

Flight Deck Procedures

11.1/P2

11.1.3

Evacuation Responsibility

11.1/P3

11.1.4

Evacuation PA Announcements

11.1/P4

11.1.5

Evacuation

11.1/P4

A320/321 STANDARD OPERATING PROCEDURES

EMERGENCY EVACUATION PROCEDURES

TOC/P2

TABLE OF CONTENTS

Rev 08 30 Apr 05

INTENTIONAL BLANK PAGE

EMERGENCY EVACUATION PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

11.1

EMERGENCY EVACUATION PROCEDURES

11.1.1

Categorisation of Emergency Landings:

11.1/P1 Rev 08 30 Apr 05

Emergency landings are categorised as follows: (a)

Prepared Emergency Landing An emergency landing where there is sufficient time for cabin and passenger preparation.

(b)

Unprepared Emergency Landing Is an emergency landing where it is necessary to land the aircraft as soon as possible.

An emergency landing is further defined as follows: (a)

Forced landing Is a landing, on land away from an airport

(b)

Ditching Is a landing on water

(c)

Abnormal Landing An abnormal landing is a landing at an airport in which some aircraft damage is anticipated. An abnormal landing is to be considered if the landing gear cannot be locked fully down or some other malfunction exists and it is known or considered possible that the aircraft will be damaged during landing. In an abnormal landing, preparation for rapid evacuation should be as for either a forced landing or ditching, with the exception that it is not necessary to have passengers remove and stow certain items or loosen tight clothing. If landing gear standby indicators indicate that the landing gear is down and locked then normal procedures will apply. A tower fly past should only be conducted if there is reason to doubt that the landing gear is not fully down or there is known damage to the landing gear.

EMERGENCY EVACUATION PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

11.1.2

Flight Deck Procedures

11.1.2.1

Prepared Emergency Landing

11.1/P2 Rev 08 30 Apr 05

In all emergency situations it is important that the cabin crew are given adequate time in which to complete their passenger cabin preparation duties. As soon as it is expected that an emergency landing will be required, the SEAT BELT and NO SMOKING signs should be selected ON and the Purser summoned to the flight deck by the following PA announcement: “COCKPIT SPEAKING, PURSER REQUIRED IN COCKPIT” The Purser is to be informed of the emergency in the following format: (a)

Nature of the emergency;

(b)

Approximate flight time available;

(c)

Type of emergency landing (forced landing, ditching or abnormal landing); and

(d)

Any other relevant information such as whether the Commander intends to make a PA announcement prior to cabin preparation or if a “BRACE” command will be given.

The Purser will repeat the Commander’s instructions to ensure that everything is completely understood prior to returning to the cabin to commence the cabin preparation. As the flight deck crew will be occupied dealing with the emergency situation the Purser is responsible for the PA announcement to the passengers detailing the nature of the emergency, the time available and the steps required in cabin preparation. If time and/or duties permit the Commander (or First Officer) should make a PA announcement providing additional appropriate information on the emergency and the anticipated landing. It is essential that this PA announcement does not over-ride the cabin preparation PA announcement being made by the Purser.

EMERGENCY EVACUATION PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

11.1/P3 Rev 08 30 Apr 05

In the case of a forced landing or ditching both pilots should loosen their collar, tie and shoe laces, remove sharp objects from pockets and, in the case of a ditching, fit a life jacket (do not inflate). The Purser must advise, or the Commander must confirm, that passenger cabin preparation has been completed prior to the commencement of final approach. All appropriate checklists must be completed. 11.1.2.2

Unprepared Emergency Landing In the case of an unprepared emergency landing the degree of cabin preparation will depend upon the time available. As a situation requiring an unprepared landing is most likely to occur shortly after takeoff or during approach and landing the cabin should be secure with respect to cabin service items, cabin crew and passengers seated with seat belts fastened. If possible, the Commander should communicate the situation to the Purser by summoning him/her to the flight deck in accordance. If there is insufficient time the Commander (or First Officer) should make an appropriate PA announcement which will alert the cabin crew and the passengers to the emergency situation.

11.2.2.3

“Brace” Instructions At approximately 2000 FT the First Officer should make the following PA announcement: “CABIN CREW SEATED FOR LANDING” Not later than 1 minute before impact the First Officer should make the following PA announcement (FCOM vol 3 – 3.02.90) “BRACE FOR IMPACT, BRACE FOR IMPACT” Whenever there is a possibility of a runway overrun on a rejected takeoff or of an unanticipated abnormal landing involving abnormal decelerations cabin crew should be alerted by a PA announcement: ‘BRACE FOR IMPACT, BRACE FOR IMPACT’

11.1.3

Evacuation Responsibility The Commander is responsible for the evacuation PA announcement. Cabin crew will only initiate evacuation when it is obvious that the aircraft must be immediately evacuated due to catastrophic circumstances. When the Captain decides that an evacuation is not required the cockpit crew makes an immediate announcement to this effect (FCOM 3.02.90) “ CABIN CREW AND PASSENGERS REMAIN SEATED”

EMERGENCY EVACUATION PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

11.1.4

11.1/P4 Rev 08 30 Apr 05

Evacuation PA Announcements Immediately the aircraft comes to a stop the Commander (or First Officer) shall make the following PA announcement: “COCKPIT SPEAKING, CABIN CREW TO YOUR STATIONS” Once the Passenger Evacuation checklist is completed and evacuation is required the Commander (or First Officer) will make the following PA announcement: “EVACUATE, EVACUATE!”

