OMB SOPs VERSION 3 (1)

Airbus Standard Operating Procedures SOPs Updated: 24th May 2023 NOT FOR REAL WORLD USE 1 Disclaimer: The following document has been produced to be used in conjunction with Microsoft Flight Simulator 2020 (MSFS2020). The information within this document has been created to replicate real-world airline procedures. The intention of this document is to provide the flight simulator community an indepth look at what sort of information is published to real world commercial airline pilots so that they can perform their duties legally and safely. This document has been produced purely for entertainment purposes and SHOULD NOT be used for real world navigation or use. Please refer to your company OMA, OMB, FCOM, FCTM, Aerodrome Briefs and any other relevant NTC (notices to crew) for real world guidance and procedures. Updated: 24th May 2023 NOT FOR REAL WORLD USE 2 Contents Standard Operating Procedures .................................................... Page 5 Limitations ............................................................................ Page 6 Landing Flaps policy ................................................................. Page 8 General ................................................................................ Page 9 Normal Checklist use ................................................................. Page 9 Task sharing tables per stage of flight ............................................ Page 10 Standard Operating Procedures - Expanded Safety Exterior Inspection ......................................................... Page 26 Preliminary Cockpit Preparation ................................................... Page 26 Cockpit Preparation ................................................................ Page 37 Before Pushback or Start .......................................................... Page 47 At Pushback/Start Clearance ...................................................... Page 49 Engine Start .......................................................................... Page 51 Taxi .................................................................................. Page 59 Departure Change ...................................................................Page 65 Before Takeoff .......................................................................................................... Page 67 Takeoff ....................................................................................................................... Page 70 After Takeoff ............................................................................................................. Page 76 Climb ..................................................................................Page 77 Cruise ................................................................................ Page 80 Descent Preparation ................................................................ Page 82 Descent .............................................................................. Page 86 Approach Approach General .................................................................. Page 92 Approach Cross Reference table ................................................. Page 93 Surveillance Radar Approach ....................................................... Page 94 Stable Approach Criteria ........................................................... Page 96 Stable Approach Criteria for Circling Approach .................................. Page 98 Approach Speed Technique (Decelerated / Stabilised) ......................... Page 98 Discontinued Approach ............................................................. Page 99 Aircraft Configuration Management .............................................. Page 101 Aircraft Guidance Management Approach using LOC G/S guidance ............................................. Page 109 Approach using FINAL APP Guidance .......................................... Page 117 Approach using FINAL APP Guidance for RNP AR ............................ Page 121 Approach using FPA Guidance .................................................. Page 129 Circling Approach .................................................................. Page 133 RNAV Visual Approach ........................................................... Page 137 Visual Approach .....................................................................Page138 Updated: 24th May 2023 NOT FOR REAL WORLD USE 3 Landing Manual Landing ................................................................... Page 140 Automatic Landing ................................................................. Page 144 Go Around .......................................................................... Page 148 Balked Landing ..................................................................... Page 150 After Landing ....................................................................... Page 151 Parking ............................................................................. Page 156 Post Flight ......................................................................... Page 161 Securing the Aircraft .............................................................. Page 163 Appendix Runway surface condition code matrix and crosswind limitations ......... Page 165 RVSM Operations ................................................................. Page 166 Checklist .............................................................................................End of document Updated: 24th May 2023 NOT FOR REAL WORLD USE 4 Standard Operating Procedures The standard operating procedures contained within this document have been amended from real world Airbus standard operating procedures. The majority of airlines that operate the Airbus 320 CEO/NEO aircraft use the manufacturers recommended SOPs. Some airlines amend these SOPs and tweak them to their preference. Slight variations of these SOPs can be found online and one airlines procedures may differ slightly to another airlines procedures. However, the basic procedures remain more or less consistent with each other and there is no right or wrong way. The SOPs contained within this document are a combination of Airbus recommended procedures and procedures from other airlines that operate the Airbus 320 CEO/NEO. They are not bias toward any particular airline and should be perfectly useable within MSFS 2020. They also include many references towards flying the A319 and A321 in case these airframes become more readily available in the future. Working knowledge of aviation terms and is recommended to understand the contents of this document. Updated: 24th May 2023 NOT FOR REAL WORLD USE 5 Limitations Bank Angle Limitations Under no circumstances should the bank angle exceed 30° in manual flight. In exceptional circumstances, this can be increased to the aircraft limit commensurate with safety considerations. Wind limitations • The maximum take-off limitation is 35 knots (including gusts). NEO • The maximum take-off limitation is 38 knots (including gusts). CEO • The maximum landing limitation is 38 knots (including gusts). • The maximum tailwind is 15 knots for take-off and landing. • Autolands: • A319 - Headwind of 20 knots (15 knots for Single Engine) - Tailwind of 10 knots (5 knots with CONF FULL with airport elevation over 5,750 ft or CONF3) - Cross wind of 20 knots (10 knots for Single Engine) • A320 CEO - Headwind of 30 knots - Tailwind of 10 knots - Cross wind of 20 knots • A320 NEO - Headwind of 20 knots - Tailwind of 10 knots - Cross wind of 20 knots (15 knots for Single Engine NEO) • A321 NEO - Headwind of 15 knots - Tailwind of 10 knots - Cross wind of 10 knots • Contaminated runways may have lower limitations. See RCAM Table in the appendix. More restrictive limitations may be applied by the local authority. Madeira for example. A rolling take-off procedure is strongly advised when the crosswind exceeds 20 knots. Updated: 24th May 2023 NOT FOR REAL WORLD USE 6 Runway surface conditions limitations for take-off and landing It is strongly advised that take-off is not conducted on the following runway conditions: • Wet ice. • Water on top of compacted snow. • Dry snow or wet snow over ice. Landing performance (Dispatch) is not permitted for runways covered with wet ice or layered contaminants. In these circumstances, two destination alternates with adequate runway surface conditions shall be selected. Take off and landing is not permitted on runway reported at RWYCC 0. Taxi speed limitations Maximum taxi speed in a straight line is 30 knots. Maximum speed in a turn should not exceed 10 knots for a 90° turn. Single engine taxi limitations Single engine taxi is permitted provided both engines have been run at idle for a minimum of 3 minutes in order to prevent thermal shock. Single engine taxiing should be avoided in the following conditions: • If the taxi surface is slippery or contaminated with snow or ice • Low Visibility Procedures (LVPs) are in force. • Pushback completed via a ‘powerpush’ with the tug attached to the main landing gear. • Technical: • HYD: • All hydraulic systems are operating normally defects affecting any of the following systems • Yellow system electric pump is serviceable • ELEC: • GEN 1 is serviceable • APU GEN is serviceable • BLEED: • ENG 1 BLEED is serviceable • APU BLEED is serviceable • AIR CON: • PACK 1 is serviceable • L/G: • Normal and Alternate Braking systems are serviceable • Nose Wheel Steering operates normally Updated: 24th May 2023 NOT FOR REAL WORLD USE 7 Landing Flaps Policy The A320 family aircraft are certified for landing in CONF FULL and CONF3. A319/320: If the forecast tailwind at landing is greater than 10 knots, CONF FULL shall be used for landing. CONF3 should be considered, depending on the available runway length: • To improve go-around performance • If windshear/severe turbulence is considered possible during approach CONF3 landings also reduce noise on the approach and save fuel. It should be considered for this purpose provided: • Care is exercised to achieve a stable approach • No technical defects affecting landing performance • No runway contamination A321: CONF FULL is preferred for normal operations CONF3 landings shall not be performed for the purpose of fuel saving. CAUTION: CONF3 landing increases tail strike risk CONF3 should only be considered during normal operations, depending on available runway length: • To improve go-around performance • If windshear/severe turbulence is considered possible during approach To reduce tail-strike risk during CONF3 landing, it is recommended to increase VAPP to minimum VLS+10 (in flight landing performance shall be computed accordingly). CONF3 may also be required as per ECAM or QRH ABN PROCEDURES. Updated: 24th May 2023 NOT FOR REAL WORLD USE 8 Standard Operating Procedures General The following section explains the standard operating procedures (SOPs) to be followed when operating the aircraft. The items in the given procedures are listed in sequence and follows a standardised scan of cockpit panels. The task sharing has been condensed so that the setup of the aircraft for each stage of flight can be successfully accomplished in a single pilot environment. These ‘scans’ are to be performed by memory and assumes all systems are operating normally without any failures present. Normal checklist The normal checklist is located at the end of this document for ease of reference or printing. The purpose of the normal checklist is to verify the aircraft is set up correctly for the next stage of flight. This is normally conducted in a multi-crew environment. The appropriate checklist is requested by the pilot flying (PF) and read out by pilot monitoring (PM) in a challenge and response fashion. Given the limitations of the flight simulator, it is not possible to have this interaction so great care must be taken not to pay lip-service to the required response. As it will be a single pilot operation in most cases, it is worth running the checklist when the aircraft has stopped prior to a critical stage of flight (I.e. take-off). When airborne, choose an appropriate low workload period to run any necessary checklists. Checklist items with identified response: "AS RQRD" calls for the actual response for the current condition of the particular system. e.g. "ANTI ICE. ..... ENGINE ON" would be the response. For an checklist item with the " the value of the parameter. " response, the actual response shall state or add e.g. "BARO REF ..... QNH ONE ZERO ONE FOUR" would be the response. In summary, the normal checklists are NOT “TO DO” lists. They are to be run after the aircraft has been set up from memory for the next stage of flight. Updated: 24th May 2023 NOT FOR REAL WORLD USE 9 Task sharing tables for each stage of flight The following tables itemise each required step to set up the aircraft. These steps are run from memory in anticipation to running a specific checklist. Items in the SOPs marked by (*) are the only steps to be completed after a transit stop without flight crew change. Otherwise the new crew perform all the items. Note: Some cockpit switches may not be fully functional in MSFS. SAFTEY EXTERIOR INSPECTION CM1 (Captain) CM2 (First Officer) WHEEL CHOCKS .......................... CHECK L/G DOOR ..................... CHECK POSITION APU AREA .................................. CHECK PRELIMINARY COCKPIT PREPARATION CM1 CM2 Aircraft setup (safety checks before electrical power up:) WEATHER RADAR ............................. OFF PREDICTIVE WINDSHEAR ..................... OFF ENG MODE selector ...................... NORM ENG 1, 2 MASTER LEVERS ...................OFF L/G LEVER ................................... DOWN Both WIPER selectors ......................... OFF Batteries check/external power: BAT .................................. CHECK/AUTO EXT POWER ......................................ON APU fire test/APU start: APU FIRE TEST ......................... PERFORM APU START .............................. AS RQRD EXT POWER.............................. AS RQRD ADIRS: *All IR MODE selectors ....................... NAV Air Conditioning: AIR COND panel ........................ AS RQRD Cockpit check: SECURITY SEARCH ..................... AS RQRD EMER EQPT ............................... CHECK C/B panels ................................. CHECK RAIN REPELLENT ......................... CHECK GEAR PINS and COVERS ................. CHECK FAN COWL FLAGS ........................ CHECK COCKPIT DOOR LOCKING SYS ..........CHECK *Cockpit lights ........................... AS RQRD *Cockpit lights ........................... AS RQRD EFB Initialisation: *EFB .......................................... START *OFP......................... CHECK/DOWNLOAD NAV CHART DATABASE .................. CHECK *EFB .......................................... START *OFP......................... CHECK/DOWNLOAD NAV CHART DATABASE .................. CHECK Updated: 24th May 2023 NOT FOR REAL WORLD USE 10 PRELIMINARY COCKPIT PREPARATION CM1 CM2 Aircraft Acceptance: *ECAM RCL pb ......................... PRESS 3s *ECAM OXY PRESS ........................ CHECK *ECAM HYD QTY ...........................CHECK *ECAM ENG OIL QTY ..................... CHECK TECH LOG & MEL/CDL ITEMS ........... CHECK *AIRCRAFT ACCEPTANCE ............ PERFORM PRELIMINARY PERFORMANCE PREPARATION PF (Pilot Flying) PM (Pilot Monitoring) Preliminary Performance Determination: *MEL/CDL ITEMS ........................ AS RQRD *RTOW ................................... COMPUTE *RLDW ...................... COMPUTE AS RQRD Before Walkaround: *AIRPORT WEATHER DATA .............. OBTAIN *MEL/CDL ITEMS ........................ AS RQRD *RTOW ................................... COMPUTE *RLDW ...................... COMPUTE AS RQRD *NAV & LOGO LIGHTS ........................... ON *ACCU/BRAKE PRESS .....................CHECK *FLAPS ......................... CHECK POSITION *SPD BRK LEVER .................... CHECK RET *PARKING BRAKE ............................... ON *EXTERIOR WALKAROUND ........... PERFORM Updated: 24th May 2023 NOT FOR REAL WORLD USE 11 COCKPIT PREPARATION PF PM Overhead Panel: *ALL WHITE LIGHTS ................. EXTINGUISH *RCRD GND CTL ................................ ON CVR TEST ................................... PRESS EVAC sw ....................................... CAPT EXTERIOR LIGHTS ............................. SET *SIGNS panel ................................... SET PROBE/WINDOW HEAT .................... AUTO LDG ELEV ......................................AUTO *PACK FLOW ............................. AS RQRD PACK 1 & 2 ............................... AS RQRD ELEC panel ................................ CHECK BAT ......................................... CHECK FUEL MODE SEL .................. CHECK AUTO ENG FIRE ............................ CHECK/TEST AUDIO SWITCHING ........................ NORM PA (3rd occupant) ......................... RECEPT MAINT panel ............................... CHECK CTR Instrument Panel: *ISIS ......................................... CHECK *CLOCK ............................... CHECK/SET *A/SKID & N/W STRG ............................ ON Pedestal: *RMP .............................. CHECK ON/SET *ACP ............................... CHECK ON/SET *COCKPIT DOOR sw ....................... NORM SWITCHING panel ......................... NORM *THRUST LEVERS ............................. IDLE *ENG 1, 2 MASTER LEVERS ................... OFF *ENG MODE selector...................... NORM *PARKING BRAKE ..................... CHECK ON GRAVITY GEAR EXTN......... CHECK STOWED *TRANSPONDER ............................. STBY COCKPIT PREPARATION (CONT) PF PM FMS Preparartion: ENGINE & A/C TYPE ...................... CHECK FM DATABASE VALIDITY .................. CHECK *NAVAID DESELECTION ................ AS RQRD *INIT A.................................. COMPLETE *ADIRS POSITION ....................... AS RQRD *F-PLAN ................ COMPLETE AND CHECK *RADIO NAV ................................. CHECK *INT B .................... ENTER PLANNED DATA *PERF ....................................... CHECK *SEC F-PLAN ................. AS APPROPRIATE *FMS PREPARATION ............ CROSSCHECK Updated: 24th May 2023 NOT FOR REAL WORLD USE 12 COCKPIT PREPARATION (CONT) PF PM Glareshield: *BARO REF ................... SET/CROSSCHECK *ALTIMETERS ............................. CHECK *FD ...................................... CHECK ON *LS ......................................... AS RQRD *ND mode & range ...................... AS RQRD *VOR/ADF selector ..................... AS RQRD *FCU .............................................. SET *BARO REF ................... SET/CROSSCHECK *ALTIMETERS ............................. CHECK *FD ...................................... CHECK ON *LS ......................................... AS RQRD *ND mode & range ...................... AS RQRD *VOR/ADF selector ..................... AS RQRD Lateral Console and Instrument Panel: OXYGEN MASK.......................... .... TEST OXYGEN MASK ............................... TEST PFD/ND BRIGHTNESS ................. AS RQRD PFD/ND BRIGHTNESS ................. AS RQRD LOUDSPEAKER knob .........................SET LOUDSPEAKER knob .........................SET *PFD/ND.................................... CHECK *PFD/ND.................................... CHECK *LDG ELEV (ECAM) ......................... CHECK *IRS ALIGN ................................. CHECK *ECAM STATUS ........................... CHECK *FOB ........................................ CHECK *FOB ........................................ CHECK *NAV CHARTS............................ PREPARE *NAV CHARTS............................ PREPARE *COCKPIT PREPARATION CHECKLIST ........................................................................ COMPLETE BEFORE PUSHBACK OR START PF PM Weight and balance: Preliminary load sheet ..................... OBTAIN W&B data ...................................CHECK ZFW/ZFW CG ..........ENTER IN SCRATCHPAD "W&B Validation".....................ANNOUNCE ZFW/ZFWCG .................... INSERT IN INIT B EFB/MCDU TOW ....................... COMPARE Takeof f Performance: "Performance Validation" .......... ANNOUNCE Takeoff data ........................... .COMPUTE Takeoff data .................... INSERT IN MCDU TAKE OFF DATA CROSSCHECK ...... ANNOUNCE EFB/MCDU & T/O Perf data ........... COMPARE SEATING POSITION ...................... ADJUST MCDU ..................................... PERF TO WINDOWS ................................ CLOSED Preliminary load sheet ..................... OBTAIN W&B data ...................................CHECK "W&B Validation" .............. "CROSSCHECK" EFB/MCDU TOW ....................... COMPARE Takeoff data .............................COMPUTE EFB/MCDU & T/O Perf data ........... COMPARE SEATING POSITION ...................... ADJUST MCDU ......................................... F-PLN WINDOWS ................................ CLOSED LMC ......................................... CHECK LMC ......................................... CHECK W&B DATA ............. RE-COMUTE & VALIDATE TAKE OFF PERFORMANCE ....... RE-COMPUTE W&B DATA ............. RE-COMUTE & VALIDATE TAKE OFF PERFORMANCE ....... RE-COMPUTE WELCOME PA (CM1) .................. PERFORM EXT POWER ......................... CHECK AVAIL DOORS ........................... CHECK CLOSED SLIDES ............................ CHECK ARMED Updated: 24th May 2023 NOT FOR REAL WORLD USE 13 AT PUSHBACK/START CLEARANCE PF PM PUSHBACK/START CLEARANCE ................................ OBTAIN (FROM GROUND CREW) BEACON ..........................................ON PED ....................................... FLT MODE PUSHBACK/START CLEARANCE ................................ OBTAIN (FROM ATC) TRANSPONDER .............................. AUTO PED ....................................... FLT MODE If pushback is not required: BEFORE START CHECKLIST .......................................................................................... COMPLETE If pushback is required: N/W STEER DISC MEMO .................. CHECK BEFORE START CHECKLIST .......................................................................................... COMPLETE ELAPSED TIME ............................. START ENGINE START PF PM THR LEVERS ................................... IDLE ENG START ............................. MONITOR ENG MODE selector ................. IGN/START ENG 1 START ......................... ANNOUNCE ENG 1 MASTER LEVER ......................... ON ENG IDLE PARAMETERS ................. CHECK Repeat the start sequence for Eng 2 if OETO not being performed ENG MODE selector ...................... NORM APU BLEED ...................................... OFF ENG ANTI ICE ............................ AS RQRD WING ANTI ICE........................... AS RQRD APU MASTER ............................ AS RQRD Y ELEC PUMP ............................ AS RQRD On completion of PF after start flow pattern: GND SPLRS .................................... ARM RUD TRIM ...........................CHECK ZERO FLAPS ............................................ SET PITCH TRIM .....................................SET If no OETD: ECAM STATUS ............................ CHECK ECAM STATUS ............................ CHECK AFTER START CHECKLIST............................................................................................. COMPLETE TAXI CLEARANCE .......................... OBTAIN If OETD: TAXI CLEARANCE .......................... OBTAIN Updated: 24th May 2023 NOT FOR REAL WORLD USE 14 TAXI PF PM EXTERIOR LIGHTS ............................. SET PARKING BRAKE ...............................OFF BRAKES ......................................CHECK If OETD, at a suitable point and in a straight line: ENG 2 START ............................REQUEST ECAM STATUS. ........................... CHECK Y ELEC PUMP ................................... OFF APU BLEED ...................................... ON ENG MODE selector ................. IGN/START ENG 2 START ......................... ANNOUNCE ENG 2 MASTER LEVER ......................... ON ENG IDLE PARAMETERS ................. CHECK ENG MODE selector ...................... NORM APU BLEED ...................................... OFF APU MASTER ............................ AS RQRD ENG ANTI ICE ............................ AS RQRD WING ANTI ICE........................... AS RQRD ECAM STATUS. ........................... CHECK AFTER START CHECKLIST............................................................................................. COMPLETE In all cases: F/CTL ....................................... CHECK PFD/ND ...................................... CHECK FMA ......................................... CHECK TERR ON ND ............................. AS RQRD SLIDING TABLE .............................. STOW EFB ........................................ AS RQRD Departure Briefing (PEDS): F/CTL ....................................... CHECK ATC CLEARANCE ........................ CONFIRM PFD/ND ...................................... CHECK BOTH FD ............................... CHECK ON FMA ......................................... CHECK AUTO BRAKE .................................. MAX TRANSPONDER ................... CONFIRM/SET ENG MODE selector ................... AS RQRD WX RADAR ....................................... ON PRED WINDSHEAR ............................. ON TERR ON ND ............................. AS RQRD T.O CONFIG pb ............................. PRESS T.O MEMO ...................... CHECK NO BLUE SLIDING TABLE .............................. STOW EFB ........................................ AS RQRD T.O PERFORMANCE .................... CONFIRM EOSID .................................... CONFIRM FMS F-PLN/SID ........................... CHECK FCU ALT.................................... CHECK TAXI CHECKLIST .............................................................................................................. COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 15 DEPARTURE CHANGE PF PM FMS F-PLN/SID ............... REVISE AS RQRD FCU ALTITUDE .......................CHECK/SET TAKEOFF DATA................ REVISE AS RQRD FCU ALTITUDE .......................CHECK/SET TAKEOFF DATA................ REVISE AS RQRD FLAPS .................................. CHECK/SET DEPARTURE RE-BRIEFING ...................................................................... COMPLETE DEPARTURE CHANGE CHECKLIST ...............................................................................COMPLETE BEFORE TAKEOFF PF PM TAKE OFF RUNWAY .................... CONFIRM APPROACH .................. CLEAR OF TRAFFIC CABIN REPORT ...........................RECEIVE BRAKE TEMP .............................. CHECK BRAKE FANS (if on) ............................ OFF LINE-UP CLEARANCE ..................... OBTAIN TCAS .......................................... TA/RA TAKE OFF RUNWAY .................... CONFIRM APPROACH .................. CLEAR OF TRAFFIC EXTERIOR LIGHTS ............................. SET ANTI ICE .................................. AS RQRD PACKS 1 & 2 ................................... OFF LINE UP CHECKLIST ...................................................................................................... COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 16 TAKEOFF PF PM TAKEOFF CLEARANCE .................... OBTAIN EXTERIOR LIGHTS ............................. SET TAKEOFF ............................. ANNOUNCE CHRONO ...................................... START CHRONO ...................................... START SIDESTICK ............................... AS RQRD BRAKES................................... RELEASE THRUST LEVERS .................... FLX or TOGA The Capt places their hands on the thrust levers until V1 DIRECTIONAL CONTROL ......... USE RUDDER PFD/ND .................................. MONITOR N1 ........................................... CHECK THRUST SET ..........................ANNOUNCE PFD & ENG INDICATION .............. MONITOR Below 80 knots: At 80 knots: SIDESTICK ............................... RELEASE ONE HUNDRED KNOTS ............. ANNOUNCE At 100 knots: 100 knots ......................... CROSSCHECK ANNOUNCE ........................... "CHECKED" At V1: V1 ....................................... ANNOUNCE At VR: ROTATION ................................... ORDER ROTATION ............................... PERFORM When positive climb: POSITIVE CLIMB .....................ANNOUNCE L/G UP ...................................... ORDER L/G ..................................... SELECT UP AP ......................................... AS RQRD Updated: 24th May 2023 NOT FOR REAL WORLD USE 17 TAKEOFF (CONT) PF PM At the thrust reduction altitude: THRUST LEVERS ................................ CL PACK 1 & 2 ....................................... ON At F speed: FLAPS 1 ..................................... ORDER FLAPS 1 .................................... SELECT At S speed: FLAPS 0 ..................................... ORDER FLAPS 0 .................................... SELECT GND SPLRS ............................... DISARM L/G ...................................... CHECK UP EXTERIOR LIGHTS ............................. SET LANDING LIGHTS ....................... RETRACT SEAT BELT SIGN ............................ CYCLE AFTER TAKEOFF PF PM If the APU was used to supply the air conditioning during takeoff: APU BLEED ...................................... OFF APU MASTER ................................... OFF ENG MODE selector ................... AS RQRD ANTI ICE .................................. AS RQRD CLIMB PF PM MCDU .................................... PERF CLB MCDU ......................................... F-PLN Latest at transition altitude: SET STD .............................. ANNOUNCE BARO REF ............................ STD CHECK BARO REF ................... STD CROSSCHECK CRZ FL.................................... AS RQRD RADAR ......................... AS APPROPRIATE ENG ANTI ICE ............................ AS RQRD After passing FL100/10,000 ft: COST INDEX ................................. ZERO EFIS OPTION .................................. ARPT NAVAIDS .................................... CLEAR SEC F-PLN ............................... AS RQRD LANDING LIGHTS ......... CHECK RETRACTED SEAT BELTS .............................. AS RQRD EFIS OPTION .................................. ARPT NAVAIDS .................................... CLEAR SEC F-PLN ............................... AS RQRD Updated: 24th May 2023 NOT FOR REAL WORLD USE 18 CRUISE PF PM COST INDEX ........................... RE-INSERT ECAM MEMO .............................. REVIEW ECAM MEMO .............................. REVIEW ECAM SD PAGES ......................... REVIEW ECAM SD PAGES ......................... REVIEW FLIGHT PROGRESS ....................... CHECK FLIGHT PROGRESS ....................... CHECK OFP NAV LOG ........................ COMPLETE FUEL...................................... MONITOR FUEL...................................... MONITOR If GPS PRIMARY LOST: ACARS DELAY ........................ COMPLETE NAV ACCURACY ........................ MONITOR RVSM .........................................CHECK RADAR ......................... AS APPROPRIATE DESCENT PREPARATION PF PM WEATHER & LDG INFO .................... OBTAIN NAV CHARTS ............................. PREPARE STATUS PAGE ............................. CHECK LANDING CONDITIONS ................ CONFIRM LANDING PERFORMANCE ............. AS RQRD LANDING PERFORMANCE ............. AS RQRD FMS........................................ PREPARE FMS........................................ PREPARE GPWS LDG FLAP 3 ..................... AS RQRD GPWS LDG FLAP 3 ..................... AS RQRD LDG ELEV .................................. CHECK LDG ELEV .................................. CHECK AUTO BRK ................................ AS RQRD AUTO BRK ................................ AS RQRD FMS PREPARATION ............ CROSSCHECK NAV CHARTS ............................. PREPARE ARRIVAL BRIEFING............................................................................... COMPLETE RADAR ............... ADJUST AS APPROPRIATE ANTI ICE .................................. AS RQRD DESCENT CLEARANCE .................. OBTAIN CLEARED ALTITUDE ON FCU ................ SET Updated: 24th May 2023 NOT FOR REAL WORLD USE 19 DESCENT PF PM DESCENT .................................. INITIATE MCDU ............................PROG/PERF DES MCDU ......................................... F-PLN DESCENT ..................... MONITOR/ADJUST TERR ON ND ............................. AS RQRD TERR ON ND ............................. AS RQRD By FL200: ISIS ........................................ SET QNH CPDLC .............................. DISCONNECT Before passing 10,000 ft or 10 min prior to landing: PA ...... "Cabin Crew, Prepare cabin for landing" SEAT BELTS ...................................... ON On passing 10,000 ft: EFIS OPTIONS............................... CSTR EFIS OPTIONS............................... CSTR LS pb ...................................... AS RQRD LS pb ...................................... AS RQRD NAVAIDS ....................... AS RQRD/CHECK If GPS PRIMARY LOST: NAV ACCURACY .......................... CHECK SLIDING TABLE .............................. STOW EFB ........................................ AS RQRD ENG MODE selector ................... AS RQRD SLIDING TABLE .............................. STOW EFB ........................................ AS RQRD LANDING LIGHTS ....................... AS RQRD When cleared to descend to an altitude: SET QNH ............................. ANNOUNCE BARO REF ........................... QNH CHECK BARO REF ................... QNH CROSSCHECK APPROACH CHECKLIST .................................................................................................COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 20 APPROACH PF PM Initial approach: F-PLN SEQUENCING ...................... ADJUST Approx 15nm from touchdown: APPR PHASE .................. CHECK/ACTIVATE MANAGED SPEED ........................ CHECK FLIGHT PATH ........................... MONITOR SPEED BRAKE lever ................... AS RQRD NAV ACCURACY ........................... CHECK RADAR ............... ADJUST AS APPROPRIATE (If not GPS PRIMARY) Intermediate/Final approach: At green dot: FLAPS 1 .....................................ORDER FLAPS 1..................................... SELECT S SPEED ....................................................................................... CHECK or SET* Passing Final Approach Fix (FAF) or Final Descent Point (FDP): PASSING FIX/ALTITUDE............... CONFIRM PASSING (FIX NAME) and ALTITUDE ............................. ANNOUNCE Latest by 2,000 ft / 6nm from runway threshold (decelerated approach): FLAPS 2 ..................................... ORDER FLAPS 2 .................................... SELECT F SPEED ........................................................................................ CHECK or SET* When FLAPS 2: L/G DOWN ...................................ORDER L/G ................................. SELECT DOWN AUTO BRAKE ........................... CONFIRM GND SPLRS .................................... ARM EXTERIOR LIGHTS ............................. SET When L/G down: FLAPS 3 .....................................ORDER FLAPS 3 .................................... SELECT ECAM WHEEL PAGE ...................... CHECK For FLAPS FULL landing and when FLAPS 3: FLAPS FULL ............................... ORDER FLAPS FULL ............................... SELECT SPEED TARGET .............................................................................. CHECK or SET* A/THR ........ CHECK IN SPEED MODE or OFF WING A.ICE (if not RQRD) ...................... OFF LDG MEMO ..................... CHECK NO BLUE CABIN REPORT ......................... RECEIVED LANDING CHECKLIST .....................................................................................................COMPLETE *PF for automatic approach / PM for manual approach Updated: 24th May 2023 NOT FOR REAL WORLD USE 21 APPROACH (CONT) PF PM FLIGHT PARAMETERS ................. MONITOR ANY EXCEEDANCE .................. ANNOUNCE At 1,000 ft above TDZE: AUTO CALLOUT ..... MONITOR or ANNOUNCE ONE THOUSAND ...................... CONFIRM At 500 ft RA: APPROACH STABLE................... CONFIRM AUTO CALLOUT ..... MONITOR or ANNOUNCE APPROACH STABLE ................ANNOUNCE Or GO-AROUND ............................... ORDER MANUAL LANDING PF PM AP................................................. OFF Around 30 ft RA: FLARE ................................... PERFORM THRUST levers ................................ IDLE ATTITUDE ............................... MONITOR At touchdown: DEROTATION .............................. INITIATE BOTH REVERSER LEVERS .......REV MAX/IDLE GND SPLRS .................CHECK/ANNOUNCE DIRECTIONAL CONTROL ............... ENSURE REVERSERS ................. CHECK/ANNOUNCE If autobrake is selected: AUTO BRK ............................... MONITOR DECELERATION............. CHECK/ANNOUNCE If landing without autobrake: BRAKES .................................. AS RQRD DECELERATION............. CHECK/ANNOUNCE At 70 knots: SEVENTY KNOTS .................... ANNOUNCE BOTH REVERSER LEVERS ................... IDLE At taxi speed: REVERSERS .................................. STOW Before 20 knots: AUTO BRK ................................ DISARM Updated: 24th May 2023 NOT FOR REAL WORLD USE 22 AUTOMATIC LANDING PF PM At 350 ft RA: LAND on FMA ............... CHECK/ANNOUNCE ILS COURSE................................. CHECK At 40 ft RA: FLARE on FMA .............. CHECK/ANNOUNCE FLARE ................................... MONITOR At 30 ft RA: THRUST IDLE .............................. CHECK At 10 ft RA: "Retard" THRUST LEVERS .............................. IDLE LATERAL GUIDANCE .................. MONITOR At touchdown: ROLL OUT on FMA ........ CHECK/ANNOUNCE GND SPLRS .................CHECK/ANNOUNCE BOTH REVERSER LEVERS ...... REV MAX/IDLE REVERSERS ................. CHECK/ANNOUNCE DIRECTIONAL CONTROL ............. MONITOR AUTO BRK ............................... MONITOR DECELERATION............. CHECK/ANNOUNCE At 70 knots: SEVENTY KNOTS .................... ANNOUNCE BOTH REVERSER LEVERS ................... IDLE Before 20 knots: AUTO BRK ................................ DISARM End of rollout: REVERSERS .................................. STOW AP................................................. OFF Updated: 24th May 2023 NOT FOR REAL WORLD USE 23 GO AROUND PF PM Simultaneously apply the following three actions: THR LEVERS .. TOGA or TOGA then FLEX/MCT ROTATION (if AP disconnected) ....... PERFORM "GO-AROUND, FLAPS!" ............. ANNOUNCE FLIGHT PARAMETERS ................. MONITOR FLAPS. .................... RETRACT ONE STAGE FMA .......................... CHECK/ANNOUNCE FMA ......................................... CHECK POSITIVE CLIMB .....................ANNOUNCE L/G UP ...................................... ORDER L/G. ....................................... RETRACT NAV or HDG .............................. AS RQRD AP ......................................... AS RQRD At G/A thrust reduction altitude: THRUST LEVERS ................................ CL At go-around acceleration altitude: SPEED TARGET ........................ MONITOR At 'F' Speed: FLAPS 1 ..................................... ORDER FLAPS 1 .................................... SELECT At 'S' Speed: FLAPS 0 ..................................... ORDER FLAPS 0 .................................... SELECT GND SPOILERS ........................... DISARM L/G ...................................... CHECK UP EXTERIOR LIGHTS ............................. SET AFTER LANDING PF PM When vacating the runway: GND SPLRS ................................DISARM EXTERIOR LIGHTS ............................. SET WX RADAR ...................................... OFF PREDICTIVE WINDSHEAR ..................... OFF ENG MODE selector ...................... NORM FLAPS ..................................... RETRACT TCAS ........................................... STBY ANTI ICE .................................. AS RQRD PACK 2.................................... AS RQRD GPWS LDG FLAP 3 ............................ OFF APU................ WHEN APPROPRIATE START FCU pb .................................. DESELECT TERR ON ND .................................... OFF BRAKE TEMP ........................... MONITOR BRAKE FAN .............................. AS RQRD Updated: 24th May 2023 NOT FOR REAL WORLD USE 24 PARKING CM1 CM2 EXT LIGHTS .....................................SET ACCU PRESS............................... CHECK PARKING BRK .................................... ON PA ....................................................................... "CABIN CREW DISARM DOOR FOR ARRIVAL" ANTI ICE ......................................... OFF Y ELEC PUMP ................................... OFF ENG 1, 2 MASTER LEVERS ...................OFF SLIDES ........................ CHECK DISARMED SEAT BELTS .....................................OFF BEACON LT ..................................... OFF WING LIGHT ................................... OFF PHONE ...........................................ON EFB TRANSMITTING MODE ....................ON ELAPSED TIME .............................. STOP TRANSPONDER ................ STBY/CODE 2000 PACK 1 & 2 ...................................... OFF FUEL PUMPS/XFR ...................... AS RQRD EFB TRANSMITTING MODE ....................ON PARKING CHECKLIST .................................................................................................... COMPLETE ECAM STATUS ............................ CHECK TECH LOG ............................. COMPLETE IRS PERFORMANCE ...................... CHECK FUEL QUANTITY .......................... CHECK BRAKE FAN .............................. AS RQRD APU BLEED .............................. AS RQRD EXT POWER ......................................ON APU .............................................. OFF SECURING THE AIRCRAFT CM1 CM2 PARK BRAKE .......................... CHECK ON EFB ........................................ AS RQRD DU's .............................................. DIM All IR MODE selectors ......................... OFF EFB ........................................ AS RQRD DU's .............................................. DIM OXY CREW SUPPLY............................OFF EXTERIOR LIGHTS ............................ OFF APU BLEED ...................................... OFF APU MASTER ................................... OFF EMER EXIT LT ................................. OFF NO SMOKING .................................. OFF BAT 1 & 2 ........................................ OFF SECURING THE AIRCRAFT CHECKLIST .......................................................................COMPLETE If GPU Available: MAINT BUS ....................................... ON EXT PWR......................................... OFF Keeping the consistency and discipline with the SOPs ensures that items and tasks do not get missed and the flight is performed as economically and safely as possible. It takes a while for these scans to become embedded into memory and although it seems like a lot to learn, the rewards are there once mastered! Updated: 24th May 2023 NOT FOR REAL WORLD USE 25 Standard Operating Procedures - Expanded Safety Exterior Inspection This inspection ensures that the aircraft and its surroundings are safe for operations. On arriving at the aircraft check for obstructions in the vicinity, e.g. engineering activity, refuelling, etc. WHEEL CHOCKS ............................................................................................. CHECK If the wheel chocks are not in position, the flight crew must check that the parking brake is set with sufficient accumulator pressure. LANDING GEAR DOORS ............................................................... CHECK POSITION WARNING: Do not pressurise the green hydraulic system without clearance from ground personnel, if any gear door is open. Remember that the green hydraulic system is pressurised if the yellow system is pressurised and the PTU is on AUTO. APU AREA ........................................................................................................ CHECK Observe that the APU inlet and outlet are clear. Preliminary Cockpit Preparation The prelim cockpit preparation is completed as flow patterns The flight crew performs the preliminary cockpit preparation to ensure that all required safety checks are completed. Aircraft setup These checks shall be completed before electrical power is applied to the aircraft systems. Weather Radar RADAR sw................................................................................................................ OFF WINDSHEAR/PWS sw ............................................................................................OFF ENG ENG MODE selector ........................................................................................... NORM ENG 1, 2, MASTER LEVERS ................................................................................. OFF L/G L/G Lever ............................................................................................................ DOWN WIPERS Both WIPER Selectors ........................................................................................... OFF Updated: 24th May 2023 NOT FOR REAL WORLD USE 26 Preliminary Aircraft Setup Flow: 1. 2. 3. 4. 5. RADAR & PRED W/S ........................................................................................ OFF ENG MODE selector .....................................................................................NORM ENG 1 & 2 MASTER LEVERS.......................................................................... OFF L/G LEVER .................................................................................................... DOWN BOTH WIPER selectors .................................................................................... OFF Updated: 24th May 2023 NOT FOR REAL WORLD USE 27 Batteries Check/External Power • IF the aircraft has not been electrically supplied for 6 h or more, perform the following check: • BAT 1 pb and BAT 2 pb .................................................................... CHECK OFF • BAT 1 and 2 Voltage .......................................................... CHECK ABOVE 25.5v Battery voltage above 25.5 v ensures a charge above 50%. This is also the minimum charge required for APU FIRE TEST/APU START WARNING: Do not perform APU fire test if battery voltage is at or below 25.5v as this may result in the discharge of the APU fire extinguisher bottle. • IF the battery voltage is at or below 25.5 v: A charging cycle of about 20 min is required. • BAT 1 pb and BAT 2 pb. .............................................................................. AUTO • EXT PWR pb-sw ............................................................................................... ON Check on the ELEC SD page, that the battery contactor is closed and the batteries are charging. After 20 mins • BAT 1 + 2 pb ..................................................................................................... OFF • BAT 1 and 2 Voltage .......................................................... CHECK ABOVE 25.5v • BAT 1 + 2 pb .................................................................................................. AUTO • If battery voltage is above 25.5 v: • BAT 1 pb and BAT 2 pb ............................................................................... AUTO If the APU is started on batteries only, it should be started within 30 mins after the selection of batteries to AUTO (35 mins after battery selection to AUTO, the battery charge is less than 25% of maximum capacity) • IF the aircraft has been electrically supplied during the last 6 h: • BAT 1 pb and BAT 2 pb ............................................................................... AUTO • If AVAIL light in on: • EXT PWR pb sw................................................................................................ ON Updated: 24th May 2023 NOT FOR REAL WORLD USE 28 APU fire test/APU test WARNING: The automatic shutdown of the APU and the discharge of the APU fire extinguisher bottle may occur if the flight crew presses the APU fire test pb for more than 3 seconds. APU FIRE TEST APU FIRE pb sw ................................................................ CHECK IN and GUARDED AGENT lights ............................................................................................ CHECK OFF APU FIRE TEST pb.................................................................. PRESS and MAINTAIN TEST RESULT: Check that the APU fire detection and extinguishing system is operative: • APU FIRE warning on (if AC power available) - ECAM APU FIRE displayed - CRC (Continuous Repetitive Chime - Audio Master warning) - MASTER WARNING LIGHT • APU FIRE pb sw lighted red • SQUIB light and DISCH light on APU start • If EXT PWR light is on: Starting the APU should be delayed to shortly before ENG start for noise or fuel saving reasons unless APU is required for air conditioning. CAUTION: Aerodrome local procedures regarding APU usage shall be respected. APU MASTER pb sw ................................................................................................ ON APU START............................................................................................................... ON Note: Wait at least 3s before selecting APU START pb sw EXT PWR pb sw ............................................................................................ AS RQRD The flight crew should keep ON the external power units to reduce the APU load, particularly in hot weather conditions. • If EXT PWR light is off: APU MASTER pb sw ................................................................................................ ON APU START............................................................................................................... ON Note: Wait at least 3s before selecting APU START pb sw Updated: 24th May 2023 NOT FOR REAL WORLD USE 29 Air conditioning If available, ground air unit is preferable for air conditioning in cold or hot weather conditions. Do not use APU BLEED if the ground personnel confirms that a LP or HP ground unit is connected to the aircraft. Whenever possible, where ambient condition do not make the cabin environment uncomfortable, leave the APU bleed and air conditioning PACKs off until immediately prior to engine start. To reduce APU bleed air/pack contamination events, the procedure below shall be applied when using APU bleed with air conditioning packs on ground. External power may be kept ON to reduce the APU load, especially in hot conditions. When APU BLEED pb sw in ON, keeping the EXT PWR pb ON enables to increase the bleed air flow of the APU, thus improving the efficiency of the air conditioning. X BLEED selector ................................................................................................ AUTO APU BLEED pb sw .................................................................................................. OFF Use of the APU BLEED should be delayed for at least ONE minute after APU start to allow for APU thermal stabilisation. PACK 1 + 2 ............................................................................................................... OFF APU BLEED pb sw ................................................................................................... ON Use of Air Conditioning PACK(S) shall be delayed for at least ONE minute after selection of APU BLEED to exhaust any contaminates. PACK 1 + 2 ..................................................................................................... AS RQRD Normally, only one pack is used on the ground. In particularly hot or cold weather ambient conditions, both air conditioning PACKs may be used to achieve a comfortable cabin environment. Zone temperature selectors .........................................................................AS RQRD Full range temperature is 6° - 24°C (42.8° - 75.2°F) Updated: 24th May 2023 NOT FOR REAL WORLD USE 30 ADIRS *ALL IR MODE selector .......................................................................................... NAV A complete IRS alignment must be performed in the following cases: • Before the first flight of the day • When there is a crew change • When the GPS is not available and the NAVAIDS coverage is poor on the expected route, or • When the GPS is not available and the expected flight time is more than 3 hours A fast IRS alignment must be performed if a complete IRS alignment is not necessary and the difference between the IRS position and the FMGC position is at or above 5nm (see MCDU POSITION MONITOR page) To perform an alignment, the aircraft must be stopped on ground. Do not align the IRS during engine start, or while the engines are running or with the slats extended (see parking) In the case of aircraft movement during the IRS alignment, the flight crew must perform a new full alignment. Updated: 24th May 2023 NOT FOR REAL WORLD USE 31 Overhead Panel Flow Pattern: 1. 2. 3. 4. BAT .................................................................................................... Check/AUTO EXT POWER ....................................................................................................... ON APU FIRE TEST ..................................................................................... PERFORM ALL IR MODE selectors .................................................................................. NAV Updated: 24th May 2023 NOT FOR REAL WORLD USE 32 Cockpit check SECURITY SEARCH ................................................................................... PERFORM EMER EQPT ....................................................................................................... CHECK Rear and Overhead CIRCUIT BREAKERS (C/B) Panel ................................ CHECK RAIN REPELLENT ............................................................................................. CHECK CAUTION: Never use rain repellent to wash the windshield and never use it on a dry window. GEAR PINS and COVERS ................................................................................ CHECK FAN COWL FLAGS............................................................................................ CHECK (CEO) Check that the two fan cowl flags/keys are on board and correctly stowed (NEO) NEO aircraft do not require fan cowl keys. An ECAM Caution "ENG 1(2) FAN COWL NOT CLSD is displayed when an engine fan cowl is not closed. *COCKPIT LIGHTS ........................................................................................ AS RQRD Set INT LT, FLOOD LT, INTEG LT (including glareshield and FCU) EFB initialisation *EFB ................................................................................................................... CHECK Check that the Aircraft EFB battery level. Download flight plan from external if necessary. *OFP.................................................................................................................... CHECK Download OFP onto EFB if necessary. NAV CHART DATABASE ................................................................................. CHECK Download route navigation charts if necessary. Updated: 24th May 2023 NOT FOR REAL WORLD USE 33 Aircraft Acceptance *ECAM RCL pb ............................................................................................ PRESS 3s This action recalls all the warnings that the flight crew cleared or cancelled during the last flight ECAM pages On the DOOR sd page: *OXY ............................................................................................. CHECK PRESSURE • IF OXY pressure is half boxed in amber: • MIN FLT CREW OXY CHART ............................................. CHECK PRESSURE Verify that the pressure is sufficient for the flight (refer to FCOM limitations) On the HYD sd page: *RESERVOIR FLUID LEVEL ............................... CHECK WITHIN NORMAL RANGE Note: The volume of the hydraulic fluid in the reservoirs may change with Outside Air Temperature. As a result, the reservoir fluid level that appears on the HYD SD page may be outside of the normal range with no HYD RSVR LO AIR PR or HYD RSVR LO LVL ECAM warning. If the fluid level is outside of the normal range, contact Maintenance Control to determine if service is required. On the ENG sd page: *ENG OIL QTY................................................................................................... CHECK (CEO): Check that the oil quantity is at or above 9.5 qt + estimated consumption or 0.5 qt/h (NEO): Check that the minimum oil quantity is the highest value of: • 10.6 qt • 8.9 qt + estimated consumption of 0.5 qt/h Note 1: (NEO) if the engines have been shut down for more than 60 mins, decrease the above quantities by 3 qt to take into account the oil thermal expansion. Note 2: (NEO) if the engine oil quantity indication does not appear on the END SD page, set the ENG 1 and 2 FADEC GND PWR pb sw on the overhead maintenance panel to ON. After the check of the engine oil quantity, set the ENG 1 and 2 FADEC GND PWR pb sw to OFF. AIRCRAFT TECH STATUS MEL/CDL ITEMS ................................................. CHECK *AIRCRAFT ACCEPTANCE ........................................................................ PERFORM Updated: 24th May 2023 NOT FOR REAL WORLD USE 34 Preliminary Performance Determination *AIRPORT INFORMATION & WEATHER DATA ............................................. OBTAIN Obtain departure airport data for the take off performance calculations. This should include Airfield weather and departure runway. *MEL/CDL items ............................................................................ REVIEW AS RQRD *RTOW .......................................................................................................... COMPUTE Using performance software, calculate the Regulated Take Off Weight (RTWO) and compare that to the planned TOW from the OFP *RLW ............................................................................................ COMPUTE AS RQRD Using preliminary weather for destination and alternate, compute the Regulated Landing Weight or Distance against the planned landing weight. Note: The computation of the RLW is not required if the flight crew can ensure that the RLW is limited by the maximum structural landing weight. This is only applicable when DRY or WET runway surface conditions are expected. Before Walkaround *NAV & LOGO LIGHTS ............................................................................................. ON Set to NAV & LOGO 1. Set NAV & LOGO 2 only if NAV & LOGO 1 fails *ACCU PRESS indicator and BRAKES PRESS indicator ............................ CHECK Check for normal indications The ACCU PRESS must be in the green band. If required use the electric pump on the yellow hydraulic system to recharge the brake accumulator. *FLAPS ............................................................................................ CHECK POSITION Check the upper ECAM display to confirm that the FLAPS position agrees with the lever position. *SPD BRK LEVER .................................................................................... CHECK RET Check speed brake lever is RETRACTED and DISARMED. *PARKING BRAKE ................................................................................................... ON *EXTERIOR WALK AROUND ..................................................................... PERFORM Updated: 24th May 2023 NOT FOR REAL WORLD USE 35 Before Walk Around Flow Pattern: 1. 2. 3. 4. 5. NAV & LOGO LIGHTS ........................................................................................ ON ACCU/BRAKE PRESS ................................................................................ CHECK FLAPS ....................................................................................... CHECK POSITION SPD BRK LEVER................................................................................ CHECK RET PARKING BRAKE ................................................................................................ ON Updated: 24th May 2023 NOT FOR REAL WORLD USE 36 Cockpit Preparation Overhead panel During the scan sequence of the overhead panel: *ALL WHITE LIGHTS ................................................................................EXTINGUISH With exception of Air Conditioning PACK(S) and CTR TANK PUMPS/XFR VALVEs until refuelling is completed, it is a general rule to turn off all of the white lights during the scan sequence; therefore, these actions are not listed here. During the scan of the overhead panel, check also that the only amber lights are the GEN FAULT lights RCRD *RCRD GND CTL ...................................................................................................... ON Note: Before engine start, the RCRD GND CTRL pb sw may revert to AUTO in the case of electrical transient between EXT PWR and APU GEN. In that case, the flight crew must set the RCRD GND CTL pw sw back to ON. LOUDSPEAKER VOLUME KNOB ................................................ OFF (BOTH SIDES) ACP INT/RAD sw (CAPT & FO).................................................................. SET to INT INTERPHONE VOLUME RECEPTION KNOB (CAPT & FO) ...................... RELEASE Turn the volume to a minimum. CVR TEST ................................................................................ PRESS and MAINTAIN Note: The parking brake must be ON to perform the CVR test. The CVR test is successful when an audio test signal is heard through the loudspeakers and the CVR TEST pb is pressed and maintained. EVAC CAPT and PURS/CAPT EVAC sw .......................................................................CAPT EXTERIOR LIGHTS STROBES sw ........................................................................................................ AUTO BEACON sw ............................................................................................................ OFF NAV & LOGO sw ............................................................................................ AS RQRD REMAINING EXTERIOR LIGHTS .......................................................................... OFF SIGNS *SEAT BELTS ............................................................................................................. ON Delay until refuelling has been completed if applicable. *NO SMOKING ..................................................................................................... AUTO Note: Leaving the NO SMOKING Sign to ON prevents the emergency batteries from charging. *EMERG EXIT LT selector .................................................................................... ARM Updated: 24th May 2023 NOT FOR REAL WORLD USE 37 PROBE/WINDOW HEAT PROBE/WINDOW HEAT ....................................................................... CHECK AUTO CABIN PRESS LDG ELEV knob ................................................................................................... AUTO AIR COND *PACK FLOW .................................................................................................AS RQRD Select: • LO if the number of passengers is: • 319/320 below 130 • 321 below 160 • HI for abnormally hot and humid conditions • NORM for all other operating cases If the APU is supplying air HI flow is automatically selected regardless of switch position. ELEC BAT Check Scan and check there are no AMBER lights, except GEN FAULT lights ELEC sys SD page .............................................................................................PRESS BAT 1 pb sw and BAT 2 pb sw ............................................................... OFF then ON This action initiates a charging cycle of the batteries. 10 s after setting the BAT pb sw to ON, check on the ELEC SD page that the current charge of the battery is below 60 A and is decreasing. • IF the charge of at least one battery is not below 60 A: Wait until the end of the charging cycle of the batteries and perform this check again. *FUEL CAUTION: (NEO) If the FUEL MODE SEL pb sw is unduly left in the MAN position on ground, when the CTR TK L XFR pb sw and CTR TK R XFR pb sw are not in the OFF position: There is a possibility of fuel spillage. In this configuration, the center tank fuel transfer will not stop when the wing tanks become full. FUEL MODE SEL pb sw ....................................................................... CHECK AUTO Updated: 24th May 2023 NOT FOR REAL WORLD USE 38 ENG 1 & ENG 2 FIRE ENG 1 FIRE pb sw and ENG 2 FIRE pb sw .................... CHECK IN and GUARDED AGENT 1 and AGENT 2 light................................................................... CHECK OFF ENG 1 TEST pb and ENG 2 TEST pb .................................... PRESS and MAINTAIN The flight crew should maintain the TEST pb pressed during the time of the test. TEST RESULT Check that all the ENG FIRE detection and extinguishing systems are operative: • CRC (Continuous Repetitive Chime - Audio Master warning) • MASTER WARNING LIGHT flashes • The ECAM displays the ENG 1 FIRE, ENG 2 FIRE alerts • All ENG FIRE pb sw turn red • SQUIB light and AGENT light on • All DISCH lights of the AGENT pb come on • All FIRE lights on the ENG MASTER panel come on. Audio Switching and Vent Panel AUDIO SWITCHING selector ............................................................................ NORM VENT ALL lights ....................................................................................... CHECK OFF ACP 3 PA reception knob ............................................................................... RECEPT This allows cabin attendant announcements to be recorded on the CVR. For proper recording, set volume at or above medium range. Maintenance Panel ALL LIGHTS ...............................................................................................CHECK OFF Check lights out. If not out, select associated pb sw to OFF. Center Instrument panel *ISIS .................................................................................................................... CHECK Adjust brightness, check IAS, altimeter readings, altimeter setting and attitude display. Check no flags - Reset attitude if necessary. Note: Use of the ISIS bugs function is not recommended. Clock *Clock ........................................................................................................ CHECK/SET Nosewheel Steering *A/Skid and N/W STRG sw ..................................................................................... ON Updated: 24th May 2023 NOT FOR REAL WORLD USE 39 Pedestal RMP/ACP *RMP/ACP ................................................................................................... CHECK ON Green NAV light ......................................................................................... CHECK OFF COM Frequencies ................................................................................................ TUNE Use VHF 1 for ATC (only VHF is available in emergency electrical configuration), VHF 2 for ATIS, company frequencies and monitoring the Guard frequency (121.5). VHF 3 is normally devoted to ACARS (DATA). INT knob ..................................................................... PRESS OUT/VOLUME CHECK VHF ..................................................................................................................... CHECK HF (if required for flight)................................................................................... CHECK • Check transmission and reception • Do not transmit on HF during refuelling Cockpit Door *COCKPIT DOOR sw ........................................................................... CHECK NORM Switching Panel All selectors .......................................................................................... CHECK NORM ENG *Thrust Levers ........................................................................................................ IDLE ENG 1 & 2 MASTER Levers ................................................................................... OFF *ENG MODE selector ......................................................................................... NORM Parking Brake *PARKING BRAKE handle ..........................................................................CHECK ON *BRAKE PRESS indicator ................................................................................ CHECK Check for normal indication on the ACCU and BRAKE PRESS indicator. GRAVITY GEAR EXTN ..................................................................... CHECK STOWED ATC TRANSPONDER *TRANSPONDER .................................................................................................. STBY TCAS....................................................................................................................... STBY TRAFFIC sel ............................................................................................................ ABV ALT RPTG.................................................................................................................. ON To prevent possible interference to radar surveillance systems, TCAS should not be selected before the holding point/lining up. CODE ....................................................................................................................... 2000 SYS .................................................................................................................... SELECT Select SYS 1 or 2 according to which Pilot is PF for the next sector. Updated: 24th May 2023 NOT FOR REAL WORLD USE 40 FMS Preparation At electrical power up, the FMGS's and FCU run through various internal tests. Allow enough time (3 minutes) for tests completion and do not start to press push buttons until the tests are over. If the "PLEASE WAIT" message appears, do not press any key until the message disappears. ENGINE and AIRCRAFT TYPE .........................................................................CHECK FM Database validity........................................................................................ CHECK *NAVAID DESELECTION............................................................................... AS RQRD NAVAID DESELECTION is not required if GPS PRIMARY. If not in GPS Primary and if NOTAMs warn of any unreliable DME or VOR/DME, select MCDU DATA, then POSITION MONITOR. Access the SEL NAVAID page, and deselect the related navaid. *FLIGHT PLAN INITIALZATION/INIT A ................................................... COMPLETE • Uplink route via ACARS • Check/modify alternate (ALTN) • Enter flight number • Enter Cost Index • LEAVE Cruise Altitude blank - Leaving the Cruise Altitude blank ensure that when the winds are downloaded, all winds at various FLs are downlinked allowing more accurate FMGC computations. If the Cruise FL is entered, only the cruise FL winds will be downloaded. IRS INIT • - Confirm or insert position coordinates for the IRS alignment. Alignment based on GPS position available: - The position initialitzation is automatic. The position for the initialization of the IRS is the GPS position. However the flight crew can manually override the automatic position initialization. The IRS crosschecks the flight crews manual entry with the GPS position. WINDS ...................................................................... DOWNLOAD AS APPROPRIATE Enter CLB, CRZ and DES winds if time permits in order to enable accurate ECON speed and fuel computations. History winds for climb may be used if appropriate. If time does not permit, the OFP wind component may be entered in the INIT B page. This will only affect TRIP FUEL/TIME computations. Note: Uplink of WIND - Select WIND REQUEST to download all FL winds. TROPO .............................................................................................................. INSERT GND TEMP ........................................................................................................ INSERT Aircraft fitted with FMS R2 have a "GND TEMP' field at LSK 6R. The ground temperature should be entered here to optimise the climb. CRZ FL/TEMP ................................................................................................... INSERT Once the winds have been downloaded, enter Planned CRZ FL and CRZ TEMP. Modify if necessary taking into account actual gross weight. Updated: 24th May 2023 NOT FOR REAL WORLD USE 41 *F-PLN A page .................................................................................................. INSERT The flight crew must check, modify or insert (where applicable) the F-PLN in the following order, according to the data given by ATIS, ATC or MET. • Lateral revision at departure airport. Select RWY, SID and TRANS (if applicable) • Lateral revision on WPT for ROUTE modification if necessary • Vertical revision. Check or enter climb speed limits according to ATC clearance • Enter step altitude as appropriate • Lateral revision at arrival airport. Insert expected RWY, approach and STAR Check the F-PLN using the F-PLN page and ND PLAN mode versus the OFP and or navigation chart Check TIME & DIST at bottom of F-PLAN page and compare against OFP for any major discrepancies. Check EFOB and compare against OFP *RADIO NAV ........................................................................ INSERT AS NECESSARY Check the VOR, ILS and ADF turned by the FMGC. Modify them if required and check that the correct identifier is displayed on the ND and PFD (ILS). If unsatisfactory, go through the audio check and compare with the morse identifier. *INIT B ZFW/ZFW CG.................................................................................................... INSERT Enter the estimated ZFW from the OFP and the default ZFW CG of 30% The OFP ZFW is calculated based on the estimated payload distribution and hold luggage. The flight crew should insert the weights after completing all other insertions. TAXI FUEL .......................................................................................................... INSERT Amend as necessary RTE/RSV............................................................................................................ INSERT Amend as necessary ALTN/TIME ........................................................................................................ INSERT Insert estimated alternate fuel from OFP. This helps the FMGC calculate an accurate BLOCK fuel. FINAL/TIME ........................................................................................................CHECK Check FINAL fuel is correct with final reserve fuel from OFP and amend if necessary. MIN DEST FOB .................................................................................................. CHECK Compare value against CNR FUEL from OFP. Updated: 24th May 2023 NOT FOR REAL WORLD USE 42 TRIP WIND ................................................................................ INSERT or COMPARE Insert trip wind component from OFP if winds weren't downloaded in initial INIT A setup. FUEL PLANNING ................................................................................................ PRESS Press the "FUEL PLANNING" button to allow the FMGC to calculate a minimum BLOCK fuel needed to safely complete the flight. Compare this value with the OFP and over write with the actual BLOCK fuel that is loaded. EXTRA TIME...................................................................................................... REVIEW Take consideration to how much extra "time" the aircraft has over CNR fuel. PERFORMANCE TAKE OFF PRESELECTION *THR RED/ACCEL altitude ............................................................................... INSERT Standard thrust reduction and acceleration altitude is 1000 ft AAL. If NADP 1 is known, set the ACCEL to 3000 ft AAL or as necessary. Climb, cruise and descent speed preselection *PRESET SPEEDS............................................................................................. INSERT If the flight is cleared for a close in turn or close in altitude/climb gradient constraint, the flight crew may preselect Green Dot speed on the PERF CLB page. Once the CLB phase is active, the preselected speed will be displayed in the FCU speed window and on the PFD (Blue symbol). Once the turn is completed or the altitude/ climb gradient constraints have been cleared, the pilot will resume the managed speed profile by pressing the SPD selector on the FCU. Consideration should be given to aircraft at heavier weight where Green Dot may be higher than the speed constraint. Auto flap retraction may be required to comply with the speed constraint (This involves Flap 1+F being left deployed and the flaps allowed to auto retract at 210 knots leaving CONF 1 (slats only) to enable 220 knots to be flown when Green Dot speed is greater than 220 knots). Similarly, the pilot may select a CRZ Mach number on the PERF CRZ page (constant CRZ Mach segment for example). When the CRZ phase is active, the preselected CRZ Mach number will be displayed on the PFD and in the FCU window. When ECON MACH number may be resumed, the crew can press the SPEED FCU selector. In either of the above cases, the pilot may cancel the CLB or CRZ pre-selected SPD/MACH prior to activating the related phase by selecting ECON on the PERF CLB or CRZ pages. SPD LIM is defaulted to 250 knots below 10,000 ft in the managed speed profile. This may be either cleared or modified on the VERT REV page at the origin (or a climb waypoint). Updated: 24th May 2023 NOT FOR REAL WORLD USE 43 *SECONDARY F-PLN ................................................................................. COMPLETE This is routinely the EOSID for the expected departure runway with an immediate return or diversion to a suitable return alternate. However, consideration may be given to the following: If there is a change of runway or SID during taxi, prepare for it by copying the active flight plan and making the necessary modifications. Glareshield *EFIS Control Panel *BAROMETRIC REFERENCE .................................................... SET/CROSSCHECK • Set QNH on the EFIS control panel and on the ISIS • Check the barometric reference and altitude indications on the PFDs and on the ISIS *ALTIMETERS.................................................................................................... CHECK The maximum difference is: • ± 20 ft between both PFDS • ± 100 ft between ISIS and PFDs Check the difference between each altitude indication (in the QNH reference) displayed on PFDs and the airport elevation is less than 75 ft. *FDs ............................................................................................................. CHECK ON Both should be ON unless unserviceable. *LS .................................................................................................................. AS RQRD *ND mode and range ....................................................................................AS RQRD *VOR/ADF selector ....................................................................................... AS RQRD Display VOR and ADF needles as needed. FCU *SPD/MACH window ..................................................................................... DASHED *HDG V/S - TRK/FPA pb ...............................................................................AS RQRD *ALT window .................................................................................................. AS RQRD For all SID types the first stop altitude should be set. Note: Do no engage the Autothrust on the ground as it may generate the AUTO FLT A/THR OFF warning at engine start. Updated: 24th May 2023 NOT FOR REAL WORLD USE 44 Lateral Console OXYGEN MASK TEST - First flight of the day only. WARNING: To prevent hearing damage to ground crew connected to the intercom system, inform them that a loud noise may be heard in the headset when performing this test. OXYGEN MASK ..................................................................................................... TEST On the ECAM/DOOR OXY page: REGUL LO PR Message ...................................................... CHECK NO DISPLAYED The crew must perform this check after having checked all masks. It ensures that the LP valve is open. Due to residual pressure between the LP valve and the oxygen masks, an LP valve failed in the closed position may not be detected during the oxygen mask test. Instrument Panels PFD and ND brightness knob .......................................................................AS RQRD Loudspeaker knob .................................................................................................. SET *PFD ....................................................................................................................CHECK • Check that the PFD/ND are not transferred • Check for correct display when ATT and HDG are available • Check IAS, FMA, initial target altitude, altimeter readings, VSI, altimeter setting, heading and attitude display *ND ...................................................................................................................... CHECK • Check for the correct display • Crosscheck the compass indication on the ND and DDRMI (Where fitted) • Check heading, initial waypoint, VOR & ADF indications ECAM Control Panel *PRESS pb .......................................................................................................... PRESS Check that the CAB PRESS page displays LDG ELEV AUTO to confirm the correct position of the LDG ELEV selector *STS pb ............................................................................................................... PRESS Check that INOP SYS display is compatible with any MEL ADIRS *IRS ALIGN ....................................................................................................... CHECK On the POSITION MONITOR page, check that the IRS are in NAV mode and check the distance between each IRS and the FMS position is lower than 5nm. Select ROSE ARC mode and confirm the aircraft position is consistent with the position of the airport, the SID and the surround navaids. Updated: 24th May 2023 NOT FOR REAL WORLD USE 45 Fuel On Board *FUEL ON BOARD ............................................................................................ CHECK • Check that ECAM fuel on board corresponds to the planned fuel • Check the fuel imbalance is within limits • Crosscheck that the sum of the Fuel On Board (FOB) at the end of the last flight and the fuel uplift (if any) is consistent with the current FOB. FOB After Refulling Abnormal Discrepancy Above: Up to 6 tons 400 kgs Between 6 tons and 12 tons 500 kgs More than 12 tons 600 kgs Departure Briefing *NAV CHARTS .............................................................................................. PREPARE *DEPARTURE BRIEFING ............................................................................ PERFORM *COCKPIT PREPARATION CHECKLIST Checklist trigger: Departure briefing and aircraft acceptance completed Note: Weight and balance and take off performance may already be completed before LMC (final load sheet). These items will be confirmed during BEFORE START checklist. A/C ACCEPTANCE .................................................................................COMPLETED Confirm the technical condition has been reviewed. MEL/CDL items etc. Once satisfied the aircraft is in an airworthy condition the pilot announces "COMPLETED" FUEL QUANTITY ................................................................................ KG/BALANCED Check the FOB and distribution on the FUEL SD page and ensure it matches planned FOB. Announce e.g. "SEVEN THOUSAND THREE HUNDRED AND SIXTY KILOGRAMS, BALANCED". SEAT BELTS ............................................................................................................. ON Check the SELT BELT memo and announce "ON" ADIRS ...................................................................................................................... NAV Check in the FMGC that the ADIRS are in NAV and announce "NAV" BARO REF...................................................................................................... QNH Check and read the QNH BARO setting on the PFD and announce e.g. QNH ONE ZERO ONE FIVE" COCKPIT PREPARATION CHECKLIST ................................................ COMPLETED Updated: 24th May 2023 NOT FOR REAL WORLD USE 46 Before Pushback or Start Weight and balance: PRELIMINARY LOAD SHEET........................................................................... OBTAIN W&B DATA ...................................................................................... CHECK/VALIDATE ZFW/ZFW CG.......................................................................ENTER IN SCRATCHPAD "WEIGHT AND BALANCE VALIDATION" ............................................... ANNOUNCE ZFW/ZFWCG ..................................................................................... INSERT IN INIT B EFB/MCDU TOW ......................................................................................... COMPARE Takeof f Performance: "PERFORMANCE VALIDATION" .............................................................ANNOUNCE TAKEOFF DATA ........................................................................................... COMPUTE TAKEOFF DATA ...................................................................... INESRT IN PERF PAGE "TAKEOFF DATA CROSSCHECK" ........................................................... ANNOUNCE EFB/MCDU & T.O PERF DATA .................................................................. COMPARE Seating Position SEAT ................................................................................................................. ADJUST Adjust seating position so that the red and white balls align. MCDU FMS PERF TO Page ......................................................................................... SELECT It is recommended to display the PERF TO page on the PF side. FMS F-PLN page .............................................................................................. SELECT It is recommended to display the F-PLN page on the PM side. Windows WINDOWS ....................................................................................................... CLOSED Check DV windows are closed and the RED indicator is visible on the handle. Updated: 24th May 2023 NOT FOR REAL WORLD USE 47 When Passenger Load Confirmed (Boarding Complete) LAST MINUTE CHANGES (LMC) ............................................... COMPLETE/CHECK In the case of an LMC, re-compute performance data and revise FMGS data as appropriate. W&B DATA .......................................................................RE-COMPUTE & VALIDATE TAKEOFF PERFORMANCE ................................................................. RE-COMPUTE WELCOME PA ............................................................................................. PERFORM During LVOs the passengers shall be instructed to turn off and stow their Personal Electronic Devices (PEDs). EXTERNAL POWER .............................................................................. CHECK AVAIL CAUTION: Disconnection of the external power with the EXT PWR pb sw ON may cause injury to the ground crew. Request disconnection of the external power only with the EXT PWR pb sw AVAIL. EXT PWR DISCONNECTION ........................................................................ REQUEST Request that external power be removed. DOORS ............................................................................................... CHECK CLOSED • Check that the cockpit door is closed and locked (no cockpit door open/fault indication) • Check on the ECAM lower display that all the aircraft doors are closed SLIDES ................................................................................................ CHECK ARMED Check on the ECAM lower display that all slides are armed In the event of FEGP being provided by the airbridge during an external air start, it will be necessary for cabin crew to arm the doors with the airbridge still connected or in very close proximity. This is permitted. Updated: 24th May 2023 NOT FOR REAL WORLD USE 48 At Pushback/Start Clearance PUSHBACK/START CLEARANCE .................................................................. OBTAIN • Obtain ground crew clearance. Establish communications and confirm ground crew checks are completed before calling ATC for pushback/start clearance • Obtain pushback/start clearance. Confirm the status of the doors and hatches on the ECAM DOOR page and also the E/WD memo for the appropriate nosewheel steering selector position. For normal pushback with the selector in the towing position "N/W STRG DISC" is displayed in green (Amber with one engine running). For self manoeuvring and pushback with a powerpush unit, the nosewheel selector should be in the normal position and no NW STRG DISC memo should be displayed. BEACON.....................................................................................................................ON When cleared for start of pushback, set BEACON sw to ON. TRANSPONDER Mode sel ................................................................................. AUTO PEDs ............................................................................................................. FLT MODE If pushback required: N/W STEERING MEMO ...............................................................CHECK DISPLAYED Prior to pushback (conventional or towbarless), the nosewheel steering selector bypass pin must be in the tow position. The "NW STRG DISC" ECAM memo shall be displayed. CAUTION: Do not use the brakes during pushback, unless required due to an emergency. Updated: 24th May 2023 NOT FOR REAL WORLD USE 49 BEFORE START CHECKLIST Checklist trigger: • Pushback clearance or start clearance received; and • Before start actions completed PARKING BRAKE ..................................................................................................... ON Check the ECAM memo and announces "ON" TO DATA .................................................................................................. CONFIRMED Check the final take off data has been inserted and announces "CONFIRMED". WINDOWS ....................................................................................................... CLOSED Check the windows are closed and announces "CLOSED". PED ........................................................................................................ FLIGHT MODE Check their PEDs and mobile phones are in "flight mode" or off and announces "FLIGHT MODE". DOORS ...........................................................................................CLOSED & ARMED Check the cockpit door is closed and checks the DOOR SD page that all cabin doors are closed and armed and announces "CLOSED & ARMED". BEACON.....................................................................................................................ON Check the BEACON sw in ON on the overhead panel and announce "ON". BEFORE START CHECKLIST ................................................................... COMPLETE ELAPSED TIME................................................................................................... START Turn the elapsed timer function on the main clock to "RUN". This is to time the block time of the flight should the internal ACARS OOOI function fails. Pushback Pushback Communications During pushback the crew will liaise with the ground crew using standard calls and monitor ATC. Only the standard terms "Brakes Set" and "Brakes Released" must be used in communications to the ground crew. For pushback without headset it is acceptable to start engines during the pushback provided the ground personnel are briefed and agree. The crew must maintain visual contact with the ground crew and used standard ICAO hand signals. When pushback is completed: PARK BRK handle .................................................................................................... ON BRAKE PRESS indicator ..................................................................................CHECK Check for normal indications. Ask for the ground crew to disconnect the pushback tug. Updated: 24th May 2023 NOT FOR REAL WORLD USE 50 Engine Start Note 1: ENG 1 is normally started first and the decision whether to OETD can still be made after ENG 1 start. If OETD is not to be performed, ENG 2 will be started immediately after ENG 1. Note 2: For engine start with external pneumatic power (ASU) or APU GEN inoperative; start one engine on stand before pushing back (preferably ENG 1) then as required disconnect GPU/ASU and complete pushback if required. Start second engine as appropriate. Liaise with ground crew regarding the sequence and method of starting and inform ATC. Due to the location of the HP AIR valve, the ASU is often parked in front of ENG 1 when starting engines with an ASU. In this case, it is normal to start ENG 2 first and then ENG 1 on the pushback via the crossbleed procedure. Automatic Engine Start Use the automatic engine start procedure in most circumstances. However, if the start aborts due to insufficient starter inlet air pressure (e.g. on high airfields), or in case of low pressure from and external ASU, it is recommended to use the manual start procedure instead of the automatic start procedure. If, during engine start the ground crew report a fuel leak from the engine drain mast, run the engine at idle for 5 minutes. If the leak disappears during these 5 minutes, the aircraft can be dispatched without maintenance action. If the leak still persists after 5 minutes, shut the engine down and require maintenance personnel investigate the source of the leak. THR LEVERs.......................................................................................................... IDLE WARNING: Engine start will occur regardless of thrust lever position! Thrust will rapidly increase to the corresponding thrust lever position, causing a hazardous situation if the thrust levers are not at IDLE. ENG MODE SELECTOR ............................................................................ IGN/START Inadvertent selection of the Parking Brake to ON during pushback can occur during engine start if the ENG MODE SELECTOR is not correctly identified and confirmed. The pilot starting the engine points to the ENG MODE SELECTOR and calls "ENG MODE SELECTOR" The pilot then states "START" and selects the IGN/START commanded position. The lower ECAM displays the ENG SD page. ENGINE 1 START ...................................................................................... ANNOUNCE Engine 1 is usually started first. Updated: 24th May 2023 NOT FOR REAL WORLD USE 51 After all amber crosses and message have disappeared on the engine parameters (Upper ECAM display) and ENG SD page: ENG MASTER 1 ........................................................................................................ ON • Parameter callouts are not mandatory. • (NEO): Depending on the engine thermal state, the FADEC can command an automatic dry cranking before the start of the engine. The dry cranking may last up to approximately one minute. During the dry cranking, the FADEC logic limits the maximum N2 to 30%. During the dry cranking, the vibration level increases but remains below the amber display limit in normal operating conditions. • In case the electrical power supply is interrupted during the start sequence (indicated by the loss of ECAM DUs), abort the start by switching OFF then ENG MASTER 1 sw. Then perform a 30 s dry crank. On ECAM Upper Display On ECAM Lower Display N2 increases Corresponding start valve in line. Bleed pressure indication green. Oil pressure increases. (CEO) At 16% N2 (NEO) Above 20% N2, when the automatic dry cranking is completed Indication of the active igniter (A or B). (CEO) At 22% (NEO) Abover 20% N2, when the automatic dry cranking is completed. FF increases 15 seconds (max) after fuel is on EGT increases N1 increases (CEO) At 50% N2 Start valve closing (it is fully closed between 50% and 56% N2) (NEO) at 55% N2 Igniter indication off. Igniter indication off. (NEO) at 63% N2 Start valve closing. Note: The engine may not start on the first attempt. The crew should not abort the start sequence while the FADEC automatically manages a second attempt. When idle is reached (AVAIL indication is displayed): ENG IDLE PARAMETERS.................................................................................CHECK At ISA sea level: • N1 about (CEO) 19.5%, (NEO) 19% • N2 about (CEO) 58.5%, (NEO) 68% • EGT about (CEO) 390°C, (NEO) 520°C • FF about (CEO) 275 kg/h, (NEO) 290 kg/h • Grey background on N2 indication disappears. Updated: 24th May 2023 NOT FOR REAL WORLD USE 52 AFTER ENGINE 1 START, DECIDE WHETHER TO PERFORM OETD OR NOT: One-engine taxi creates a fuel imbalance. Therefore, the crew should pay particular attention to the fuel imbalance limitation for the next take off. Crew should also consider the following prior to one engine taxi out operations: • Ramp and taxi slope • Ramp and taxiway composition • Taxi thrust requirements and jet blast • Direction and degree of turn away after pushback and during initial taxi • Any conditions that may lead to an unacceptable workload IF OETD is being performed, proceed to AFTER START IF OETD is NOT being performed: ENG 2 START ............................................................................................ ANNOUNCE ENG MASTER 2 ........................................................................................................ ON Same procedure as for engine 1. Both pack valves reopen with 30 second delay after the second engine N2 is above 50%. After Start ENG MODE selector ........................................................................................... NORM After start, to avoid thermal shock, the crew must operate the engine at idle or near idle for at least 3 minutes before advancing the thrust levers to a high power setting. Taxi time at idle may be included in the warm up period. (NEO): If the the OAT is below -29°C, the crew should operate the engine at idle or near idle for up to 5 minutes in order to ensure the engine oil temperature is above 19°C before takeoff. APU BLEED .............................................................................................................OFF This action enables to avoid ingestion of engine exhaust gases. APU BLEED valve closes, ENG BLEED valves open. Updated: 24th May 2023 NOT FOR REAL WORLD USE 53 ENG ANTI ICE ................................................................................................ AS RQRD Turn on engine anti ice during all ground operations when icing conditions are present or expected. CAUTION: In icing conditions, the crew must turn on the engine anti ice and should not wait until seeing ice building up. Note: • Icing conditions exist when the OAT (on ground or after take off) or the TAT (in flight) is at or below 10°C and visible moisture in any form is present (such as clouds, fog with visibility of 1,600m or less, rain, snow, sleet or ice crystals). • Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10°C and operating on ramps, taxiways or runways where the surface snow, standing water or slush may be ingested by the engines, or freeze on the engines, nacelles or engine sensor probes. A319/A320 CEO Ice Shedding During ground operations, when in icing conditions and the OAT is +3°C or less, for more than 30 minutes, or if significant engine vibration occurs, the following procedure should be applied for ice shedding: CAUTION: If, during thrust increase, the aircraft starts to move, immediately retard the thrust levers to IDLE. If ground surface conditions and the environment permit, the crew should set parking brake to ON or brake with pedals and accelerate the engines to approximately 70% of N1 for 30 seconds at intervals no greater than 30 minutes. In addition, this engine acceleration should also be performed just before takeoff, with particular attention to engine parameters to ensure normal engine operation. If ground surface or environment do not permit engine acceleration to 70%, then power setting and dwell time should be as high as practical. When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, ice shedding may be enhanced by additional run ups at intervals, to not exceeding 10 minutes, advancing thrust to 70% N1 momentarily (no hold time). Updated: 24th May 2023 NOT FOR REAL WORLD USE 54 A320/321 NEO Ice Shedding During ground operations, when in icing conditions and the OAT is +3°C or less, or if significant engine vibration occurs, the following procedure should be applied for ice shedding: CAUTION: If, during thrust increase, the aircraft starts to move, immediately retard the thrust levers to IDLE. If ground surface conditions and the environment permit, the crew should set parking brake to ON or brake with pedals and accelerate the engines to approximately 50% of N1 for 5 seconds at intervals no greater than 60 minutes. In addition, this engine acceleration should also be performed just before takeoff, with particular attention to engine parameters to ensure normal engine operation. If ground surface or environment do not permit engine acceleration to 50%, then power setting and dwell time should be as high as practical. WING ANTI ICE .............................................................................................. AS RQRD On ground when wing anti ice is switched on, the anti ice valves open for about 30 seconds for a self test sequence, then close as long as the aircraft is on the ground. APU MASTER .................................................................................................AS RQRD Keep on if OETD is performed or required for performance purposes IF OETD is being performed: Y ELEC PUMP ............................................................................................................ ON This pressurises the yellow hydraulic system (nosewheel steering) without using the PTU On completion of the above actions: GND SPLRS ............................................................................................................ ARM RUD TRIM................................................................................................ CHECK ZERO If RUD TRIM position indicator is not at zero, press the reset pb. Note: After the reset, the crew may observe an indication of up to 0.3° (L or R) in the RUD TRIM position indication. FLAPS LEVER ...............................................................................SET FOR TAKEOFF If taxiing in icing conditions with rain, slush or snow: Flap selection should be delayed until reaching the holding point in order to avoid contaminating the flaps/slats mechanism. FLAPS ............................................................................................. CHECK POSITION Check the position of the flaps on the ECAM upper display and cross check with the MCDU TO perf page. Updated: 24th May 2023 NOT FOR REAL WORLD USE 55 PITCH TRIM ............................................................................................................. SET Set takeoff pitch trim handwheel according to the % TOWCG recorded on final loadsheet. • IF OETD is being performed: Do NOT complete the "After start" checklist. CLEAR TO DISCONNECT.............................................................. ANNOUNCE If engine is started on stand: request chocks to be removed. Verify that NW STRG DISC message is not present. Wait until all ground personnel and equipment are clear prior to asking for taxi clearance. • IF OETD is NOT being performed: ECAM STATUS ....................................................................................... CHECK Check that there is no status reminder (STS) on the ECAM upper display. If the status reminder is displayed, press the STS pb. Note: When operating with PACK 2 OFF, the status will show PACK 2 in the INOP sys column. Verify that NW STRG DISC message is not present. Wait until all ground personnel and equipment are clear prior to completing the after start checklist. Updated: 24th May 2023 NOT FOR REAL WORLD USE 56 After Start Flow Pattern: 1. ENGINE MODE selector ...............................................................................NORM 2. APU BLEED ...................................................................................................... OFF 3. ANTI ICE ................................................................................................... AS RQRD 4. APU MASTER .......................................................................................... AS RQRD 5. Y ELEC PUMP .......................................................................................... AS RQRD 6. GND SPRS ........................................................................................................ARM 7. RUD TRIM..........................................................................................CHECK ZERO 8. FLAPS ............................................................................................................... SET 9. PITCH TRIM ....................................................................................................... SET 10. ECAM STATUS ............................................................................................ CHECK Updated: 24th May 2023 NOT FOR REAL WORLD USE 57 AFTER START CHECKLIST Checklist trigger: • After BOTH engine starts and on hand signal from ground personnel. OR • OETD: During taxi, after ENG 2 start completed. ANTI ICE ......................................................................................................... AS RQRD The pilot confirms the wing anti ice and engine anti ice pb on the overhead panel and announces "OFF", "ENGINES ON" or " ENGINES ON, WINGS ON". ECAM STATUS ............................................................................................. CHECKED The pilot confirms that the STS reminder is not displayed or checks what system is INOP and announces "CHECKED" PITCH TRIM ......................................................................................................... % The pilot checks the pitch trim wheel is set to the expected takeoff CG value and announces e.g. "TWENTY NINE POINT NINE PERCENT". RUDDER TRIM .............................................................................................. NEUTRAL The pilot checks the rudder trim is within the tolerance of ±0.3° and announces "NEUTRAL". AFTER START CHECKLIST ...................................................................... COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 58 Taxi TAXI CLEARANCE............................................................................................ OBTAIN EXTERIOR LIGHTS NOSE sw ................................................................................................................. TAXI • When crossing a runway: • STROBES ........................................................................................................... ON RWY TURN OFF ............................................................................................ AS RQRD PARKING BRAKE .................................................................................................... OFF Check that brake pressure is zero (triple indicator). Slight residual pressure may be indicated for a short period of time. THRUST LEVERS .......................................................................................... AS RQRD The crew will need a little power above idle thrust to move the aircraft. To reduce risk of engine damage by FOD and to reduce risk caused by jet blast, a maximum of 40% N1 should not be exceeded during ground manoeuvring/taxi. BRAKES ............................................................................................................. CHECK CAUTION: If the aircraft has been parked in wet conditions for a long period, the first brake application at low speed is less effective. If an arc is displayed on the ECAM WHEEL SD page above the brake temperature, set the brake fans to ON. • IF OETD and when appropriate: ENG 2.................................................................................................................... START Engine 2 must be started so that it is operated at idle or near idle during a warm up period of 3 minutes to avoid thermal shock when advancing the thrust to a high power setting. (NEO): Depending on the engine thermal state, the FADEC can command an automatic dry cranking before the start of the engine. The dry cranking may last up to approximately one minute. During the dry cranking, the FADEC logic limits the maximum N2 to 30%. During the dry cranking, the vibration level increases but remains below the amber display limit in normal operating conditions. Note 1: During engine start, a slight jerk forward may occur if the brakes are applied while the aircraft is moving. Note 2: Maintain taxi in a straight line during at least 5 seconds after the selection of the ENG 2 MASTER lever to ON in order to ensure the PTU auto test is completed. Updated: 24th May 2023 NOT FOR REAL WORLD USE 59 Y ELEC PUMP ..........................................................................................................OFF Correct operation of the PTU will be tested during ENG 2 start. CAUTION: IF NWS is lost when the Y ELEC PUMP is switched OFF the aircraft should be brought to a stop in a straight line, using differential braking if required, the PARK BRK should be applied and ENG 2 started. APU BLEED ...............................................................................................................ON APU BLEED is used for Engine 2 start. ENG MODE selector .................................................................................. IGN/START ENGINE 2 START ...................................................................................... ANNOUNCE Wait until the start pressure is established as displayed on ECAM before ENG 2 start, in order to ensure that the bleed system valves are no longer in transit. This time delay will prevent ENG 1 stall. ENG 2 MASTER lever ........................................................................................... IDLE Note 1: During engine start, a slight jerk forward may occur if the brakes are applied while the aircraft is moving. Note 2: Maintain taxi in a straight line during at least 5 seconds after the selection of the ENG 2 MASTER lever to ON in order to ensure the PTU auto test is completed. ENGINE IDLE PARAMETERS ..........................................................................CHECK AFTER START procedure apply: ENG MODE selector ........................................................................................... NORM APU BLEED .............................................................................................................OFF APU ................................................................................................................. AS RQRD ENGINE ANTI ICE .......................................................................................... AS RQRD WING ANTI ICE .............................................................................................. AS RQRD ECAM STATUS .................................................................................................. CHECK Check that there is no status reminder (STS) on the ECAM upper display. If the status reminder is displayed, press the STS pb. Note: When operating with PACK 2 OFF, the status will show PACK 2 in the INOP sys column. AFTER START Checklist ........................................................................... COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 60 In all case during taxi after both engines start: FLIGHT CONTROLS.......................................................................................... CHECK ATC CLEARANCE (if not previously received).......................................... CONFIRM PFD/ND ............................................................................................................... CHECK BOTH FD ..................................................................................................... CHECK ON FMA..................................................................................................................... CHECK For RNAV/RNP SID, verify NAV is ARMED (blue). For radar vectors on departure, NAV will not be displayed and pre-selected HDG will be displayed on the FCU. AUTO BRK MAX pb sw ........................................................................................... ON TRANSPONDER code/mode ............................................................... CONFIRM/SET ENGINE MODE selector ...............................................................................AS RQRD Select IGN if: • The runway has standing water; or • Heavy rain is falling; or • Heavy rain or severe turbulence is expected after take off WEATHER RADAR RADAR ...................................................................................................................... ON PWS ........................................................................................................................... ON TERR ON ND.................................................................................................. AS RQRD • In mountainous areas, consider displaying terrain on ND. • If use of radar is required, consider selecting the radar display on PF side and TERR on ND on the PM side. T/O CONFIG pb ..................................................................................................... TEST T/O MEMO ........................................................................................ CHECK NO BLUE SLIDING TABLE .................................................................................................. STOW EFB ................................................................................................................. AS RQRD During critical stages of flight: • Ensure EFB is stowed within its cradle • Check the power lead is disconnected from the EFB in order to not interfere with the flight control (sidestick) or impeded evacuation out of the DV window DEPARTURE BRIEF ..................................................................................... CONFIRM The departure briefing confirmation (PEDS review) is aiming to: • Capture any changes affecting take off performance • Final confirmation of takeoff performance data (actual vs computed) • Brief review/confirmation of departure briefing When appropriate, conduct the PEDS review: • Performance - Actual takeoff position to be used vs computed take off position shall be stated • EOSID - Standard/Non-standard EOSID reviewed • Departure (T/O Rwy & SID) - Check FMGC against ATC clearance • Stop altitude (initial) - State initial altitudes as per SID/ATC clearance Updated: 24th May 2023 NOT FOR REAL WORLD USE 61 Taxi Flow Pattern: 1. 2. 3. 4. 5. 6. AUTO BRK MAX pb sw ..................................................................................... ON SQUAWK .........................................................................................CONFIRM/SET ENG MODE selector ............................................................................... AS RQRD RADAR/PWS ............................................................................................ ON/AUTO T/O CONFIG pb ............................................................................................... TEST T/O MEMO .................................................................................. CHECK NO BLUE Updated: 24th May 2023 NOT FOR REAL WORLD USE 62 TAXI CHECKLIST Taxi checklist trigger: T/O CONFIG pb pressed and PEDS review completed. FLIGHT CONTROLS..................................................................................... CHECKED Confirm the flight control check was performed and announces "CHECKED". FLAP SETTING ......................................................................................... CONFIG Check and compare the flap setting on the EWD and MCDU perf page and announces the configuration displayed on the EWD, e.g. "CONFIG 1". FMA........................................................................................................................ READ Read aloud the FMA on the PFD e.g. "CLIMB & NAV BLUE, ONE FD TWO". RADAR & PWS.......................................................................................................... ON Check on the ND that the weather radar is ON and checks on the EWD PWS OFF is not displayed and announces "ON". ECAM MEMO ........................................................................................... T.O NO BLUE Check no blue items on the ECAM MEMO and announces "TAKEOFF NO BLUE". EFB ............................................................................... STOWED & DISCONNECTED Checks that their EFB is properly stowed and disconnected and announces "STOWED/DISCONNECTED". TAXI CHECKLIST....................................................................................... COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 63 Flex Temperature Corrections The following FLEX Temperature Corrections can be used to amend the take off performance if the QNH has reduced or if Engine A/Ice is subsequently used for take off. These corrections do not require and EFB T/O performance re-computation. Corrections can be entered into the MCDU during an appropriate time during taxy. • Engine A/ICE ON - Subtract 5° • QNH reduction - Subtract 1° / 2 hPa* * The procedure is to subtract the flex penalty at the first hectopascal. For example, if the take off performance figures are computed for 1005 hPa, then you subtract 1° if QNH drops to 1004 OR 1003 hPa. The corrections can be added. E.g. if Engine A/ICE is required and the QNH drops, the flex can be dropped by 6°. The speeds remain valid. If the OAT or TRef is reached by applying these corrections, a further EFB take off performance calculation is required. The values of TRef are as follows: A319 = ISA + 30° A320 (CEO/NEO) = ISA + 29° A321 = ISA + 15° Updated: 24th May 2023 NOT FOR REAL WORLD USE 64 Departure Change After pushback/engine start, changes affecting the takeoff performance and/or departure procedure (SID) shall be completed when applicable by applying the departure change procedure in this section. The <<DEPARTURE CHANGE>> checklist is must be completed in case of a departure change. Takeoff performance shall be re-validated, re-computed and re-inserted in case of: • Runway change, including departure from an unplanned takeoff position • Runway surface condition degradation • Significant tailwind component increase • Change to external conditions when a TOGA takeoff is planned Takeoff performance validation and checking is a safety critical task that required full attention from the pilot. When aircraft is stationary FMS F-PLN (Runway & SID) ......................................... REVISE & CHECK AS RQRD In case of runway/SID change, revise FMGS F-PLN as appropriate. Carefully confirm that any ATC clearance agrees with the FMS if NAV mode is to be used. FCU ALTITUDE ..........................................................................................CHECK/SET TAKEOFF DATA ............................................................................... REVISE AS RQRD Performance data is re-validated, re-computed and re-inserted using the same procedure as before. FLAPS lever .................................................................................... AS APPROPRIATE Check/Set takeoff position. DEPARTURE RE-BRIEFING...................................................................... COMPLETE The PEDS format shall be used for departure re-briefing emphasised on the departure changes. Updated: 24th May 2023 NOT FOR REAL WORLD USE 65 DEPARTURE CHANGE CHECKLIST Checklist trigger: Revised departure briefing completed. RWY & SID ............................................................................................................... Check the Runway and SID in the FMS and announces e.g. "RUNWAY TWO SIX LEFT, BOGNA ONE XRAY". FLAP SETTING ........................................................................................ CONFIG Check and compare the flaps setting on the EWD and FMS PERF page and announces e.g. "CONFIG TWO". T.O DATA.................................................................................................. CONFIRMED Confirm that the final TO Data has been re-inserted and check correctly displayed on PFD. Announce "CONFIRMED". FCU ALT ................................................................................................................... Check the altitude on the FCU glareshield and announce e.g. "FOUR THOUSAND FEET". DEPARTURE CHANGE CHECKLIST ....................................................... COMPLETE The departure change checklist shall be completed before obtaining LINE-UP clearance. Updated: 24th May 2023 NOT FOR REAL WORLD USE 66 Before Takeoff CABIN READY ON ECAM ........................................................................... RECEIVED BRAKE TEMP.....................................................................................................CHECK The maximum certified brake temperature prior to takeoff is 300°C. In circumstances when brake temperatures approach this limitation, the recommended procedure is to use brake fans to reduce the temperature to 150°C. • If the brake fans are running: • If brake temperature is above 150°C, delay the takeoff • If brake temperature is below 150°C, brake fans can be selected off BRAKE FANS (if fans running) ..............................................................................OFF LINE UP CLEARANCE ..................................................................................... OBTAIN When cleared for Line-up or Takeoff: TCAS.....................................................................................................................TA/RA TAKEOFF RUNWAY ..................................................................................... CONFIRM APPROACH PATH....................................................................... CLEAR OF TRAFFIC CAUTION: If there is any doubt about the ATC clearance, confirmation must be obtained from ATC. EXTERIOR LIGHTS STROBES LIGHTS sw.............................................................................................. ON Set the STROBE sw to ON when entering ANY active runway. RWY TURN OFF sw ...................................................................................... AS RQRD NOSE LIGHT sw ............................................................................................AS RQRD Set the NOSE LIGHTS sw to T/O when cleared for takeoff. LAND LIGHTS sw .......................................................................................... AS RQRD Set the LAND LIGHTS sw to ON when cleared for takeoff. ANTI ICE ......................................................................................................... AS RQRD Select Engine Anti Ice ON and Wing Anti Ice ON as required. PACKS 1 and 2 ........................................................................................................OFF PACK 1 and 2 are normally selected OFF for takeoff. However consideration can be made to leaving PACK 1 and 2 on if the OAT is unusually hot and passenger comfort is necessary OR if engine performance limitations at specific airports apply. If PACK 1 and 2 are to be left on during takeoff, takeoff performance calculations MUST be considerate to this fact. Use of APU BLEED is not authorised if Wing Anti Ice is to be used. Updated: 24th May 2023 NOT FOR REAL WORLD USE 67 Line-Up Flow Pattern: 1. 2. 3. 4. 5. 6. TAKEOFF RUNWAY/APPROACH PATH................................. CONFIRM/CLEAR EXTERIOR LIGHTS ........................................................................................... SET TCAS mode selector..................................................................................... TA/RA BRAKE FANS .......................................................................................CHECK OFF ANTI-ICE...................................................................................................AS RQRD PACKS 1 & 2 ............................................................................................ AS RQRD Updated: 24th May 2023 NOT FOR REAL WORLD USE 68 LINE-UP CHECKLIST Check list trigger: • Cabin READY on ECAM; and • Line-up clearance received; and • Line-up flow pattern completed CABIN ................................................................................. SECURED FOR TAKEOFF Confirm the READY ECAM memo and announces "SECURED FOR TAKEOFF". T.O RWY ................................................................................................................... Confirm the line-up is performed on the intended runway/intersection and confirms the ATC clearance received (either line-up only or takeoff clearance). The pilot will announces the runway/intersection and ATC clearance: "RUNWAY TWO FIVE RIGHT, MIKE ONE, LINE UP ONLY" OR "RUNWAY TWO FIVE RIGHT, MIKE ONE, TAKEOFF CONFIRMED" TCAS.....................................................................................................................TA/RA Check the TCAS mode selector/TA ONLY indication on the ND and announces: "TA RA". PACKS 1 & 2 ............................................................................................................ OFF Check the PACK 1 pb-sw and PACK 2 pb-sw on overhead panel and announces either "ON or OFF" LINE-UP CHECKLIST ................................................................................. COMPETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 69 Takeoff The below procedure is the standard takeoff procedure. However a rolling takeoff is permitted except when a TOGA takeoff shall be performed due to takeoff performance limitation (RWY/OBS). TAKEOFF CLEARANCE ....................................................................................OBTAIN EXTERIOR LIGHTS NOSE LIGHT sw ....................................................................................................... T.O RWY TURN OFF sw ................................................................................................. ON LAND LIGHT sw ........................................................................................................ ON Note: Setting all exterior lights to ON minimises bird strike hazard during takeoff. Remember, Seagulls are Dickheads!!! TAKEOFF .................................................................................................. ANNOUNCE CHRONO ............................................................................................................. START THRUST SETTING THRUST LEVERS ..............................................................................................50% N1 • If the crosswind is at or below 20 knots and there is no tailwind: SIDESTICK ......................................................................................... HALF FORWARD To counter the nose-up effect of setting engine takeoff thrust, apply half forward sidestick until the airspeed reaches 80 knots. Release the sidestick gradually to reach neutral at 100 knots. BRAKES ......................................................................................................... RELEASE THRUST LEVERS .................................................................................... FLX or TOGA Once the thrust levers are set to FLX or TOGA detent, keep your hands on the thrust levers until the aircraft reaches V1. • In case of tailwind, or if crosswind is more than 20 knots: SIDESTICK ......................................................................................... FULL FORWARD To counter the nose-up effect of setting engine takeoff thrust, apply full forward sidestick until the airspeed reaches 80 knots. Release the sidestick gradually to reach neutral at 100 knots. BRAKES ......................................................................................................... RELEASE THRUST LEVERS .................................................................................... FLX or TOGA The pilot rapidly increases thrust from 50% to about 70% N1 then, above 15 knots ground speed, progressively increases thrust to reach take off thrust by 40 knots ground speed, while maintaining sidestick full forward until the airspeed reaches 80 knots. Once the thrust levers are set to FLX or TOGA detent, keep your hands on the thrust levers until the aircraft reaches V1. Note: ENG SD page replaces WHEEL SD page on the ECAM lower display. Updated: 24th May 2023 NOT FOR REAL WORLD USE 70 DIRECTIONAL CONTROL .................................................................... USE RUDDER At 130 knots (wheel speed), the connection between the nosewheel steering and the rudder pedals is removed. Therefore, in strong crosswinds, more rudder input will be required at this point to prevent the aircraft from turning into the wind. PFD/ND .........................................................................................................MONITOR 1. Check the FMA on the PFD. The following modes are MAN TOGA (or MAN FLEX xx) / SRS / RWY (or blank) / A/THR (in blue). Note: If and ILS that corresponds to the departure runway is tuned, RWY mode appears. If not, no lateral mode appears until the aircraft lifts off. 2. Check the FMS position on the ND (aircraft on runway centerline). Note: If GPS PRIMARY is not available, check the FMS position update. FMA.............................................................................................................ANNOUNCE Pilot will announce: " • "MAN TOGA / MAN FLEX • "SRS" • "RWY" if applicable Below 80 knots TAKEOFF N1 ...................................................................................................... CHECK Check that the actual N1 of the individual engines has reached the N1 rating limit before the aircraft reaches 80 knots. Check EGT. THRUST SET ............................................................................................ ANNOUNCE PFD and ENG indications ........................................................................... MONITOR Scan airspeed, N1 and EGT throughout takeoff. At 100 knots ONE HUNDRED KNOTS .......................................................................... ANNOUNCE Crosscheck and confirm speed indications on PFDs. At V1 V1 ................................................................................................................ ANNOUNCE At VR ROTATION ......................................................................................................... ORDER ROTATION ................................................................................................... PERFORM • At VR, initiate the rotation to achieve a continuous rotation rate of about 3°/sec, towards a pitch attitude of 15-17.5° (12.5° if one engine has failed) • Minimise lateral inputs on ground and during rotation to avoid spoiler extension • In strong crosswinds conditions, small lateral stick inputs may be used if necessary to keep wings level • After lift-off, follow the SRS pitch command bar Updated: 24th May 2023 NOT FOR REAL WORLD USE 71 CAUTION: If a tailstrike occurs, avoid flying at an altitude requiring a pressurised cabin. Return to the originating airport (if possible) for damage assessment. When positive climb: POSITIVE CLIMB ....................................................................................... ANNOUNCE Announce positive climb when the vertical speed indication is positive and the radio altitude (height) has increased. L/G UP ............................................................................................................... ORDER L/G .............................................................................................................. SELECT UP AP ................................................................................................................... AS RQRD Above 100 ft, AP 1 or AP 2 may be engaged. Updated: 24th May 2023 NOT FOR REAL WORLD USE 72 At Thrust Reduction Altitude: (LVR CLB flashing on FMA) THRUST LEVERS ...................................................................................................... CL Move the thrust levers to the CLB detent when the flashing LVR CLB appears on the FMA. A/THR is now active (white). In manual flight, the pilot must anticipate the change in pitch attitude in order to prevent the speed from decaying when thrust is reduced. PACK 1 & 2................................................................................................................ ON Select PACK 1 ON. after CLB thrust reduction. Select PACK 2 ON 10 seconds after PACK 1 Note: 1. Selecting pack ON before reducing takeoff thrust would result in an increase of EGT. 2. Selecting both packs ON simultaneously may affect passenger comfort. 3. If packs are not switched on after the takeoff phase, and ECAM caution will be triggered. At Acceleration Altitude: Check target speed change from V2 + 10 to the first CLB speed (either preselected or managed). Note: 1. When THR RED and ACC ALT are equal, the FMA will changes from MAN TOGA (FLEX) / SRS / NAV to THR CLB / CLB / NAV. 2. If FCU selected altitude is equal or close to the acceleration altitude, the FMA will switch from SRS to ALT*. Above Acceleration Altitude (or in CLIMB phase): The following procedure ensure that the aircraft is effectively accelerating toward climb speed. At F speed: Note: For Takeoff in CONF 1+F the "F" Speed is not displayed. FLAPS 1............................................................................................................. ORDER FLAPS 1............................................................................................................ SELECT A321: Note: At heavy takeoff weights, the S speed on the A321 may be higher than the max speed configuration 1+F (225 knots). Continue to accelerate and on reaching 210 knots, the automatic flap retraction will occur and the max speed will move to 243 knots. Updated: 24th May 2023 NOT FOR REAL WORLD USE 73 At S speed: FLAPS 0............................................................................................................. ORDER FLAPS 0............................................................................................................ SELECT Note: At heavy takeoff weights, the dynamic acceleration of the aircraft may lead to a temporary OVERSPEED WARNING during the slats/flaps transition without operational consequences. GND SPOILERS............................................................................................... DISARM L/G ................................................................................................................ CHECK UP NOSE sw .................................................................................................................. OFF RWY TURN OFF sw ............................................................................................... OFF STROBE sw.................................................................................................... AS RQRD The flight crew can switch the strobe lights off if the lights cause any visual trouble during the flight. LAND LIGHTS ................................................................................................ RETRACT Unless required for visibility purposes. SEAT BELT SIGN.................................................................................................CYCLE Once flaps are retracted and in smooth air, cycling the seat belts OFF and ON releases the cabin crew. Updated: 24th May 2023 NOT FOR REAL WORLD USE 74 Acceleration Flow Pattern: 1. 2. 3. 4. FLAPS ZERO.............................................................................................. SELECT GND SPOILERS......................................................................................... DISARM L/G .......................................................................................................... CHECK UP EXTERIOR LIGHTS ........................................................................................... SET Updated: 24th May 2023 NOT FOR REAL WORLD USE 75 After Takeoff If the APU has been used to supply air conditioning during take off: APU BLEED ................................................................................................. OFF APU MASTER sw ........................................................................................ OFF ENG MODE SELECTOR ............................................................................... AS RQRD Select IGN if severe turbulence or heavy rain is encountered. ENG ANTI ICE pb-sw .................................................................................... AS RQRD Engine Anti Ice must be set to ON when in icing conditions or anticipated, except during climb and cruise where SAT is below -40°C. WING ANTI ICE pb-sw .................................................................................. AS RQRD When icing conditions are encountered: • The pilot may turn on the wing anti-ice to prevent ice accretion on the wing leading edges. • The pilot must turn on the wing anti-ice is there is evidence of ice accretion, such as ice on the visual indicator, or on the wipers. This is to remove any ice accretion from the wing leading edge. Updated: 24th May 2023 NOT FOR REAL WORLD USE 76 Climb Initial climb NORMAL VERTICAL MODE IS CLB OR OP CLB WITH MANAGED SPEED ACTIVE. MCDU............................................................................................................. PERF CLB Ideally the MCDU should be showing the PERF CLB page but other pages maybe tactically used where necessary. The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that this OPT FL is a function of the cost index. The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot may enter a cruise flight level above this level into the MCDU and the FMGS will accept it, provided that it does not exceed the level at which the margin is reduced to 0.2 g. Climb Speed Modifications: If ATC, turbulence or operational considerations lead to a speed change: • Select the new speed with FCU SPD selection knob and pull • Speed target is now "selected" • To return to managed speed mode, push the FCU SPD knob • The speed target is now "managed" Note: The best speed (and rate of climb) for long-term situations lies between green dot and ECON speed. At high altitudes, acceleration from green dot to ECON speed can take a long time. For simplicity, the best rate of climb speed is equivalent to turbulence penetration speeds. Expedite Climb If ATC requires a rapid climb through a particular level: • Consider use of MCT • Consider pushing the EXP push-button • The target speed is now green dot. FMA: THR MCT (CLB) / EXP CLB / NAV Note: The use of EXP may not be desirable at higher levels and should not be used above FL250. For the best overall economy, fly at ECON IAS. To return to ECON CLB speed: push ALT selector knob. Check FMA: THR CLB / CLB / NAV Updated: 24th May 2023 NOT FOR REAL WORLD USE 77 When cleared to a Flight Level and latest when passing transition altitude (TA): SET STD ..................................................................................................... ANNOUNCE • Announce: "SET STANDARD" • Pull STD on the FCU Baro Ref selector. • Set the ISIS altimeter to STD when above the relevant MSA. • Care must be exercised to meet altitude constraints before pulling STD, especially in low pressure conditions. • Check STD set on both PFDs. • Confirm by announcing "STANDARD CROSSCHECKED". Climb CPDLC ......................................................................................................... CONNECT When workload permits, connect CPDLC via MCDU ATC/NOTIFICATION prompt. CRZ FL ................................................................................................... SET AS RQRD If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ FL entered in the INIT A page during cockpit preparation. The FCU should automatically take into account a higher CRZ FL with the FCU ALT knob. If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on the PROG page), the pilot must insert this lower CRZ FL in the PROG page. Otherwise there is no transition into CRZ phase. The managed speed targets and Mach are not modified and SOFT ALT (ALT CRZ) mode is not available. In this case, the FMA will display: MACH / ALT / NAV instead of MACH / ALT CRZ / NAV. ENG ANTI ICE ................................................................................................ AS RQRD Engine Anti Ice must be ON during all flight operations when icing conditions exists, or are anticipated except during the climb and cruise where SAT is below -40°C. RADAR ............................................................................................ AS APPROPRIATE Updated: 24th May 2023 NOT FOR REAL WORLD USE 78 After passing FL100/10,000 ft: COST INDEX ................................................................................................... NSERT 0 LANDING LIGHTS ..................................................................... CHECK RETRACTED SEAT BELTS .................................................................................................. AS RQRD Note: Turn the seat belts off only when smooth flying conditions exist. EFIS OPTION ........................................................................................................ ARPT After passing all relevant constraints. ECAM MEMO ................................................................................................... REVIEW NAVAIDS .............................................................................................................CLEAR Clear manually tuned navigation aids from the MCDU RAD NAV page. SEC F-PLN page ........................................................................................... AS RQRD Copy the active flight plan into the secondary flight plan once the secondary return flight plan is deemed superfluous. OPT/MAX ALT .................................................................................................. CHECK On the FMS ACTIVE/PERF page, check the optimum and recommended maximum flight levels. Updated: 24th May 2023 NOT FOR REAL WORLD USE 79 Cruise COST INDEX ............................................................................................... RE-INSERT Enter cost index stated on OFP. In the event of a non-standard step climb, the Cost Index should remain at Zero until the CRZ FL. During cruise, selected Speed/Mach shall only be used to comply with ATC instruction or severe turbulence. Managed speed at Cost Index stated on OFP shall be resumed as soon as possible. If ETA is more than 5 minutes after STA, CI 50 can be used. ECAM MEMO ................................................................................................... REVIEW ECAM SD PAGES ............................................................................................REVIEW Periodically review system display pages and in particular: • ENG: Oil pressure and temperature. • BLEED: BLEED parameters. • ELEC: Parameters, GEN loads. • HYD: A slight decrease in quantity is normal. Fluid contraction during cold soak can be expected. Green system is lower than on ground following landing gear retraction. • FUEL: Fuel distribution. • COND: Duct temperature compared with zone temperature. Avoid large differences for passenger comfort. • FLT CTRL: Note any unusual control surface position. • DOOR: Oxygen pressure. FLIGHT PROGRESS ......................................................................................... CHECK Monitor flight progress in the conventional way. OFP/NAV LOG ........................................................................................... COMPLETE Review OFP for departure times (Push and Take off) and note any significant waypoints where high MSA exists. FUEL .............................................................................................................. MONITOR Check FOB (ECAM) and fuel prediction FMGC and compare with OFP. Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at departure. If the sum is unusually greater than the fuel on board at departure, suspect a fuel quantity over read. If the sum is unusually small than the fuel on board at departure, suspect a fuel leak. CAUTION: This check must also be performed each time a FUEL IMBALANCE QRH procedure is necessary. Perform the check before applying the FUEL IMBALANCE QRH procedure. Updated: 24th May 2023 NOT FOR REAL WORLD USE 80 If a fuel leak is confirmed, apply the FUEL LEAK QRH procedure. NAVIGATIONAL ACCURACY....................................................................... MONITOR On aircraft with GPS primary, no navigation accuracy check is required as long as GPS PRIMARY is available. Otherwise, navigational accuracy must be monitored at all times and especially when any of the following occurs: • GPS PRIMARY LOST appears on ND • IRS ONLY navigation • The PROG page displays LOW accuracy • NAV ACCUR DOWNGRAD appears on MCDU RVSM ................................................................................................................. CHECK At intervals of approximately one hour, check the PFD altimeter indications agree. See appendix; RVSM procedures. TCAS TRAFFIC sel ......................................................................... AS APPROPRIATE RADAR ............................................................................................ AS APPROPRIATE STEP FLIGHT LEVEL ..................................................................... AS APPROPRIATE CABIN TEMP ................................................................................................. MONITOR Pay particular attention to the ECAM CRUISE page, in order to monitor passenger cabin temperature and adjust them as necessary. ACARS DELAY ............................................................... REVIEW AS APPROPRIATE Updated: 24th May 2023 NOT FOR REAL WORLD USE 81 Descent Preparation Descent preparation and arrival briefing should be completed before top of descent. WEATHER AND LANDING INFORMATION .................................................... OBTAIN Check weather reports at ALTERNATE and DESTINATION airports. Destination airport data should include runway in use for arrival and the Runway Condition Report (RCR) including RWY Condition Code (RYWCC). The use of the D-ATIS facility maybe available. QNH ................................................................................................................. PRE-SET Pre-set the destination QNH on the ISIS and PFDs. This should be done as a closed loop action reverting to STD and should not be done in descent when approaching a level off to avoid unwanted ALT* activation. Note: When operating in cold weather conditions, consider cold temperature altitude corrections. NAV CHARTS ................................................................................................. PREPARE ECAM ECAM STATUS .................................................................................................. CHECK • Check there is no STATUS reminder on the upper ECAM display • If there is a status reminder, check the aircraft STATUS • Check the STATUS page before completing the landing distance assessment and the arrival briefing. Take particular note of any degradation in landing capability, or any other aspect affecting the approach and landing. APPROACH AND LANDING CONDITIONS................................................ CONFIRM The assessment of the landing distance at time of arrival should be based on the latest available weather and landing information. LANDING PERF DATA ................................................................................ COMPUTE Perform a landing distance computation on the EFB. FMS .................................................................................................................PREPARE Prepare the FMS (F-PLAN, RAD NAV, PROG, PERF, SEC F-FPL). ARRIVAL page ............................................................................ COMPLETE/CHECK Insert APPR, STAR, APPR VIA and TRANS if applicable. Updated: 24th May 2023 NOT FOR REAL WORLD USE 82 F-PLN A page .................................................................................................... CHECK • Ensure that the inserted F-PLN agrees with the planned approach and missed approach • Use the scroll keys to check the F-PLN thoroughly, using ND in PLAN mode as necessary • Check speed constraints and add new speed constraints if required • Check altitude constraints and add new constraints if required • In all cases, do not modify the final approach (FAF to runway or MAP), including altitude constraints • Identify the position and the altitude of Final Descent Point (FDP) and check the value of the FPA after the FDP • If a TOO STEEP PATH message is displayed after the FDP, do no use FINAL APP guidance for approach • Identify the Missed Approach Point DES WIND page ................................................................................................CHECK Insert of download descent winds. RAD NAV page .................................................................................................. CHECK Set navaids as required and check IDENTS Note: On a non-ILS approach the FMGC may auto tune an ILS frequency, seen on the RAD NAV page as a soft-tuned ILS. In order to prevent nuisance GS warnings the EGPWS GS MODE may be deselected. However, the GS MODE should not be deselected on an ILS approach unless stipulated for operational reasons (INN, MEL etc). PERF CRUISE page ..........................................................................................CHECK Modify the cabin descent rate if different pressure rate is required. PERF DES page ................................................................................................ CHECK Prior to the descent, access PERF DES page and check ECON MACH/SPD. If a speed other than ECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the one for the descent path and TOD computation and it will be used for the managed speed descent profile (instead of ECON). The normal descent speed should be ECON. A speed limit of 250 knots below 10,000 ft is the default speed in the managed speed descent profile. The pilot may modify it if necessary on the VERT REV at DEST page. Below FL100, 250 knots must not be exceeded except in Class A or C airspace under explicit ATC request. Updated: 24th May 2023 NOT FOR REAL WORLD USE 83 PERF APPR page ....................................................................... COMPLETE/CHECK Enter the QNH, temperature and wind at destination. VAPP may be increased to a maximum value of VLS +15 knots in case of strong or gusty crosswinds greater than 20 knots. Landing performance must be checked to take into account the speed increment. During the approach, if the VAPP <VLS +3 knots, the VAPP should be corrected to make VAPP = VLS +5 knots. Note 1: Insert the average wind given by the ATC or ATIS. Do not enter gust values. For example, if the wind is 340/23G30, insert the lower speed of 340/23. Ground speed mini will cope with the gusts. Insert the minimum • Approaches with DA/MDA: Insert the appropriate value in BARO [ ] • Approaches with DH (LVO): Insert the appropriate value in RADIO [ ] • CAT III approaches without a DH: Insert NO in RADIO [ ] Note 2: Changing the RWY or type of arrival (VOR, ILS) automatically erases the previous minimum. Check or modify the landing configuration. Refer to landing flaps policy. PERF GO-AROUND page ................................................................ CHECK/MODIFY 1000 ft AAL is the standard THR RED and ACC altitudes for two engine operation. Check and modify if necessary. There is no requirement to insert the ENG OUT ACC altitude in the MCDU for normal operations. For one engine inoperative approach the ENG OUT ACCEL altitude will equal the initial missed approach altitude. SEC F-PLN page ........................................................................................... AS RQRD Before top of descent, the SEC F-PLN should either be set to a different runway for destination or to the landing runway in case of circling. In all cases, routing to the alternate should be available. If there is a last minute runway change, then the pilot only needs to activate the secondary F-PLN without forgetting to check/set the new minimum and nav aids. GPWS LDG FLAP 3 pb-sw ........................................................................... AS RQRD If a landing is planned to be performed in FLAPS 3 configuration, the GPWS LDG FLAP 3 switch should be set to ON. LDG ELEV ......................................................................................................... CHECK Check that the LDG ELEV AUTO green is displayed on the ECAM CRUISE page and check the associated value. Updated: 24th May 2023 NOT FOR REAL WORLD USE 84 AUTO BRAKE ................................................................................................ AS RQRD Use of auto brake is preferable. Check/select the required level according to runway length and condition or as determined by the EFB landing distance computation. Check related ON light illuminates. The autobrake mode selected may be displayed on the PFD depending on aircraft configuration. On short or contaminated runways, use MED mode. On long runways, LO mode is recommended. When operating in low visibility conditions, use appropriate autobrake to exit at the designated low visibility runway exit point. if, on a very long runway, the pilot anticipates that braking will not be needed, the use of autobrake is not necessary. ARRIVAL BRIEFING .................................................................................... PERFORM The purpose of the arrival briefing is to gain a mental model of the planned course of action for the arrival, approach, landing and go-around. RADAR ............................................................................ ADJUST AS APPROPRIATE ENG ANTI ICE ................................................................................................ AS RQRD Engine Anti Ice must be set to ON before and during descent when icing conditions are anticipated, even if the SAT is below -40°C. When Engine Anti Ice is ON, the FADEC selects a higher idle thrust which gives better protection against flame-out. WING ANTI ICE .............................................................................................. AS RQRD When icing conditions are encountered: • The pilot may turn on the wing anti-ice to prevent ice accretion on the wing leading edges. • The pilot must turn on the wing anti-ice is there is evidence of ice accretion, such as ice on the visual indicator, or on the wipers. This is to remove any ice accretion from the wing leading edge. ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot can compensate for this by increasing the descent speed or by extending up to half speed brakes. DESCENT CLEARANCE .................................................................................. OBTAIN CLEARED ALTITUDE ON FCU ...............................................................................SET When clearance is obtained, set the ATC cleared altitude (FL) on the FCU. Also consider what is a safe altitude with regards to MSA. Updated: 24th May 2023 NOT FOR REAL WORLD USE 85 Descent Descent Initiation DESCENT ......................................................................................................... INITIATE The normal method of initiating the descent is to select DES mode at the FMGS calculated top of descent (T/D). If ATC required an early descent: Use DES mode which will guide the aircraft down at a lower vertical speed in order to converge on the required descent path. If ATC delays the descent: Beyond the T/D, a T/D REACHED message comes up on the PFD and MCDU. This suggest to the crew that they start reducing speed towards green dot speed (with ATC permission). When cleared to descend select DES mode with managed speed active. Carefully monitor the speed to avoid exceeding VMO/MMO. Alternatively, use OPEN DES mode and speedbrakes. Updated: 24th May 2023 NOT FOR REAL WORLD USE 86 Descent Monitoring MCDU ............................................................................. DISPLAY AS APPROPRIATE MCDUs should be set to PROG & PERF page. PROG page in order to get V/DEV or RQD DIST TO LAND/DIRECT DISTANCE TO DEST information. PERF DES in order to get predictions down to any inserted altitude in DES/OP DES modes and EXP mode. DESCENT ..................................................................................... MONITOR/ADJUST When flying in NAV mode, use DES mode. The aircraft descends along the descent flight path: the PFD and PROG page display VDEV so this can be monitored. All constraints of the flight plan are taken into account for the guidance. When the aircraft is in HDG or TRK mode, and thus out of the lateral F-PLN, DES mode is not available. However, the PFD still displays VDEV and this is useful whenever cross track error is small (up to 5nm). The NDs show a level off symbol along the flight path. Its position is based on the current active modes. AP/FD and A/THR. The flight crew can use this symbol to monitor the descent. The MCDU predictions assume a return to the lateral F-PLN and descent flight path. Note that whenever the lateral mode is changed from NAV to HDG/TRK, the vertical mode reverts to V/S at the value pertaining at the time of the mode change. From time to time during stabilised descent, the flight crew may select FPA to check that the remaining distance to destination is approximately the altitude change required divided by the FPA in degrees. FPA (°) = △FL/DIST (NM) e.g. FL300/100nm = 3° FPA required. Updated: 24th May 2023 NOT FOR REAL WORLD USE 87 Descent Adjustment To increase the rate of descent: • Increase descent speed by use of selected speed if ATC permit. It is economically better in terms of time/fuel. • Maintain high speed as long as possible. • If the aircraft is high and at high speed, it is more efficient to keep the high speed to ALT* and decelerate, rather than to mix descent and deceleration. • If the aircraft goes below the desired profile, use SPEED and the V/S mode to adjust the rate of descent. Note: EXPEDITE DESCENT If a high rate of descent is required, push the EXPD push button on the FCU. The target speed for the descent becomes Mach 0.8 or 340 knots, which ever is lower. The FMA will display THR IDLE / EXP DES / NAV - To return to DES mode, push the FCU ALT knob. - To return to OP DES mode, pull SPD or ALT. - To return to SPEED / V/S modes, pull the FCU V/S knob. In all cases, monitor the FMA to ensure that the mode engages properly. If engine anti ice is selected in descent, the flight idle is increased. So, to maintain the rate of descent that the aircraft had before engine anti ice selection, it may be necessary to use up to half speedbrake to maintain the required rate of descent in OPEN DES vertical mode. If the rate of descent has to be increased, full speedbrakes may be used. In DES mode: If the aircraft is on, or below the flight path and ATC requires a higher rate of descent, do not use speedbrakes because the rate of descent is dictated by the planned flight path. Thus, A/THR may increase thrust to compensate for the increase in drag. In this case, use OPEN DES with speedbrakes. Note: 1. If speedbrakes are used above 315 knots/M0.75 with the AP engaged, their rate of retraction is low (total time for retraction from full extension is approximately 25 seconds). The ECAM memo page displays SPD BRAKES in amber until retraction is complete. 2. In order to avoid overshooting the altitude, due to speedbrake retraction in ALT* mode, retract the speedbrakes at least 2000 ft before the selected altitude. Updated: 24th May 2023 NOT FOR REAL WORLD USE 88 TERRAIN ON ND TERRAIN on ND ............................................................................................ AS RQRD • In mountainous areas, consider displaying TERR on ND. • If use of radar is required, consider selecting TERR on ND on opposite side. • If NAV ACCURACY is LOW, do not use TERR on ND. Descent - Initial Approach By FL200: ISIS...................................................................................................................SET QNH CPDLC .................................................................................................... DISCONNECT Ensure CPDLC disconnects automatically, if not, disconnect manually. Before passing 10,000 ft or 10 minutes prior to landing: PA ..............................................."CABIN CREW PREPARE CABIN FOR LANDING" Weather and turbulence should be considered when determining the timing of the cabin preparation. Additionally, the potential of shortcuts during the arrival should be considered. SEAT BELTS ............................................................................................................. ON Updated: 24th May 2023 NOT FOR REAL WORLD USE 89 On passing 10,000 ft: EFIS OPTIONS ...................................................................................................... CSTR Select CSTR on both sides. LS pb .............................................................................................................. AS RQRD Select LS, if an approach using LOC - G/S guidance is intended (ILS, SLS LOC only) The PFD displays the LOC and glide slope scales and deviation symbol when there is a valid ILS signal. NAVAIDs .................................................................................... SELECT/IDENTIFIED Ensure that appropriate NAVAIDs are tuned and identified. IF GPS PRIMARY LOST: • NAV ACCURACY ..........................................................................................CHECK • Crosscheck the navigation accuracy by using the MCDU PROG page (i.e. BRG/ DIST TO computed data) and the ND (i.e. VOR/DME raw data) • The navigation accuracy check determines the autopilot mode that the flight crew should use the for the approach, and the type of displays to be shown on the ND ENG MODE SELECTOR ............................................................................... AS RQRD Select IGN if the runway is covered with standing water or if heavy rain or severe turbulence is expected during the final approach or go around. SLIDING TABLE .................................................................................................. STOW EFB ................................................................................................................. AS RQRD Unplug cable. LANDING LIGHTS ......................................................................................... AS RQRD After decelerating through 250 knots and before the final approach, the landing lights may be turned on for visibility purposes. The landing lights may remain off until the final approach. When cleared to descent to an altitude: SET QNH .................................................................................................... ANNOUNCE • Announce: "SET QNH" • Push QNH on the FCU Baro Ref selector. • Care must be exercised to meet altitude constraints before pushing QNH, especially in low pressure conditions. • Check QNH set on both PFDs and ISIS. BARO REF..............................................................................QNH CROSSCHECKED Confirm by announcing "QNH CROSSCHECKED". Updated: 24th May 2023 NOT FOR REAL WORLD USE 90 APPROACH CHECKLIST Checklist trigger: • Barometric reference to QNH (after being cleared to an altitude by ATC), and; • Seat Belt signs ON (PA to prepare the cabin for landing completed). BARO REF....................................................................................................... QNH Checks and reads the QNH BARO setting on their PFD and announces e.g. "QNH ONE ZERO ONE TWO" SEAT BELTS ............................................................................................................. ON Checks the ECAM MEMO and announces "ON". MINIMUM ................................................................................................................ Checks the the baro or radio minimum on the FMA and announces e.g. "BARO FOUR HUNDRED FEET", or "RADIO ONE HUNDRED FEET", or "NO DH". AUTO BRAKE ................................................................................................ AS RQRD Checks the autobrake mode on the autobrake panel (or on the PFD if available) and announces e.g. "LOW", "MED", or "OFF". EFB ................................................................................... STOWED/DISCONNECTED Checks the EFB is stowed correctly and any charging cable is disconnected and announces "STOWED & DISCONNECTED". Updated: 24th May 2023 NOT FOR REAL WORLD USE 91 Approach Approach General Introduction The approach section provides the standard operating procedures for the following approach types: • ILS approaches and SLS approaches on aircraft equipped with SBAS • Conventional Non Precision Approaches: VOR, VOR-DME, NDB, NDB-DME • Approaches based on a LOC signal without any G/S signal: LOC ONLY, ILS G/S • out, LOC B/C PBN approaches including: • RNP approaches with LNAV minima or LNAV/VNAV minima • RNP AR approaches Note 1: ICAO performance based navigation (PBN) standardised terminology is progressively being implemented. • Approach titled RNAV (GNSS) are being replaced by RNP • Approach titled RNAV (GPS) are being replaced by RNP • In the 320 FMS, many RNP approaches are listed with the prefix RNV Note 2: Pilots are to monitor instrumentation and aircraft performance during the approach for degradation of signal, or misleading information (lateral profile monitoring of the ILS LOC/GS, VOR, ADF, DME, raw data and MAP on the ND: Vertical profile monitoring of altitude cross checks). In the event of a degradation of signal or misleading information, a go-around must be flown. Updated: 24th May 2023 NOT FOR REAL WORLD USE 92 Cross Reference Table The table below provides guidance modes that may be used depending on the approach types. Guidance modes per approach types LOC/GS FINAL APP LOC FPA NAV FPA TRK FPA Refer to APPR using LOC GS N/A N/A N/A N/A N/A N/A Refer to APPR using FPA guidance N/A N/A N/A N/A N/A N/A Refer to APPR using FPA guidance RNP with LNAV/VNAV minima (with SLS) Refer to APPR using LOC GS N/A N/A NOT AUTHORISED NOT AUTHORISED RNP with LNAV/VNAV minima N/A Refer to APPR using FINAL APP NOT AUTHORISED NOT AUTHORISED NA Refer to APPR using FINAL APP(1) Refer to APPR using FPA guidance NOT AUTHORISED N/A NOT AUTHORISED NOT AUTHORISED NOT AUTHORISED Refer to APPR using FPA guidance Refer to APPR using FPA guidance NOT AUTHORISED NOT AUTHORISED ILS LOC ONLY ILS G/S OUT LOC B/C RNP with LNAV minima RNP with LPV minima VOR, VOR - DME, NDB, NDB - DME RNP AR with RNP 0._ minima N/A N/A Refer to APPR using FINAL APP(1) Refer to APPR using FINAL APP for RNP AR N/A N/A N/A N/A N/A 1. The FINAL APP is the recommended guidance for this type of approach. For visual approach - Refer to Visual Approach. For RNAV visual approach - Refer to RNAV Visual Approach. Updated: 24th May 2023 NOT FOR REAL WORLD USE 93 Surveillance Radar Approaches (SRA) A surveillance radar approach (SRA or ASR) is a non-precision approach during which the controller uses surveillance radar equipment to provide lateral guidance to maintain the final approach track as well as providing advisory altitude and range information to assist the pilot to fly the correct rate of descent for the appropriate glide path angle. Controller guidance terminates at between 2nm and 0.5nm from touchdown. When on final approach the controller will state: "This will be a surveillance radar approach, terminating at (distance) miles from touchdown. Check your minima, step down fixes and missed approach point". The aircraft will be given radar vectors towards the final approach track as follows: "Turn left/right (number) degrees, heading (three digits)". "Closing the final approach track (rate of closure, e.g. slowly, quickly) from the left/ right". "Heading of (three digits) is good". "On track". "Slightly/well/going left/right of track". Approaching the Final Approach Point (FAP), the controllers will state: "Approaching (distance) miles from touchdown - commence descent now to maintain a (number) degree glide path". Advisory altitudes through which the aircraft should be passing to maintain the nominal glide path, together with ranges from touchdown, shall be passed at each 1nm (0.5nm for approaches terminating at less than 2nm from touchdown) as follows: "(Distance) miles from touchdown - altitude should be (number) feet". "Do no acknowledge further instructions". "Check minimum descent altitude". At the termination range the controller will transmit: "Approach completed, out". "Continue visually or go around (missed approach or further instructions". SRA approaches are very R/T intensive; therefore only one aircraft at a time will normally be vectored onto final approach. The extra aircraft separation required can lead to delays at busy airports, so it may be prudent to plan for some extra holding fuel. Pilots are usually expected to call visual as soon as possible to free up the controller for the next aircraft. It is worth noting that controller proficiency may be limited due to infrequent practise. A SRA may be the only instrument approach available to secondary/emergency runways at some airports. A thorough review of aerodrome charts should be conducted to ascertain whether these secondary/ emergency runways have reduced lighting capabilities or special taxi procedures associated with their use. The recommended FMGS set up is to enter a runway only at the destination, providing a CF at 5nm from