11.1.5

Evacuation If possible, pilots should proceed to the passenger cabin to assist in the emergency evacuation as follows: (a)

Assist in the opening of any suitable doors and exits.

(b)

Assist in the evacuation by directing passengers to the most suitable exit avoiding congestion and by calling in a loud, clear voice urge passengers to: “HURRY, COME THIS WAY” If at a slide exit instruct passengers to: “JUMP AND SLIDE. RUN AWAY”

(c)

In the case of a ditching instruct passengers to inflate life jackets when outside the aircraft;

(d)

If possible, the Commander or the Purser should check that all passengers have evacuated the aircraft.

EMERGENCY EVACUATION PROCEDURES A320/321 STANDARD OPERATING PROCEDURES

11.1/P5 Rev 08 30 Apr 05

When no significant aircraft damage has occurred and cabin crew have prepared the passenger cabin for evacuation the speed of the evacuation should be a consideration. Passenger safety is the prime consideration in any emergency evacuation. The flight deck crew and cabin crew will usually be able to determine whether or not the evacuation requires utmost speed at the increased risk of injuries to individual passengers.

EMERGENCY EVACUATION PROCEDURES

11.1/P6 Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

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A320/321 STANDARD OPERATING PROCEDURES

SECTION 12 AIRCRAFT SYSTEMS

A320/321 STANDARD OPERATING PROCEDURES

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AIRCRAFT SYSTEMS A320/321 STANDARD OPERATING PROCEDURES

12.1

AIRCRAFT SYSTEMS Refer FCOM, Volume 1 for information on aircraft systems.

12.1/P1 Rev 08 30 Apr 05

AIRCRAFT SYSTEMS

12.1/P2 Rev 08 30 Apr 05

A320/321 STANDARD OPERATING PROCEDURES

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A320/321 STANDARD OPERATING PROCEDURES

SECTION 13 TASK SHARING

A320/321 STANDARD OPERATING PROCEDURES

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TASK SHARING TABLE OF CONTENTS A320/321 STANDARD OPERATING PROCEDURES

TOC/P1 Rev 16 20 Dec 08

13.1

TASK SHARING

13.1/P1

13.1.1

Safety exterior inspection

13.1/P1

13.1.2

Preliminary cockpit preparation

13.1/P1

13.1.3

Cockpit preparation

13.1/P2

13.1.4

Before pushback or start

13.1/P3

13.1.5

Engine start

13.1/P4

13.1.6

After start

13.1/P4

13.1.7

Taxi

13.1/P5

13.1.8

Before takeoff

13.1/P5

13.1.9

Takeoff

13.1/P6

13.1.0

After takeoff

13.1/P6

13.1.11

Climb

13.1/P7

13.1.12

Cruise

13.1/P7

13.1.13

Descent preparation

13.1/P7

13.1.14

Descent

13.1/P8

13.1.15

Ils approach

13.1/P9

13.1.16

Non precision approach (managed guidance)

13.1/P10

13.1.17

Non precision approach (selected guidance)

13.1/P12

13.1.18

Landing

13.1/P13

13.1.19

Go-around (with fd on)

13.1/P14

13.1.20

Go-around (with fd off)

13.1/P14

13.1.21

After landing

13.1/P15

13.1.22

Parking

13.1/P16

13.1.23

Securing the aircraft

13.1/P16

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TOC/P2 Rev 16 20 Dec 08

TASK SHARING A320/321 STANDARD OPERATING PROCEDURES

13.1

13.1/P 1 Rev 16 20 Dec 08

TASK SHARING

NOTE: Items marked with (*) are the only steps to be completed during a transit stop. For secured stop, all items must be completed. Aircraft is in transit stop when the last check list performed by previous crew or ground mechanic is Parking checklist. Between the flights, the aircraft is on the power. Aircraft is in secured stop when the last check list performed by previous crew or ground mechanic is Securing the aircraft checklist. Between the flights, the aircraft is off the power. This Task sharing is normally performed by Pilot’s memory.

13.1.1 Safety exterior inspection PF

PNF * WHEEL CHOCKS............................................CHECKIN PLACE * L/G DOORS...............................................................CHECK POS * APU AREA.........................................................................CHECK

TASK SHARING A320/321 STANDARD OPERATING PROCEDURES

13.1/P 2 Rev 17 15 Aug 09

13.1.2 Preliminary cockpit preparation PF

PNF

ONBOARD DOCUMENT….……………..….......................CHECK (CM1) ENG MASTERS.......................................................CHECK OFF ENG MODE selector..............................................CHECK NORM L/G lever.................................................................CHECK DOWN WIPERS....................................................................................OFF BAT..........................................................................CHECK/AUTO EXT PWR...................................................................................ON APU FIRE.................................................................CHECK/TEST APU......................................................................................START * EXT PWR.......................................................................AS RQRD * COCKPIT LIGHT............................................................AS RQRD FLAPS..............................................................CHECK POSITION * SPD BRK LEVER.......................CHECK RET AND DISARMED * PARKING BRAKE.....................................................................ON * ACCU/BRAKES PRESS...……….....……........................CHECK ALTN BRAKING…….……………………………………..CHECK PROBE/WINDOW HEAT......................................................AUTO APU BLEED...............................................................................ON AIR COND panel......................................................................SET ELEC panel.........................................................................CHECK VENT panel.........................................................................CHECK * ECAM RECALL..................................................................PRESS * ECAM OXYPRESS/HYDQTY/ENGOIL QTY..................CHECK OEB in QRH ……………………………............................CHECK EMER EQPT......................................................................CHECK C/B panels……………………...….....…….…............…...CHECK RAIN REPELLENT………………………………………….CHECK * EXT WALK AROUND……………......….…................PERFORM

13.1/P 3

TASK SHARING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

13.1.3 Cockpit preparation PF * GEAR PINS & COVERS....................................CHECK OVER HEAD PANEL * RCDR GND CTL........................................................ON CVR..........................................................................TEST EVAC................................................................AS RQRD * ADIRS........................................................................NAV EXTERIOR LIGHTS........................................AS RQRD * SIGNS........................................................................SET LDG ELEV..............................................................AUTO * PACK FLOW...................................................AS RQRD BAT.......................................................................CHECK ENG FIRE.................................................CHECK/TEST AUDIO SWITCH....................................................NORM PA (3rd occupant)...............................................RECEPT MAINT PANEL.....................................................CHECK * CTR INSTRUMENT PANEL: STBY INSTRUMENTS……………......................CHECK CLOCK...................................................CHECK/ADJUST A/SKID N/W STRG.......................................................ON PEDESTAL: ACP1....................................................................CHECK * WEATHER RADAR..................................................SET SWITCHING PANEL.............................................NORM * ECAM STATUS...................................................CHECK * LDG ELEV (ECAM).................................CHECK AUTO COCKPIT DOOR…………………….………….CHECK * THRUST LEVERS.....................................CHECK IDLE * ENG MASTER............................................CHECK OFF * ENG MODE selector..............................CHECK NORM PARKING BRAKE PRESS.................................CHECK GRAVITY GEAR EXTN…….............CHECK STOWED ACP2..................................................,,,,,.............CHECK ATC.........................................................,,,,,..............SET RMP………………………………........……….….…SET * AIRFIELD DATA.........................RECORD on T/O card * ACAR …………………..…….....……......INITIALIZE * FMGS INITIALIZATION: ENGINE & AIRCRAFT TYPE.............................CHECK DATABASE VALID..............................................CHECK NAV AID DESELECTION...............................AS RQRD F-PLN INITIALIZATION...............................COMPLETE ALIGN IRS........................................AS APPROPRIATE F-PLN A.................................COMPLETE AND CHECK WINDS CLB/CRZ................................................INSERT F-PLN...................................................................CHECK SEC F-PLN.......................................AS APPROPRIATE RADIO NAV.......................................MANUALLY TUNE * FMGS DATA INSERTION: ZFCG, ZFW, BLOCK FUEL...............................INSERT TAKEOFF DATA.................................................INSERT PRESET SPEEDS..........................................AS RQRD

PNF

TASK SHARING A320/321 STANDARD OPERATING PROCEDURES

13.1/P 4 Rev 17 15 Aug 09

*COCKPIT SECURITY…………..….CHECK . When both pilots seated: * GLARESHIELD:

* GLARESHIELD:

GLARESHIELD INTEGRAL LIGHT…………AS RQRD BARO REF...................................................................SET FD....................................................................CHECK ON ILS (or LS ).....................................................AS RQRD ND mode and range....................................................SET VOR/ADF sel.....................................................AS RQRD FCU..............................................................................SET LATERAL CONSOLE: OXY MASK..............................................................TEST

BARO REF................................................SET FD.................................................CHECK ON ILS (or LS )..................................AS RQRD ND mode and range.................................SET VOR/ADF sel...................................AS RQRD

* PF INSTRUMENT PANEL: PFD-ND brightness……………….....….…….…ADJUST LOUDSPEAKER……………..………….……..…..…SET PFD-ND……………………………………...….....CHECK

* PNF INSTRUMENT PANEL: PFD-ND brightness…………..…..…ADJUST LOUDSPEAKER…………………………SET PFD-ND…………………..……......…CHECK * FMGS DATA CONFIRMATION: AIRFIELD DATA………………….CONFIRM IRS ALIGN…………………………....CHECK GW INSERTION……………………..CHECK TO DATA……………..CALCULATE/CHECK F-PLAN A and B………………….….CHECK * FUEL QUANTITY……………..……CHECK

* FUEL QUANTITY…..………………….…….….CHECK

LATERAL CONSOLE: OXY MASK............................................TEST

*FLIGHT INSTRUMENT CHECK….......................PERFORM (PF) * TAKEOFF BRIEFING………...…............PERFORM (PF)

13.1/P 5

TASK SHARING

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A320/321 STANDARD OPERATING PROCEDURES

13.1.4 Before pushback or start CM1

CM2 LOAD SHEET.…………….CHECK (CM1)

TAKEOFF DATA……….………CHECK T/O DATA.……………………………….....INSERT T/O DATA……………...........RECORD on T/O card 5 minutes before start: ATC CLEARANCE……………..RECORD on CFP ATC CLEARANCE………………….……..…OBTAIN (RECORD on T/O card) ATC CLEARANCE……………………………..…SET (Transponder code, ALT,HDG,SID,.) SEAT BELT, HARNESS…………..….......ADJUST SEAT BELT, HARNESS…………..…...........ADJUST MCDU……………………………..…...….PERF TO MCDU……………………….……….…….…....F-PLN EXT PWR………………………….……CHECK OFF BEFORE START C/L DOWN TO THE LINE When all doors are closed: SLIDES ARMING…………….………...….ORDER PUSHBACK/START CLEAR……………...…OBTAIN NWS TRG DISC........................CHECK AS RQRD A/SKID& N/W STRG………..…………..…AS RQRD WINDOWS/DOORS....................................CHECK WINDOWS................................................…...CHECK THR LEVERS...................................................IDLE BEACON.....................................................….........ON PARK BRAKE ACCU PRESS………........CHECK PARKING BRAKE...................................AS RQRD BEFORE START C/L BELOW THE LINE

13.1.5 Engine start CM1 ENG MODE SEL..........................................IGN/START ENGINE 2 START……………….……..…ANNOUNCE ENG MASTER SW 2.................................................ON START VALVE N2 IGNITER FUEL FLOW EGT CHECK N1 OIL PRESS START VALVE CLOSE .50% N2 CFM .43% N2 IAE ENG IDLE PARAMETERS.................................CHECK ENGINE 1 START…………………………ANNOUNCE REPEAT THE START SEQUENCE

CM2

13.1/P 6

TASK SHARING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

13.1.6 After start CM1

CM2

ENG MODE SEL........................................NORM APU BLEED...................................................OFF ENG ANTI ICE......................................AS RQRD WING ANTI ICE....................................AS RQRD APU MASTER SW.............................. AS RQRD

GND SPLRS.....................................................ARM RUD TRIM.......................................................ZERO FLAPS.................................................................SET PITCH TRIM.......................................................SET A/SKID& N/W STRG………………………….....ON ECAMDOOR PAGE....................................CHECK

If STS label is displayed: ECAM STATUS……………………..CHECK CLEAR TO DISCONNECT…...…..ANNOUNCE AFTER START C/L

13.1.7 Taxi CM1

CM2

LEFT SIDE…………………....….CHECK CLEARED NOSE LIGHT……………….….……..…………..TAXI PARKING BRAKE…….……….…….….………..OFF THRUST LEVERS.......................................AS RQRD BRAKES...........................................................CHECK FLT CTL...........................................................CHECK

TAXI CLEARANCE………..…..……..OBTAIN RIGHT SIDE……………...CHECK CLEARED ELAPSED TIME……..….………………….ON

FLT INST & FMA……….………………….….CHECK

BRAKES PRESS CHECK…………AS RQRD FLT CTL................................................CHECK AUTO BRAKE............................................MAX ATC CLEARANCE (if not received).......................................OBTAIN/SET TO DATA...............................................CHECK FMGS F-PLAN/SPD.............................CHECK FCU ALT/HDG............................................SET ATC CODE………………..….CONFIRM/SET BOTH FD........................................CHECK ON FLT INST & FMA…..….……………....CHECK PWS…………………………………..….AUTO RADAR……………..……....CHECK then OFF

TO BRIEFING………........... ..…….. ...................... CONFIRM (PF) CABIN REPORT……….....RECEIVE/CHECK TO CONFIG……………………..…….PRESS TO MEMO……………..….CHECK NO BLUE BEFORE TO C/L DOWN TO THE LINE

13.1/P 7

TASK SHARING

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A320/321 STANDARD OPERATING PROCEDURES

13.1.8 Before takeoff CM1

CM2 TAKEOFF/LINE UP CLEAR………....OBTAIN TCAS……………………………TA or TA/RA

APPROACH CLEAR OF TRAFFIC.............CHECK

SLIDING TABLE................................................STOW

BEFORE TO C/L BELOW THE LINE

EXTERIOR LIGHTS...................................SET QFU/THESHOLD………...………...CONFIRM SLIDING TABLE.....................................STOW CABIN CREW……..………………....ADVISE TERR ON ND……………………….AS RQRD RADAR…….…………………..…..AS RQRD PACKS 1+2.......................................AS RQRD BRAKE TEMP (if fans running)……..CHECK BRAKE FANS (if running)…………..…...OFF ENG MODE SEL……………….…..AS RQRD

13.1/P 8

TASK SHARING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

13.1.9 Takeoff PF TAKEOFF………………ANNOUNCE BRAKES...................................................RELEASE CHRONO......................................................START THRUST LEVERS...................50%N1(or1.05EPR) THRUST LEVERS..............................FLEX/TOGA

PNF CHRONO......................................................START ENG PARAMETER………...CHECK/ANNOUNCE

When thrust set, captain places hands on thrust levers until V1 DIRECTIONAL CONTROL……..…..US RUDDER ANNOUNCE......................................................FMA .Below 80KT: ...........................................................

. At100KT: 100KT…………………………….…………CHECK . At V1: ...................................................................... . At VR: ...................................................................... . When V/S positive : LDG GEAR UP………………………….…ORDER A/P.............................................................AS RQRD FMA…………………………………...ANNOUNCE . At thrust reduction alt: THRUST LEVERS...............................................CL FMA…………………………………...ANNOUNCE . At acceleration alt : FMA………………………………....ANNOUNCE . At F speed : FLAPS 1……………………………………ORDER . At S speed : FLAPS 0…………………………………...ORDER

PFD/ND....................................................CHECK N1(EPR)....................................................CHECK THRUST SET……………..ANNOUNCE PFD/ENG parameters.................................SCAN 100KTS ………………………….ANNOUNCE V1…………………………………...ANNOUNCE ROTATION…………………………ANNOUNCE POSITIVE CLIMB …………………ANNOUNCE L/G.....................................................SELECT UP GRND SPLRS.........................................DISARM EXTERIOR LIGHTS.......................................SET

PACK 1(If applicable).....................................ON

FLAPS1...................................................SELECT FLAPS 0..................................................SELECT PACK 2 (If applicable).....................................ON

13.1.10 After takeoff PF

PNF APU BLEED/MASTER SW.................AS RQRD ENG MODE SEL…..............................AS RQRD TCAS . ....................................................TA/RA ANTI ICE...............................................AS RQRD

AFTER TO/CLIMB C/L DOWN TO THE LINE

13.1/P 9

TASK SHARING

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A320/321 STANDARD OPERATING PROCEDURES

13.1.11 Climb PF

PNF

MCDU.....................................................PERF CLB FCU/FMGS........................................SET IF AP ON

MCDU..........................................................F-PLN FCU/FMGS..................................SET IF AP OFF

. At transition altitude : BARO REF........................................SET/XCHECK

BARO REF....................................SET/XCHECK

AFTER TO/CLIMB C/L BELOW THE LINE RADAR TILT...............................................ADJUST

ENG ANTI ICE......................................AS RQRD

. At 10000 feet : EFIS OPTION...........................................AS RQRD

LAND LIGHTS.....................................RETRACT SEAT BELTS.......................................AS RQRD EFIS OPTION.......................................AS RQRD ECAM MEMO.........................................REVIEW RADIO NAV...........CHECK Performed SEC F-PLN.........AS RQRD upon PF request OPT/MAXALT....... CHECK or approval

Before entering RVSM/RNP airspace: RVSM/RNP STATUS…………………..….CHECK

RVSM/RNP STATUS…………….…..….CHECK

13.1.12 Cruise PF

PNF

ECAM MEMO/SYS PAGES..........................REVIEW FLIGHT PROGRESS......................................CHECK FUEL...........................................................MONITOR NAV ACCURACY............................................CHECK RADAR TILT...................................................ADJUST CABIN TEMP...............................................MONITOR TCAS……………………………...……….…BELOW

13.1.13 Descent preparation PF LANDING DATA……………………...……...PREPARE (Record on LANDING card) LDG ELEV…………………………...………….CHECK FMGS……………………………...…………PREPARE GPWS LDG FLAPS 3…….……………...….AS RQRD AUTO BRAKE…………………………….LOW or MED APPR BRIEFING…………………………....PERFORM

PNF W/X DATA………...………..……..OBTAIN (Record on LANDING card) FMGS……………………………...CHECK

13.1/P 10

TASK SHARING

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A320/321 STANDARD OPERATING PROCEDURES

13.1.14 Descent PF DESCENT......................................................INITIATE FMA……………………………………..ANNOUNCE MCDU...................................PROG/PERF DESCENT DESCENT...................................................MONITOR SPEED BRAKES………………….............AS RQRD RADAR TILT……………………………....…ADJUST EFIS OPTION…………………………..............CSTR

PNF DESCENT CLEARANCE….……..….OBTAIN ANTI ICE……………………….……AS RQRD FMA.......................................................CHECK MCDU.....................................................F-PLN

At FL200 or TOD (if cruising below FL200): RADIO NAV………..…….MANUALLY TUNE/IDENT

CABIN CREW………..…………….…ADVISE SEAT BELTS…………………………...…..ON

When cleared to altitude and approaching transition level: BARO REF……………………………SET/X-CHECK TERR ON ND…………………..…………AS RQRD

BARO REF……………….… SET/X-CHECK TERR ON ND……………………….AS RQRD ECAM STATUS……….………..…..…CHECK

APPROACH C/L At 10000 ft:

ILS or LS P/B………………………..…AS RQRD SLIDING TABLE…………………..…….….....STOW If GPS PRIMARY

LANDING LIGHTS………..……….…...…..ON EFIS OPTION…………………...………CSTR ILS or LS P/B…………..….. .…AS RQRD SLIDING TABLE…………………… .…STOW

not available:

NAV ACCY…………...……………….……….CHECK

NAV ACCY……………………………..CHECK

13.1/P 11

TASK SHARING

Rev 17 15 Aug 09

A320/321 STANDARD OPERATING PROCEDURES

13.1.15

CAT I ILS Approach PF

PNF

Initial approach: ENG MODE sel………………………..AS RQRD Approx 15 Nm from touchdown: APPR PHASE……………………..……..ACTIVATE (or set Green Dot) POSITIONING……………………..…..MONITOR RADAR TILT………………………..……....ADJUST Intermediate/Final approach: When cleared for ILS approach: APPR................................................................PRESS BOTH AP .....................................................ENGAGE At green dot : FLAPS 1 ………………………………………..ORDER

NAV ACCY……………………….MONITOR

FLAPS 1 ...............................................SELECT

S SPEED…………………………………………………CHECK or SET ** . FMA .........................................................ANNOUNCE LOC CAPTURE …………………………MONITOR G/S CAPTURE………………….................MONITOR

TCAS ...........................................TA or TA/RA FMA..................................................... CHECK

GO AROUND ALT ................................................................SET ** At 2000 feet AGL FLAPS 2 ………………..…………………ORDER

FLAPS 2 .............................................SELECT

F SPEED …………………………………CHECK or SET ** When FLAPS 2 LDG GEAR DOWN ........................................ORDER

When L/G down, below VFE FLAPS 3…………………………………...…..ORDER When FLAPS 3, below VFE : FLAPS FULL ...................................................ORDER

LDG GEAR . ..........................SELECT DOWN AUTO BRAKE..................................CONFIRM GRND SPLRS ..........................................ARM EXTERIOR LIGHTS...................................SET FLAPS 3 ..............................................SELECT ECAM WHEEL PAGE .........................CHECK FLAPS FULL ......................................SELECT

VAPP ……………………………………………………CHECK or SET ** A/THR…………………... CHECK SPD or OFF WING A.ICE (if not required) .……….........OFF LDG MEMO……………..…CHECK NO BLUE CABIN CREW……………..…..………ADVISE

TASK SHARING A320/321 STANDARD OPERATING PROCEDURES

LDG C/L ANNOUNCE ANY FMA MODIFICATION

13.1/P 12 Rev 17 15 Aug 09

FLT PARAMETERS ...............CHECK Announce any deviation in excess of : V/S : 1000 feet/mn IAS : speed target + 10 kt ; VAPP – 5 knots LOC : 1/4 dot LOC GLIDE : 1 dot GS PITCH : 2.5° nose down 7.5°(for A321) / 10°(for A320) nose up BANK : 7°

At DA+100 Ft

100 ABOVE ……..MONITOR OR ANNOUNCE

At DA: CONTINUE OR GO-AROUND .............ANNOUNCE

MINIMUM..............MONITOR OR ANNOUNCE

Note: ** PF for AUTO APPR, PNF for MAN APPR

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13.1.16

CAT II ILS Approach CM1=PF

CM2=PNF

Apply standard techniques to be fully stabilized by FAF At 350 Ft RA Check ILS course on PFD

Check ILS course on PFD

Announce “LAND” when displayed on PFD Commence outside scanning

Monitor flight instruments ONLY Callout any warning/deviation At DH + 100 Ft Monitor auto callout “HUNDRED ABOVE At DH Monitor auto callout “MINIMUM”

If external visual references are sufficient Announce “CONTINUE” If Autoland is NOT performed Monitor auto callout or announce as Disconnect AP and land manually appropriate: 200 Ft,100 Ft, 50 Ft, 30 Ft Retard thrust levers to IDLE

20 Ft – “RETARD” If Autoland is performed Monitor auto callout or announce as appropriate: 200 Ft 100 Ft 50 Ft At 40 Ft RA Check “FLARE” on FMA and announce At 30 Ft RA

Monitor thrust reduction and flare by flight instrument

Monitor auto callouts

At 10 Ft RA – Auto callout “RETARD” Retard thrust levers to IDLE

Monitor engine parameters

Monitor lateral guidance by external references At TOUCH DOWN Check “ROLL OUT” on FMA and announce Select and control reverse thrust

Check reverse GREEN and announce Announce “70 Kt”

Disconnect AP at the end of Roll out (when leaving the RWY at the latest) If external visual references are NOT sufficient Announce “GO-AROUND, FLAPS” Apply standard Go-around procedure

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13.1.17

CAT III ILS Approach with DH CM1=PF

CM2=PNF

Apply standard techniques to be fully stabilized by FAF At 350 Ft RA Check ILS course on PFD

Check ILS course on PFD

Announce “LAND” when displayed on PFD Commence outside scanning

Monitor flight instruments ONLY Callout any warning/deviation At DH + 100 Ft Monitor auto callout “HUNDRED ABOVE At DH Monitor auto callout “MINIMUM”

If external visual references are sufficient Announce “CONTINUE” At 40 Ft RA Check “FLARE” on FMA and announce At 30 Ft RA Monitor thrust reduction and flare by flight instrument

Monitor auto callouts

At 10 Ft RA – Auto callout “RETARD” Retard thrust levers to IDLE

Monitor engine parameters

Monitor lateral guidance by external references At TOUCH DOWN Check “ROLL OUT” on FMA and announce Select and control reverse thrust

Check reverse GREEN and announce Announce “70 Kt”

Disconnect AP at the end of Roll out (when leaving the RWY at the latest) If external visual references are NOT sufficient Announce “GO-AROUND, FLAPS” Apply standard Go-around procedure

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13.1.18

CAT III ILS Approach without DH CM1=PF

CM2=PNF

Apply standard techniques to be fully stabilized by FAF At 350 Ft RA Check ILS course on PFD

Check ILS course on PFD

Announce “LAND” when displayed on PFD Monitor flight instruments

Callout any warning/deviation At 100 Ft RA

Announce “CONTINUE” if NO failure detected

Monitor auto callout

At 40 Ft RA Check “FLARE” on FMA and announce At 30 Ft RA Monitor thrust reduction and flare by flight instrument

Monitor auto callouts

At 10 Ft RA – Auto callout “RETARD” Retard thrust levers to IDLE

Monitor engine parameters

Monitor lateral guidance by external references At TOUCH DOWN Check “ROLL OUT” on FMA and announce Select and control reverse thrust

Check reverse GREEN and announce Announce “70 Kt”

Disconnect AP at the end of Roll out (when leaving the RWY at the latest)

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13.1.19

NON PRECISION APPROACH (MANAGED GUIDANCE)

(NON ILS APPROACH IN NAVIGATION DATA BASE AND NAVIGATION ACCURACY CHECKED POSITIVE) PF

PNF

Initial approach: ND MODE RANGE…..................…...ROSE VOR or ILS ND MODE RANGE………………AS RQRD BIRD……………………………………………….….ON ENG MODE sel…………………..AS RQRD Approx 15 Nm from touchdown: APPR PHASE…………………………………..ACTIVATE NAV ACCY……………………….MONITOR (or set Green Dot) POSITIONING…………………………………..MONITOR RADAR TILT……………………………………....ADJUST Intermediate/Final approach: When cleared for approach: APPR...................................................................PRESS At green dot : FLAPS 1 …………………………………….….ORDER

FLAPS 1 ...........................................SELECT

S SPEED…………………………………………………. CHECK or SET ** . FMA ...........................................................ANNOUNCE

TCAS ......................................TA or TA/RA FMA ............................................... CHECK

At S speed : FLAPS 2……………………………………..….ORDER

FLAPS 2 ……………….…………SELECT

F SPEED ………………………………………………… CHECK or SET ** When FLAPS 2: LDG GEAR DOWN ..........................................ORDER

When L/G down, below VFE : FLAPS 3.............................................................ORDER When FLAPS 3, below VFE : FLAPS FULL ……………………………..…….ORDER

LDG GEAR .........................SELECT DOWN AUTO BRAKE...............................CONFIRM GRND SPLRS . .....................................ARM EXTERIOR LIGHTS...............................SET FLAPS 3 ...........................................SELECT ECAM WHEEL PAGE ......................CHECK . FLAPS FULL ....................................SELECT

VAPP……………………………………………CHECK or SET ** A/THR…………….….CHECK SPEED or OFF WING A.ICE (if not required)……….….….OFF EXTERIOR LIGHTS……………………….SET LDG MEMO………………..CHECK NO BLUE CABIN CREW………………………ADVISE LDG C/L After the FAF: FINAL APP………………………….......................CHECK GO AROUND ALT………………………………………………..SET **

TASK SHARING A320/321 STANDARD OPERATING PROCEDURES

POSITION/FLT PATH………...MONITOR ANNOUNCE ANY FMA MODIFICATION

At MDA + 100 ft : At MDA/MDH CONTINUE OR GA .................ANNOUNCE

13.1/P 17 Rev 17 15 Aug 09

ALT/DME TABLE…………………..……...…........READ FLT PARAMETERS…………………….…….....CHECK Announce any deviation in excess of : V/S :1000 ft/mn IAS : speed target + 10 kt ; VAPP –5kt PITCH : 2.5° nose down :7.5°(for A321) / 10°(for A320) nose up BANK : 7° COURSE : 1/2 dot or 2.5° (VOR) ; 5° (ADF) ONE HUNDRED ABOVE…..MONITOR OR ANNOUNCE MINIMUM………….…..MONITOR OR ANNOUNCE

If required visual reference to continue the approach is achieved: AP (if ON)….………………….……………OFF FDs OFF..………………………….…..ORDER FDs…..……………..…………………….…..SELECT OFF RWY TRACK…………………………………….…….SET Note: ** PF for AUTO APPR, PNF for MAN APPR

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13.1.20 NON PRECISION APPROACH (SELECTED GUIDANCE) (NON ILS APPROACH NOT IN NAVIGATION DATA BASE OR NAVIGATION ACCURACY CHECKED NEGATIVE) PF

PNF

Initial approach: ND MODE RANGE……........................ROSE VOR or ILS ND MODE RANGE……………...…AS RQRD BIRD…………………………………………………..….ON ENG MODE sel…………….......…..AS RQRD TRACK……………………………………………..SELECT . Approx 15 Nm from touchdown: APPR PHASE…………………………………..ACTIVATE (or set Green Dot) POSITIONING…………………………………..MONITOR NAV ACCY………………………….MONITOR RADAR TILT……………………………………....ADJUST Intermediate/Final approach: At green dot : FLAPS1 …………………………………….……ORDER

FLAPS1 ...........................................SELECT

S SPEED……………………………………………. CHECK or SET ** . TCAS ........................................TA.or.TA/RA At S speed : FLAPS 2 ………………………………...............ORDER

FLAPS 2 ..........................................SELECT

F SPEED ……………………………………… CHECK or SET ** When FLAPS 2 LDG GEAR DOWN ....................................ORDER

When L/G down, below VFE : FLAPS 3 ......................................................ORDER When FLAPS 3, below VFE FLAPS FULL…………………………….....ORDER

LDG GEAR ................................SELECT DOWN AUTO BRAKE .....................................CONFIRM GRND SPLRS ..............................................ARM EXTERIOR LIGHTS.......................................SET FLAPS 3 .................................................SELECT ECAM WHEEL PAGE .............................CHECK FLAPS FULL……………………..…......SELECT

VAPP…………………………………………………CHECK or SET ** A/THR………………..CHECK SPEED or OFF WING A.ICE (if not required)………...……..OFF EXTERIOR LIGHTS…………......………….SET LDG MEMO………….………CHECK NO BLUE CABIN CREW………………...……..ADVISE LDG C/L At the FAF: GA ALTITUDE………………………………..…..…SET ** FINAL APPROACH FPA…….……………………SET **

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A320/321 STANDARD OPERATING PROCEDURES

POSITION/FLT PATH…………..MONITOR ANNOUNCE ANY FMA MODIFICATION

ALT/DME TABLE……………..……………….…..READ FLT PARAMETERS…….…………….………...CHECK Announce any deviation in excess of : V/S : 1000 ft/mn IAS : speed target + 10 kt ; VAPP –5kt PITCH : 2.5° nose down :7.5°(for A321)/10°(for A320) nose up BANK : 7° COURSE : 1/2 dot or 2.5° (VOR) ; 5° (ADF)

At MDA + 100 ft :

100 ABOVE ……………...MONITOR OR ANNOUNCE

At MDA/MDH CONTINUE OR GA .................ANNOUNCE

MINIMUM...........................MONITOR OR ANNOUNCE

If required visual reference to continue the approach is met: AP (if ON)….…………………............…OFF FDs OFF..…………………………...ORDER

FDs…..………………..…................……..SELECT OFF RWY TRACK………………….................………….SET

Note: ** PF for AUTO APPR, PNF for MAN APPR

13.1.21 Landing PF

PNF

In stabilized approach, at approx 30Ft: FLARE………………………..........;...PERFORM THRUST LEVERS………………….…........IDLE

ATTITUDE………………….........;;;;;;;;;;..MONITOR

At touchdown: REVERSE……………….....................AS RQRD BRAKES..…………….................….....AS RQRD At 70 Kt IAS:

CHRONOMETER………..………...………...START (When REV at IDLE) GRND SPLRS...……….….....CHECK/ ANNOUNCE REVERSERS……………......CHECK/ ANNOUNCE DECELERATION….…….…..CHECK/ ANNOUNCE 70 Kt…………………………………...ANNOUNCE

REV (If not IDLE)………………………...….IDLE At taxi speed: CM1 takes control for taxi

CM1 REVERSE……………………………...….STOW Before 20 Kt: AUTOBRK (if ON).……………...…DISENGAGE

CM2

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13.1.22 Go-around (with FD on) PF

PNF

THRUST LEVERS …………………......…...TOGA ROTATION ……………….………....…PERFORM GO-AROUND …………………….….ANNOUNCE FMA …………………………………...ANNOUNCE LDG GEAR UP ……………………….…...ORDER

FLAPS ……………….. ...RETRACT ONE STEP POSITIVE CLIMB ………………... ANNOUNCE

At GA thrust red. altitude : THRUST LEVERS ………………………..…….CL At GA accel altitude : SPEED ……………………………….… MONITOR

LDG GEAR ………...……………… SELECT UP NAV or HDG ………………….……...... SELECT

FLAPS .....................RETRACT ON SCHEDULE

13.1.23 Go-around (with FD Off) PF

PNF

THRUST LEVERS ……………...………….. TOGA ROTATION …………………………15° OF PITCH GO-AROUND …………………..……ANNOUNCE LDG GEAR UP ………………………..…. ORDER

FLAPS ……….................RETRACT ONE STEP POSITIVE CLIMB …….................. ANNOUNCE LDG GEAR …………………….... SELECT UP BIRD (if ON)……………………….SELECT OFF

At GA thrust red. altitude : THRUST LEVERS ………………..... KEEP TOGA At GA accel altitude : G DOT SPEED ………………………………………….. SELECT ** PITCH ………………………………..…… +10°/12° THRUST LEVERS …………………………..… .CL A/THR (if GA alt < 100 FEET) …………. ENGAGE AP (If OFF)………………………………..……...ON NAV or HDG ……………………………... SELECT OPEN CLIMB ……………………….……ENGAGE FMA ……………………………..…… ANNOUNCE

FDs …………………………………………… ON

FLAPS …………… RETRACT ON SCHEDULE

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13.1.24

AFTER LANDING CM1

CM2

GRND SPOILERS…………………..…..DISARM (signal for CM2 to commence after landing items)

LANDING LIGHTS…………….……..RETRACT (on CM1 request or approval) STROBE LIGHT……………………..…....AUTO OTHER EXT LIGHTS………..…….…AS RQRD RADAR ……………………………… OFF/STBY PREDICTIVE WINDSHEAR………….….....OFF ENG MODE selector ……………….…… NORM FLAPS ……………………..……1 or RETRACT TCAS……………………….……SET on standby ATC…………………………………….AS RQRD ANTI ICE……………………………....AS RQRD BRAKE TEMP…………………..…….….CHECK FD, ILS p/b………………………….……..…OFF

When RWY vacated:

AFTER LDG C/L When 3 minutes elapsed since reverse at IDLE:

“3 MIN ELAPSED”………...……….ANNOUNCE If one engine taxi in procedure is applicable: “ENG MASTER 2 OFF”……………………ORDER

ENG MASTER 2…………CONFIRM and OFF Y ELEC PUMP …….……………..…………..ON

2 minutes before parking position: APU START………….…………...….AS RQRD When signal man or docking guidance lights insight and checked: “TAXI LIGHTS OFF”.……………………....ORDER

TAXI/RWY TURN OFF LIGHTS…….…..OFF

Approaching parking position: SLIDES DISARMING……………..……ORDER

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A320/321 STANDARD OPERATING PROCEDURES

13.1.25 Parking CM1 ACCU PRESS……………….….………...CHECK PARKING BRK…………….…………….…….ON GPU………………………….…………AS RQRD ENG MASTER 1, 2………………….……….OFF GROUND CONTACT ……………… ESTABLISH BEACON LT …………………………………. OFF OTHER EXTERIOR LIGHTS ……….. AS RQRD SEAT BELTS ………………………………….OFF PARKING BRK ………………………. AS RQRD DUs …………………………..……………… DIM PARKING C/L

CM2 ANTI ICE……………….…….……... OFF APU BLEED………….…………………….….ON PACKs………………………………. AS RQRD Y ELEC PUMP (if ON)…………….….……OFF SLIDES DISARMED…….…….………..CHECK ELAPSED TIME …………………………. STOP FUEL PUMPS ……………………………… OFF ATC …………………………… SET on standby IRS PERFORMANCE …………………CHECK FUEL QTY ……………………………… CHECK STATUS ………………………………... CHECK BRAKE FAN ……………………………….. OFF DUs …………………………………………..DIM

13.1.26 Securing the aircraft CM1

CM2

PARKING BRK …………………....... CHECK ON ADIRS (1+2+3) ………………………........… OFF

OXY CREW SUPPLY ………………………OFF EXTERIOR LIGHTS ………………………. OFF MAINT BUS switch ………………..... AS RQRD APU BLEED ……………………………..... OFF APU MASTER switch ……………………... OFF EMER EXIT LIGHT ………………………... OFF NO SMOKING ……………………………... OFF EXT PWR ……………………………. AS RQRD BAT 1 + 2 …………………………………… OFF

SECURING THE A/C C/L