touchdown and VDEV guidance on the PFD. A pilot defined waypoint may be added at the FAP, if desired. The runway centreline can be Updated: 24th May 2023 NOT FOR REAL WORLD USE 94 extended when on radar vectors using the DIR to and RADIAL IN function. Controller range/altitude information can be back up by using a suitable DME or BRG/DIST function on the PROG page, but note that controller range altitude information may be based upon radar antenna position rather than runway threshold. In this case, suitable distance from touch down/altitude information may be available on another approach chart (e.g. ILS). The recommended technique for flying a SRA is to adopt the early stabilised approach procedure using the A/P and FDs in HDG and V/S modes. The approach should be flown at a constant angle glide path down to decision altitude. For a 3° glide path, multiply the ground speed by 5 to calculate the required rate of descent. In order to take advantage of Ground Speed Mini, use of A/THR and managed speed are recommended. When visual reference are acquired, the pilot shall deselect the FDs, turn on the FPV ("the Bird") and set the final approach track. manoeuvre as required to position the aircraft accurately on the extended centreline, utilising the FPV and PFD track index to assist in crosswind conditions. Flying Reference Use the following recommended flying references: • In vertical managed modes: HDG-V/S reference associated with the FD crossbars • In vertical selected modes: TRK-FPA reference associated with FPD Updated: 24th May 2023 NOT FOR REAL WORLD USE 95 Stable Approach Criteria Introduction A stabilized approach is one during which several key flight parameters are controlled to within a specified range of values before the aircraft reaches a predefined point in space relative to the landing threshold (stabilization altitude or height) and maintained within that range of values until touchdown. A stabilized approach will ensure that the aircraft commences the landing flare in the proper configuration, at the optimal speed, height, and attitude for the landing. Stable Approach Definitions Correct Vertical Path The aircraft is within an acceptable deviation from the planned approach vertical trajectory. When relevant for the type of approach flown, the acceptable deviations are defined as follows: • Within 1 dot on the glideslope (ILS/SLS); • Within ¾ dot on the V/DEV bar; (within 100 ft from the vertical profile during 2d instrument approaches without V/DEV); • PAPI indications not showing 4 whites or 4 reds. • During flight phases where the PAPI indication can be considered reliable the indication of 4 whites or 4 reds would indicate the aircraft is not on the correct path with the following exceptions: 1. There is a difference between the published final approach vertical path and the PAPI angle; or 2. When OAT is significantly above ISA, PAPI indications may indicate 4 whites while following FMS vertical path. In this condition, the approach can be continued provided the FMS vertical guidance is followed. Correct Lateral Path The aircraft is within an acceptable deviation from the planned approach lateral trajectory. When relevant for the type of approach flown, the acceptable deviations are defined as follows: • Within 1 dot on the LOC (ILS/SLS); • XTK lower or equal to 0.3NM for non RNP AR approaches using final app guidance; • L/DEV within 1 x RNP for RNP AR approaches; • Within 30 degrees of final approach track for visual or circling approaches. Updated: 24th May 2023 NOT FOR REAL WORLD USE 96 Stable Approach Criteria other than Circling Approach All approaches should be fully stable by 1000’ RA but may continue to 500’ RA provided the “by 500 RA” criteria can reasonably be met. By 1000’ RA the following criteria MUST be met: 1. Aircraft in landing configuration; and 2. Speed less than Vapp TGT +30 kt By 500’ RA the following additional criteria MUST be met: 1. Aircraft on correct vertical flight path; and 2. Rate of descent commensurate with the final approach path angle and approach speed; 3. Aircraft on correct lateral flight path; and 4. Vapp TGT final approach speed +10/-5 kt; and 5. Bank angle: maximum 15°; and 6. Landing checklist completed. A go-around must be executed if the above criteria are NOT achieved. Note 1: When achieved, Stable Approach Criteria shall be maintained; however, transient deviations due to atmospheric conditions are acceptable if corrected in a timely manner. Note 2: References to RA may not be appropriate for some specific approach depending on terrain profile. Updated: 24th May 2023 NOT FOR REAL WORLD USE 97 Stable Criteria for Circling Approach The visual part of the circling procedure shall always be flown in CONF3 with landing gear down. For flap full landing, CONF FULL selection will vary according to the specificity of the circling procedure. By 400 ft above TDZE: • Aircraft in landing configuration; and • Aircraft on correct lateral flight path; and • Aircraft on correct vertical flight path; and • VAPP TGT final approach speed +10/-5 knt; and • Bank angle: maximum 15° within ±30° final track; and • Landing checklist completed A go-around must be executed if the above criteria are NOT achieved: 1. When achieved, stable approach criteria shall be maintained; however, transient deviations due to atmospheric conditions are acceptable if corrected in a timely manner. 2. 500 RA auto callout is not relevant for circling approaches. The "STABLE", "NOT STABLE" callout shall be referenced to 400 ft above TDZE. Approach Speed Technique DECELERATED APPROACH The decelerated approach with FD or AP/FD guidance is the standard flying technique for ILS approaches and approaches using FINAL APP guidance. EARLY STABILISED APPROACH Under certain circumstances, the pilot may decided to reduce the speed to VAPP in the landing configuration at the Final Descent Point. (i.e. approach via selected guidance, high glide path angle, low altitude intermediate approach etc). In order to obtain a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should enter VAPP as the speed constraint at the Final Descent Point. Updated: 24th May 2023 NOT FOR REAL WORLD USE 98 Discontinued Approach In order to discontinue an approach when the aircraft is at or above the altitude selected on the FCU, the pilot can either: - Apply the GO AROUND procedure, or - Apply the discontinued approach technique. When the aircraft is below the FCU altitude, the pilot must apply the GO AROUND procedure. IF at or above FCU altitude: • Announce "CANCEL APPROACH" • To disarm any AP/FD approach mode, press APPR pb or LOC pb Note: Valid only for ILS, SLS or FINAL APP guidance • Select lateral mode as required (NAV or HDG mode) • Select vertical mode as required (Level off or adjust V/S) • Select SPEED and adjust IF F-PLN has no destination anymore: Perform a lateral revision at the last waypoint and redefine the destination in the NEW DEST field. Updated: 24th May 2023 NOT FOR REAL WORLD USE 99 Note: 1. The FMS does not automatically string the previous flown approach in the active F-PLN when the aircraft overflies the last waypoint. The FMS has no more destination in the F-PLN. 2. Because the thrust levers are not set to TOGA detent, the FMS remains in approach mode. Updated: 24th May 2023 NOT FOR REAL WORLD USE 100 Aircraft Configuration Management Initial Approach General The initial approach procedure described here is a general guidance whatever the type of approach expected. At high weights, if Green Dot speed or S speed is close to VFE NEXT, the Pilot may select a lower speed while configuring the aircraft for approach. ATC Speed Control If ATC apply speed restrictions during the initial approach phase use the following procedure: • Engage selected speed by pulling FCU speed knob unless a managed target is suitable • Do not select a speed lower than the existing configuration permits: • Flaps ZERO - Minimum Green Dot Speed • Flaps 1 - Minimum 180 knots (it is acceptable to fly at 180 knots below S speed in CONF1. If speed brakes are used or when operating at heavy gross weights, caution shall be exercised to ensure that the 180 knot selected speed remains above VLS +10 knots). • Flaps 2 - Minimum F speed. To reduce flaps track wear, and where possible, flaps selection should be made when actual speed is close to the target speed for the existing configuration. F-PLN SEQUENCING ...................................................................................... ADJUST The NAV mode will be available after GO AROUND if the F-PLN is properly sequenced. A good cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper right side of the ND, which should remain meaningful. In NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode, the F-PLN will sequence automatically only if the aircraft flies close to the F-PLN route. APPROACH PHASE ....................................................................... CHECK/ACTIVATE If the aircraft overflies the DECEL pseudo waypoint in NAV mode, the APPR phase activates automatically. If the aircraft is in HDG/TRK mode, approximately 15 nm from touchdown, activated and confirm APPROACH phase on the MCDU (PERF DES page). MANAGED SPEED ............................................................................................CHECK If ATC required a particular speed, use selected speed. When the ATC speed constraint ("maintain 160 knots to 4 miles" for example), no longer applies, return to managed speed. Updated: 24th May 2023 NOT FOR REAL WORLD USE 101 FLIGHT PATH ............................................................................................... MONITOR In NAV mode, use VDEV information on the PFD and PROG page. In HDG/TRK mode, use the energy circle on ND representing the required distance to land. SPEED BRAKES lever .................................................................................. AS RQRD If the pilot uses the speed brakes to increase the rate of deceleration or to increase the rate of descent, the VLS will increase as well: • The pilot should ensure that appropriate speed margin exists before the extension of the speed brakes. • If the speed brakes are extended, the pilot should ensure that appropriate speed margin exists before the beginning of a turn. This will avoid the activation of the Alpha-Floor protection. Note: In clean configuration, the VLS with speed brakes extended may be higher than green dot sped or VFE FLAPS 1. WARNING: The use of speedbrakes in flight does result in the death of Fairies! RADAR ............................................................................ ADJUST AS APPROPRIATE NAV ACCURACY ............................................................ .............................MONITOR • When GPS PRIMARY is available, no NAV ACCURACY monitoring is required. • if GPS PRIMARY is lost, or GPS unserviceable, check on PROG page that the required navigation accuracy is appropriate to the phase of flight. • If NAV ACCURACY is LOW, at least one ND must be in ROSE LS/VOR depending on the approach. Updated: 24th May 2023 NOT FOR REAL WORLD USE 102 Intermediate/Final Approach General The intermediate and final approach procedure described here is general guidance whatever the type of approach expected. At Green Dot Speed: CAUTION: The pilot should avoid extended flight in icing conditions with the slats extended. FLAPS 1............................................................................................................. ORDER FLAPS 1............................................................................................................ SELECT FLAPS 1 should be selected not less than 3nm prior to FAF (Final Approach Fix). Check deceleration toward "S" speed. For decelerated approaches, the aircraft must reach or be established on the final descent with FLAPS 1 and "S" speed. If the aircraft does not decelerate on the flight path or aircraft speed is significantly higher "S" speed, extend the landing gear in order to slow down. The use of speed brakes is also acceptable. The pilot should be aware that the use of speed brakes cause an increase in VLS. TCAS Mode selector................................................................................. TA or TA/RA Select TA mode: In case of known nearby traffic which is in visual contact. Beginning of Radio Altimeter: RADIO ALTIMETER ALIVE ....................................................................... ANNOUNCE The radio altimeter will start to indicate at heights below 2500 ft AGL. Latest by 2000 ft TDZE/6 nm from RWY Threshold (decelerated approach): Note: Consideration must be given to aircraft energy and conditions such as tailwind or airport elevation. In cases of excess speed or energy, extending the landing gear early or out of normal sequence will be the most effective remedy. FLAPS 2............................................................................................................. ORDER FLAPS 2............................................................................................................ SELECT Check deceleration towards F speed. For ILS/SLS, if the aircraft intercepts the ILS glide slope below 2000 ft above TDZE, select FLAPS 2 at one dot below the glide slope. If the aircraft speed is significantly higher than "F" speed on the flight path, or the aircraft does not decelerate on the flight path, extend the landing gear in order to slow down the aircraft. the use of speed brakes is not recommended. Updated: 24th May 2023 NOT FOR REAL WORLD USE 103 When the speed brakes are deployed, extending the flaps beyond FLAPS 1 may induce a slight roll movement, and in calm conditions a small lateral control asymmetry may remain until disturbed by a control input or by an atmospheric disturbance. For A319: Note: Using speed brakes whilst changing flap configuration may lead to the A/THR erroneously maintaining a target speed 10 knots higher than selected/ managed. In this case pressing the FCU button to switch the A/THR off and then back on should reset the correct target. The ECAM ENG THR LOCK may be triggered. Alternatively, manual thrust may be used by performing a normal disconnect. WHEN REQUESTED TO MAINTAIN 160 KNOTS UNTIL 4 MILES, ADOPT THE FOLLOWING PROCEDURE: Fly selected speed and flaps 2. At 4 nm commensurate with environmental conditions and ATC instruction, push managed speed and configure for landing. Note: LDG weight/wind considerations may prompt an earlier selection of L/G DOWN / CONF3 while still maintaining selected speed 160 knots to ensure stable criteria achievement. This technique may be adapted to comply with maximum requests of 170 knots to 5 nm. CAUTION: Tailwind on the approach or reduced flaps landings will increase the difficulty of achieving stable parameters. ATC must be informed if speed restrictions are not able to be complied with. When Flaps are at 2: L/G DOWN..........................................................................................................ORDER L/G lever............................................................................................... SELECT DOWN AUTO BRK ..................................................................................................... CONFIRM If the runway conditions have changed from the approach briefing, consider another braking mode. GND SPLRS ............................................................................................................ ARM Updated: 24th May 2023 NOT FOR REAL WORLD USE 104 EXT LIGHTS ................................................................................................... AS RQRD Turn on the remaining lights as required: • During LVO, the lights may remain off to avoid unwanted reflections • At night and during heavy precipitations, set NOSE light as required • The strobe lights may be switched off if it causes a distraction Set NOSE switch to TO Set RWY TURN OFF switch to ON Check LANDING LIGHTS switch to ON When Landing Gear is Down: FLAPS 3............................................................................................................. ORDER FLAPS 3............................................................................................................ SELECT ECAM WHEEL SD page: WHEEL SD page appears below 800 ft or at landing gear extension. Check for three landing gear green indications. At least on green triangle on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gear is downlocked. Rely also on the "LDG GEAR DN" green LDG MEMO message to confirm that the landing gear is downlocked. • IF residual pressure is indicated on the triple indicator: • RESIDUAL BRAKING PROC Note: Due to the accomplishment of the alternate braking functional test after the landing gear is downlocked, brief brake pressure indications may be observed on the BRAKE PRESS indicator. For FLAPS FULL landing and when FLAPS 3: FLAPS FULL ..................................................................................................... ORDER FLAPS FULL . . . . ............................................................................................ SELECT Retract the speed brakes before selecting FLAPS FULL to prevent a pitch down when the speed brakes automatically retract. When possible, select FLAPS FULL below VFE -15 knots to minimise wear. Check deceleration towards VAPP. Check correct TO waypoint on the ND. A/THR ..................................................................... CHECK IN SPEED MODE or OFF WING ANTI ICE ....................................................................................................... OFF Switch WING ANTI ICE ON only in severe icing conditions. LDG MEMO ......................................................................................CHECK NO BLUE CABIN REPORT........................................................................................... RECEIVED Cabin ready memo should appear on LDG MEMO. If not press the overhead call bell to initiate cabin ready memo. Updated: 24th May 2023 NOT FOR REAL WORLD USE 105 LANDING Checklist Checklist trigger: LDG CONF set and cabin report received. CABIN ........................................................................................... SECURED FOR LDG The pilot confirms the cabin is secured for landing on the ECAM LDG MEMO and announces "SECURED FOR LANDING". GO AROUND ALT....................................................................................... FT SET The pilot checks the Go Around altitude on their PFD and announces e.g. "FOUR THOUSAND FEET SET". ECAM MEMO ......................................................................................... LDG NO BLUE The pilot checks no blue items are on the LDG ECAM MEMO and announces "LANDING NO BLUE". Note: If the ECAM LDG MEMO is not displayed, the PM shall read each LDG checklist item with confirmation. LANDING CHECKLIST ............................................................................... COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 106 Flight Parameters The pilot should aim to keep the aircraft within these parameters at all times during an approach. It is acceptable to deviated from these parameters during turbulent environmental conditions as long as the aircraft is safely and quickly recovered to the previous flight path within the parameters. • Speed no less than -5 knots or greater than +10 knots of VAPP. • Pitch attitude no lower than -2.5° or greater than +10° (A319/320) / +7.5° (A321) • Bank angle no greater than 7° • Descent rate no greater than 1000 ft/min Note: On approaches with a descent angle greater than 3.5°, it is possible the descent rate could exceed 1000 ft/min. Should these parameters not be maintained, a go around needs to be flown. AT 1000 ft RADIO HEIGHT: ONE THOUSAND ............................................................... MONITOR or ANNOUNCE If no auto callout, announce "ONE THOUSAND". Check flight parameters with respects to Stable Approach Criteria. Announce "CHECKED", "CONTINUE" or "GO-AROUND FLAPS" as appropriate. AT 500 ft RADIO HEIGHT: FIVE HUNDRED ................................................................. MONITOR or ANNOUNCE If no auto callout, announce "FIVE HUNDRED". Check flight parameters with respects to Stable Approach Criteria. Announce "STABLE" if Stable Approach Criteria is met or "NOT STABLE - GO AROUND FLAPS!" Updated: 24th May 2023 NOT FOR REAL WORLD USE 107 PATTERN (DECELERATED) Note: 1. The change in FLAPS setting is almost continuous and takes into account the extension times of the surfaces (e.g heavy aircraft) 2. To minimise FLAPS wear, extend flaps at VFE -15 knt where possible 3. 1000 ft is referred to RA or TDZE depending on terrain profile Updated: 24th May 2023 NOT FOR REAL WORLD USE 108 Aircraft Guidance Management Approach Using LOC G/S Guidance LVO Considerations Refer to AAOM all weather operations. Consider the approach strategy. Regardless of the actual weather conditions, the crew should plan the approach using the best approach capability. This would normally be CAT 3 DUAL with autoland, depending upon aircraft status. The pilot should asses the weather with respects to possible downgrade capability. CAT III Conditions CAT I CAT II With DH Flying technique Manual flying or AP/FD, A/THR Minima & weather DA (DH) Baro ref visibility Autoland Possible with precautions AP/FD, A/THR down to DH No DH AP/FD, A/THR and Autoland DH with RA RVR Mandatory Mandatory CAT II approach CAT II approach can be performed provided: • Published CAT II minima is used • At least one AP is coupled for approach and automatic landing • CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on the FMA The autoland capability has be demonstrated for CAT II and CAT III quality beam. CAT III approach with DH <100 ft to >50 ft CAT III fail passive ILS approach can be performed provided: • Absolute minima for CAT III are DH 50 feet and RVR 175m • At least one AP is coupled for approach and automatic landing • CAT 3 SINGLE or CAT 3 DUAL is displayed on the FMA The autoland capability has be demonstrated for CAT II and CAT III quality beam. CAT III approach with DH <50 ft or no DH CAT III fail operational ILS approach can be performed provided: • Both APs are coupled for approach and automatic landing and roll-out. • CAT 3 DUAL is displayed on the FMA • If no DH is used, the minimum RVR is 75m The autoland capability has be demonstrated for CAT III quality beam. Updated: 24th May 2023 NOT FOR REAL WORLD USE 109 Aircraft capability CAT II or CAT III capability is available provided the list of required equipment is operative (QRH). If the aircraft is dispatched with some equipment inoperative, the MEL may preclude CAT II or CAT III operations as appropriate. On the A320 family aircraft, CAT II/CAT III capabilities are inherent functions of the basic design standard. Therefore, related tasks are covered by the Airbus Maintenance Program. There is no special recommendations for scheduled maintenance tasks functional checks to assure CAT II/CAT III capabilities. The aircraft status is primarily governed by status messages displayed on ECAM STATUS page and FMA display of capability. However, the technical log book will take precedence. A log entry (tech log) will be made if full (CAT 3 DUAL) capability is not available. Not applicable for the simulator. Visual References Refer to AAOM for visual reference requirements. Failures and Associated Actions In general there are three possible responses to the failure of any system, instrument or element during the approach. • CONTINUE the approach to the planned minima • REVERT to higher minima and proceed to a new DH (above 1000 ft) • GO AROUND and reassess the capability The nature of the failure and the point of its occurrence will determine which response is appropriate. 1. Failures leading to a downgrading of capability as displayed on FMA and ECAM with an associated specific audio warning (triple click). 2. Failures that do not trigger a downgrading of capability but are signalled 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. Updated: 24th May 2023 NOT FOR REAL WORLD USE 110 Descent Preparation APPROACH MINIMUM ............................................................................. DETERMINE For LVO approaches, always choose the lowest achievable minimum. The approach minimum is limited by: • Aircraft technical status • Airport status • Go around performance For all ILS approaches with DH, the Pilot shall enter the DH as RADIO [ ] in the MCDU. Failure to do so will have consequence on minima display and auto callouts. For CAT III with no DH, the pilot should enter "NO" in the RADIO (DH) field of the MCDU to avoid false "HUNDRED ABOVE" or "MINIMUM" auto callouts which would not be applicable. BRIEFING ..................................................................................................... PERFORM Review the following items on top of the usual briefing: • Callouts • Management of degraded guidance • Low visibility procedures at the airport Updated: 24th May 2023 NOT FOR REAL WORLD USE 111 INTERMEDIATE APPROACH APPR pb on FCU ................................................................................................ PRESS Press the APPR pb when: • Cleared for the approach • Within ILS localiser capture envelope • On the intercept trajectory for the final approach course • LOC deviation is available This arms the LOC and GS modes Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC. The APPR button may be pushed if cleared to establish on the localiser only with the expectation of a clearance for the ILS. The G/S mode will be armed and manual intervention by selecting the LOC pb must be effected if clearance for the ILS is not received prior to intercepting the glideslope. Thereafter, V/S may be used to capture the glideslope from above or a discontinued approach flown. LOC and/or G/S capture modes will engage no sooner than 3 s after being armed. ICAO defines the envelope where the quality of the G/S signal ensure a normal capture. This envelope is within 10 nm ±8° of the centerline of the ILS glide path and up to 1.75 θ and down to 0.3 θ (θ = nominal glide path angle). When arming the approach well outside of the normal G/S capture envelope, a spurious G/S* engagement may occur due to a wrong G/S deviation signal. Whenever the pilot notices the pitch movement, or the spurious G/S*, or the trajectory deviation, the pilot will immediately disconnect the AP, if engaged, to reestablish a normal attitude and will disengage APPR mode. BOTH APs ....................................................................................................... ENGAGE • When APPR mode is selected, AP 1 and AP 2 should be engaged • For ILS above 5000 ft AGL, FMA displays CAT 1 • Below 5000 ft AGL, the FMA displays the correct approach capability for the intended approach LOC ...................................................................................................... CHECK ARMED G/S ....................................................................................................... CHECK ARMED LOC CAPTURE ............................................................................................. MONITOR G/S CAPTURE ...............................................................................................MONITOR Updated: 24th May 2023 NOT FOR REAL WORLD USE 112 GLIDE INTERCEPTION FROM ABOVE The following procedure must only be applied when established on the localiser. The pilot must react without delay to meet the stabilisation criteria. In order to get the best rate of descent when cleared by ATC and below the limiting speeds, the pilot should lower the landing gear and select flaps as required (at least CONF 2 should be selected to ensure that the aircraft speed will not increase). IF ABOVE THE GLIDESLOPE (AFTER LOC* and LOC alive): APPR mode ............................................................................... ARM/CHECK ARMED Ensure the APPR pb is pressed, or is still illuminated if it has been selected previously and ensure that G/S blue is annunciated on the FMA. LOC ................................................................................................. CHECK ENGAGED FCU ALTITUDE ................................................................ SET ABOVE A/C ALTITUDE If the pilot does not set the altitude above the present altitude, it is likely the a/c will capture (and level out) before intercepting the G/S. As soon as possible, select the go around altitude. V/S MODE ......................................................................................................... SELECT Select V/S 1500 ft/min initially. V/S in excess of 2000 ft/min will result in the speed increasing towards VFE. Note: When reaching VFE, the AP maintains VFE and reduces the V/S without MODE REVERSION. GO AROUND ALTITUDE ........................................................................................ SET Set the go around altitude in FCU at G/S capture. Updated: 24th May 2023 NOT FOR REAL WORLD USE 113 FINAL APPROACH FLIGHT PARAMETERS Call out if excessive deviation occurs: • LOC: ½ dot • GLIDE: ½ dot FOR ILS with DA or DH APPROACH: At entered minimum +100 ft ONE HUNDRED ABOVE...................................................MONITOR or ANNOUNCE At entered minimum MINIMUM ............................................................................ MONITOR or ANNOUNCE Below minimum, the visual references must be the primary reference until landing. If visual references are sufficient: CONTINUE ................................................................................................. ANNOUNCE AP ................................................................................................................... AS RQRD If visual references are not sufficient: GO AROUND ............................................................................................. ANNOUNCE Initiate the go around. FOR CAT III WITHOUT DH APPROACH At 100 ft (alert height) if no failure CONTINUE ................................................................................................. ANNOUNCE Updated: 24th May 2023 NOT FOR REAL WORLD USE 114 Management of Degraded Guidance Early/untimely Flare Mode Engagement • Perform the go around (thrust levers to TOGA), or • Disconnect the AP, set both FDs to OFF and continue the approach using raw data or external references. In association to an early/untimely FLARE mode engagement of the FMA, the following may occur: • On the PFD: • The RA height indication may be frozen at a positive or negative value • The discrepancies between both PFDs may happen on the following indications: • RA heights • FD orders • FMA indications when both APs are engaged • Warnings and/or callouts: • Untimely activation of the AUTOLAND warning light • Untimely Terrain Awareness and Warning System (TAWS) alerts • Untimely or absence of "RETARD" callout • Untimely L/G GEAR NOT DOWN ECAM warning • Absence or interruption of RA automatic callout (height announcement) • In the System Display (SD): A pulsing cabin differential pressure advisory may appear on the ECAM CAB PRESS page. Note: This ECAM advisory has no consequence to the real cabin pressure. FOR AUTOMATIC ILS APPROACH/AUTOLAND • In the case of: • Amber caution (single chime), or • Landing depredation Above 1000 ft: Note: In the context of failure management/decision making during LVO, the 1000 ft height reference is meant to be based on radio altimeter (RA) unless the terrain profile in final approach requires the use of the Airfield Elevation (AFE) reference as briefed by the pilot. As a simplification, the ONE THOUSAND callout is used for both stabilisation criteria and failure management/decision making. Updated: 24th May 2023 NOT FOR REAL WORLD USE 115 ECAM/QRH PROCEDURE........................................................................ COMPLETE REQUIRED EQUIPMENT .................................................................................. CHECK Refer to QRH/OPs required equipment for CAT2 and CAT3. APPROACH AND LANDING CAPABILITY......................................................CHECK If required: RVR .................................................................................................................... CHECK DH ..................................................................................................................... ADJUST BRIEFING ................................................................................................... COMPLETE If the pilot does not complete all of the above actions at 1000 ft: GO AROUND ................................................................................................ PERFORM Below 1000 ft: Landing capability downgrade of systems not monitored by the FMGS for FMA LDG CAPABILITY may be disregarded below 1000 ft. If external visual references are not sufficient: GO AROUND ................................................................................................ PERFORM Below 100 ft RA (Alert height) for CAT 3 DUAL: The automatic approach may be continued unless autoland light comes on. In the case of Autoland warning light: • Visual references not sufficient: • GO AROUND ......................................................................................... PERFORM • Visual references sufficient: • Approach may be continued manually. Updated: 24th May 2023 NOT FOR REAL WORLD USE 116 Approach using FINAL APP Guidance GENERAL The following guidance is for: • RNP approaches with LNAV or LNAV/VNAV minima • Conventional approaches based on VOR, or NDB using FINAL APP guidance AIRCRAFT EQUIPMENT The minimum equipment required to start RNP APCH operations is: • 1 FMGC • 1 GPS • 2 IRS • 1 MCDU • 1 FD • 1 PFD on the PF side • 1 NDs (the temporary display of ND information via the PFD/ND switch is permitted on PM side) • 2 FCU channels. DESCENT PREPARATION WEATHER AND LANDING INFORMATION • The FMS vertical profile does not take into account the effect of low OAT. Therefore, vertical managed guidance: • Must not be used when the actual OAT is below the minimum temperature indicated on the approach chart, or • Must not be used when temperature corrections are required (FINAL APP mode may not engage). For RNP approaches with LNAV/VNAV minima, use of QNH from a remote station is prohibited. F-PLN A page • If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP), do not use FINAL APP guidance for approach. Use NAV FPA or TRK FPA for approach. • 0.1 degrees of difference between the MCDU and the charted final vertical path is acceptable. • The FMS lateral F-PLN extracted from the navigation database is in agreement with the instrument procedure chart. The lateral tracks and distances should be reasonable and the waypoints must be located in the correct position on the ND. Note: Approach lateral trajectories are geometrically based on waypoint coordinates. Observed lateral track differences between MCDU F-PLN page display and charts may come from inconsistency between FMS magnetic variation table and charted magnetic variation reference, which has no effect on lateral trajectory. Updated: 24th May 2023 NOT FOR REAL WORLD USE 117 PROG PAGE .............................................................................................. COMPLETE Insert the reference RWY threshold in the BRG/DIST field for position monitoring during approach. GO AROUND STRATEGY............................................................................... REVIEW The briefing should include a review of "management of degraded navigation" topics. DESCENT NAV ACCURACY ............................................................................................... CHECK If NAV accuracy is LOW, use TRK FPA mode for approach (Refer to APPR using FPA guidance). • For RNP approach: GPS PRIMARY ................................................................................................... CHECK GPS PRIMARY must be available on at least one FMS. BARO REF................................................................................................................SET The vertical guidance requires a precise baro setting. the maximum acceptable discrepancy between altimeters is 100 ft. INTERMEDIATE/FINAL APPROACH POSITION ...................................................................................................... MONITOR Check that ATC clearances allow the aircraft to fly through the capture area of the vertical profile. After radar vectoring, consider a DIR TO RDL IN to sequence the FPLN. FD or AP FD ............................................................................. USE FOR APPROACH It is recommended to use Autopilot when available for all Non Precision Approaches in IMC. The use of FD or AP guidance provides the required navigation accuracy. APPR pb on FCU ................................................................................................ PRESS Press the APPR pb when all of the following conditions are satisfied: • The aircraft is cleared for the approach • TO waypoint is the Final Descent Point (see note below) APPR mode should be armed at least 2 nm before the Final Descent Point to ensure healthy predictions are available and FINAL APP engages successfully. Note: For approaches where the Final Descent Point is less than 2 nm after the previous fix, the APPR mode can be armed when the aircraft has levelled off at the final descent altitude (ALT or ALT CST mode) and the FDP (as displayed on the ND by the final descent arrow) is properly sequenced/computed by the FMGC. Updated: 24th May 2023 NOT FOR REAL WORLD USE 118 APP NAV .................................................................... CHECK ARMED or ENGAGED FINAL................................................................................................... CHECK ARMED Check that the V/DEV scale is displayed on the PFD. At the Final Descent Point, a blue arrow on ND indicates that FINAL APP conditions are met. At the Final Descent Point: FINAL APP ..................................................................................... CHECK ENGAGED GO AROUND ALTITUDE ........................................................................................ SET FLIGHT PARAMETERS................................................................................ MONITOR • Monitor XTK error on ND • Monitor V/DEV on PFD • Check altitude crossing at FAF and waypoints of the final, as published on the chart • If approaching on a conventional radio NAVAID procedure, monitor the lateral and vertical guidance using raw data • Excessive deviation occurs at: • XTK > 0.1nm • V/DEV > ½ dot (on the vertical scale, one dot corresponds to 100 ft. Thus ½ dot is 50 ft). At entered minimum +100 ft: ONE HUNDRED ABOVE...................................................MONITOR or ANNOUNCE At entered minimum: MINIMUM ............................................................................ MONITOR or ANNOUNCE Below minimum, the visual references must be the primary reference until landing. If visual references are sufficient: CONTINUE ................................................................................................. ANNOUNCE At latest at the MAP or Minimum use height of the AP (whichever comes first): AP ............................................................................................................................. OFF FD....................................................................................................................AS RQRD CAUTION: • From minima down to the MAP the FD provides additional guidance. The FD must be switched off if the guidance is not relevant or not followed. • After the MAP, disregard the FD as it reverts to HDG V/S. If visual references are not sufficient: GO AROUND ............................................................................................. ANNOUNCE Initiate the go around. Updated: 24th May 2023 NOT FOR REAL WORLD USE 119 Management of Degraded Guidance For VOR and NDB approaches, be prepared to continue the approach with reference to appropriate raw data by reverting to: • NAV FPA, if the vertical guidance is not satisfactory • TRK FPA, if the lateral guidance is not satisfactory For RNP approaches with LNAV minima or LNAV/VNAV minima: Use the appropriate remained AP/FD in the following cases: • GPS PRIMARY LOST on one ND • NAV ACCUR DOWNGRAD on one FMGS. Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually. For RNP approaches with LNAV/VNAV minima • Discontinue the approach in the case of deviation of 75 ft below the vertical path (VDEV > ¾ dot) Updated: 24th May 2023 NOT FOR REAL WORLD USE 120 Approach Using Final APP Guidance for RNP AR General RNP AR approaches requires specific aeroplane certified avionic equipment. • A320 NEO & A321 NEO are certified for RNP AR • Some A320 CEO aircraft are also certified for RNP AR • According to a/c equipment, RNP AR may be approved to RNP 0.3 or RNP below 0.3 In the FMS, RNP AR approaches should be labelled RNV For example, RNV15-Y AIRCRAFT EQUIPMENT The minimum equipment required to start RNP AR operations is: • 2 FMGC • 2 MCDU • 2 FDs • 1 AP, at least (CEO) • 1 AP (2 AP if RNP less than 0.3 is required or missed approach less than 1nm) A320/321 NEO • 2 GPS • 2 FAC • 2 ELAC • 2 SFCC • 2 RA • 2 PFD with V/DEV displays • 2 ND • 3 ADIRS in NAV mode • TAWS with display of terrain • FCU with both channels • 1 FWC Updated: 24th May 2023 NOT FOR REAL WORLD USE 121 DESCENT PREPARATION Aircraft technical status: QRH AIRCRAFT CONFIGURATION SUMMARY ............................................. CHECK RNP AR certification is listed under AUTO FLT. Check RNP AR "installed" column. Item System Installed RNP AR Capability RNP AR AUTO FLT No A/C NOT certified for RNP AR. RNP AR NOT allowed RNP AR below 0.3 AUTO FLT Yes A/C certified for RNP AR down to RNP 0.1 minima RNP AR limited to 0.3 AUTO FLT Yes A/C certified for RNP AR down to RNP 0.3 minima MEL AIRCRAFT STATUS ................................................................................ CHECK Unserviceable equipment affecting RNP AR capability needs to be checked with the minimum equipment listed above. Any failure with any of the above equipment may reduce the RNP AR capability. GPS Availability RAIM has been demonstrated to be available 100% of the time with a constellation of 24 healthy satellites. This number is usually in excess of 24 healthy satellites at all times. The number of available satellites shall be checked using a ground based prediction tool. This check needs to be completed on the ground prior to dispatch and can be found here: https://augur.eurocontrol.int/status/ Total satellites will be listed on the right hand side. RNP AR generic approaches are permitted with RNP = 0.3 provided the availability of at least 24 satellites is confirmed using a ground based prediction tool. An operation with RNP <0.3 and with less than 24 satellites is permitted provided ground based prediction software is used to determine the GPS PRIMARY availability at the ETA. Use of Augur Terminal/Approach Tool For RNP AR specific procedures or for RNP AR generic procedures when the number of available satellites is predicted to be less than 24, select the Terminal/ Approach tool. Updated: 24th May 2023 NOT FOR REAL WORLD USE 122 Augur Terminal/Approach Tool can only be used for RNP AR procedures with minima at or above RNP 0.3. Enter ICAO identifier of airports(s) with RNO AR procedure for which RAIM is to be checked. The entry parameters applicable are: Algorithm: Select FDE (Fault Detection and Exclusion) Selective Availability: SA off Barometric Aiding: Baro aiding Mask angle: Do not use less than 5.0 deg mask angle Approach: Approach (RNP 0.3) Start computation (check outages) The output parameters are: • No predicted outages, or • Outages periods [start - end time; duration] during which RAIM for RNP AR approach with RNP 0.3 minima is not guaranteed. APPROACH MINIMUM ............................................................................. DETERMINE • RNP AR approach minima are associated with specific RNP values • For each published RNP value, a corresponding Decision Altitude (DA) and visibility is associated. RNP 0.3 minima are always published • Availability of RNP minima below RNP 0.3 depends on each approach design and may require specific approval • RNP AR minima below RNP 0.3 cannot be used on aircraft limited to RNP 0.3 • By default, the RNP value coded in the FMS navigation database for final segment is RNP 0.3. The pilot must enter the actual RNP value and override the FMS database value, if lower. NAVAIDS DESELECTION.............................................................................. AS RQRD In case GPS PRIMARY is lost, the FMS may revert to radio NAV mode. Deseletion of navaids shall only be performed when a VOR/DME is indicated by NOTAM as under test or faulty. CAUTION: Pilots shall not inadvertently deselect GPS when attempting to deselect NAVAIDS in the MCDU. WEATHER AND LANDING INFORMATION .................................................... OBTAIN • Verify that actual OAT is at or above the minimum temperature indicated on the approach chart. If OAT is below the minimum temperature, RNP AR procedures are not approved. • Verify the winds are within limits. • Use of QNH from a remote station is prohibited. Updated: 24th May 2023 NOT FOR REAL WORLD USE 123 F-PLN A page .................................................................................................... CHECK The FMS lateral and vertical F-PLN extracted from the navigation database is in agreement with the instrument approach chart. The lateral tracks and distances should be reasonable and the waypoints must be located in the correct position on the ND. Note: RNP approach lateral trajectories are geometrically based on waypoint coordinates. Observed lateral track differences between MCDU F-PLN page display and charts may come from inconsistency between FMS magnetic variation table and charted magnetic variation reference, which has no effect on lateral trajectory. If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP), do not use FINAL APP guidance for approach. Select another approach. Airspeed and configuration must be adapted for the maximum speed required to achieve the radius of turns in the procedure. Prog page ................................................................................................... COMPLETE Insert the reference RWY threshold in the BRG/DIST field for position monitoring during approach. GO AROUND STRATEGY............................................................................... REVIEW The briefing should include a review of "management of degraded navigation" topics. DESCENT GPS 1 & 2 ..................................................................................... CHECK both in NAV Bot GPS must be in NAV on the GPS MONITOR page. Both GPS and both FMS must be available before the IAF. Thus, if one FMS is inoperative or if one GPS is not in NAV at the IAF, RNP AR is not allowed. TERR on ND.............................................................................................................. ON Unless weather radar is required on one side, terrain must be selected on both the Capts and FOs ND display. INITIAL/APPROACH RNP VALUE (MCDU PROG PAGE) .................................................. CHECK/INSERT The MCDU PROG page displays the FMS navigation database RNP value in small blue digits. Crew entered value overrides the FMS navigation database RNP value and is displayed in larger blue digits. • Check/insert the RNP value in the 6L field. If the pilot intends to use RNP AR minima below 0.3, the RNP value associated with the approach minima shall be manually entered by the crew. If required the pilot shall enter the RNP value prior to activation of the APPR phase, latest when passing the IAF. Updated: 24th May 2023 NOT FOR REAL WORLD USE 124 BARO REF/ALTIMETER.................................................................................... CHECK The altimeter crosscheck shall be completed after setting the Baro reference to QNH and prior to the final approach fix (FAF). The maximum acceptable discrepancy between altimeters is 100 ft. If the altimetry crosscheck fails then the approach must not be continued. After the FAF, the pilot must continuously monitor the V/DEV on the PFD. INTERMEDIATE/FINAL APPROACH AP FD......................................................................................... USE FOR APPROACH For RNP AR operations, one AP must be engaged prior to the Initial Approach Fix (IAF). For AP failure after the IAF, refer to ABNORMAL OPERATIONS/IN-FLIGHT CONTINGENCY PROCEDURES BELOW. L/DEV............................................................................................ CHECK DISPLAYED Check that the L/DEV scale is displayed on the PFD. APPR pb on FCU ................................................................................................ PRESS Press the APPR pb when all of the following conditions are satisfied: • The aircraft is cleared for the approach • TO waypoint is the Final Descent Point (see note below) APPR mode should be armed at least 2 nm before the Final Descent Point to ensure healthy predictions are available and FINAL APP engages successfully. Note: For approaches where the Final Descent Point is less than 2 nm after the previous fix, the APPR mode can be armed when the aircraft has levelled off at the final descent altitude (ALT or ALT CST mode) and the FDP (as displayed on the ND by the final descent arrow) is properly sequenced/computed by the FMGC. APP NAV .................................................................... CHECK ARMED or ENGAGED FINAL................................................................................................... CHECK ARMED Check that the V/DEV scale is displayed on the PFD. At the Final Descent Point, a blue arrow on ND indicates that FINAL APP conditions are met. At the Final Descent Point: FINAL APP ..................................................................................... CHECK ENGAGED GO AROUND ALTITUDE ........................................................................................ SET PROGRESS PAGE.........................................................................................MONITOR Check/confirm the correct RNP value corresponding to associated approach minima is displayed on the MCDU PROG page. Updated: 24th May 2023 NOT FOR REAL WORLD USE 125 FLIGHT PARAMETERS................................................................................ MONITOR • Monitor L/DEV & V/DEV on PFD • Monitor XTK error on ND • Check altitude crossing at FAF and waypoints of the final, as published on the chart • Excessive deviation occurs at: • L/DEV > ½ dot (On the lateral scale, 1 DOT corresponds to 0.1nm. Thus ½ dot is 0.05 nm. L/DEV full-scale deflection is ± 0.2 nm). • V/DEV > ½ dot (On the vertical scale, 1 DOT corresponds to 100 ft. Thus ½ dot is 50 ft. A go-around must be initiated if excessive deviation occurs: • L/DEV reaches 1 RNP (as digitally displayed on ND) • V/DEV reaches ¾ dot below the vertical path. At entered minimum +100 ft: ONE HUNDRED ABOVE...................................................MONITOR or ANNOUNCE At entered minimum: MINIMUM ........................................................................... MONITOR or ANNOUNCE Below minimum, the visual references must be the primary reference until landing. If visual references are sufficient: CONTINUE ................................................................................................. ANNOUNCE At latest at the MAP or Minimum use height of the AP (whichever comes first): AP ............................................................................................................................. OFF FD....................................................................................................................AS RQRD CAUTION: From minima down to the MAP the FD provides additional guidance. The FD must be switched off if the guidance is not relevant or not followed. After the MAP, disregard the FD as it reverts to HDG V/S. If visual references are not sufficient: GO AROUND ............................................................................................. ANNOUNCE Initiate the go around. Updated: 24th May 2023 NOT FOR REAL WORLD USE 126 ABNORMAL OPERATIONS/IN-FLIGHT CONTINGENCY PROCEDURES In-flight failure occurring during RNP AR approaches may affect aircraft capability to maintain flight path accuracy within RNP tolerances. As a general principle, RNP AR operations shall not be started with failures affecting the RNP capability. Abnormal operations considered for RNP AR below concern: • Engine failure (asymmetrical thrust effect on flight path accuracy) • Loss of RNP capability due to guidance • Loss of RNP capability due to navigation • Other system failures. At any time, when RNP capability cannot be restored, the pilot shall adopt the best strategy to maintain aircraft safety, reverting to non-RNP procedures, when available, or contingency procedures appropriate to the local environment. Safety of RNP AR operations in adverse environment requires that the pilot monitors the consistency of aircraft behaviour with the flown path (e.g. bank angle vs turn direction and X/TRK), and continuously thinks "ahead" of the aircraft considering the next leg sequence and possible actions in case of contingency. Engine Failure during Approach One engine inoperative conditions (with AP ON) has been demonstrated to meet RNP requirements. Continuation of the procedure is at the discretion of the PIC considering flight path stability and weather conditions. OEI acceleration should not take place during and RF leg. Contingency Procedures during Go Around Go around initiated following the loss of RNP AR capability may require the pilot to follow contingency procedures. The Pilot shall immediately revert to laterally selected mode (HDG/TRK) when NAV guidance is not adequate. Contingency procedures for complex approaches requiring special procedure authorisation will be described in any aerodrome brief and will normally be associated with CAT C aerodrome training. Contingency procedures for generic procedures will normally follow standard missed approach procedures, reversion to radar vectors or conventional navigation. Updated: 24th May 2023 NOT FOR REAL WORLD USE 127 Management of Degraded Navigation System failures occurring before passing the Initial Approach Fix (IAF) The pilot shall discontinue the approach and refer to the required equipment for RNP AR and re-assess RNP AR capability. System failures occurring after passing the Initial Approach Fix (IAF) The approach may be continued in case of single failure of: • GPS PRIMARY LOST on one ND (use appropriate remaining AP/FD) • NAV ACCURACY DOWNGRAD on one FMGS (use appropriate remaining AP/FD) • GPS (MMR) • FMGS • EFIS DU • MCDU • AP (remaining AP shall be engaged if available) Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually: • FINAL APP does not engage • Loss of GPWS TERRAIN function in case of inconsistencies affecting obstacles or terrain computation • FM/GPS POSITION DISAGREE • FMS1/FMS2 POS DIFF • GPS PRIMARY LOST on both NDs • Dual NAV ACCUR DOWNGRAD • Dual loss of FMGC or dual loss of FINAL APP mode • Dual AP failure if the RNP <0.3 nm System failures not defined in the lists above should be managed as appropriate to the situation. Updated: 24th May 2023 NOT FOR REAL WORLD USE 128 Approach Using FPA Guidance General The following items are to be performed in addition to previous SOP chapters in the following cases: • RNP approaches with LNAV minima using mixed NAV FPA guidance • Conventional approaches based on VOR and NDB using selected TRK FPA or mixed NAV FPA guidance • ILS G/S out, LOC ONLY and back course localiser approaches The approach is flown in TRK FPA when: • The approach is not stored in the database, or • NAV accuracy is low Under normal circumstances, an early stabilised approach methodology should be used for approaches using FPA guidance. Aircraft Equipment The minimum equipment required to start RNP APCH operations is: • 1 FMGC • 1 GPS • 2 IRS • 1 MCDU • 1 FD • 1 PFD on the PF side • 1 NDs (the temporary display of ND information via the PFD/ND switch is permitted on PM side) • 2 FCU channels. DESCENT PREPARATION F-PLN A page .................................................................................................... CHECK • If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP), disregard the V/DEV or yoyo information on the PFD. • For approaches using NAV FPA: • The FMS lateral F-PLN extracted from the navigation database is in agreement with the instrument procedure chart. The lateral tracks and distances should be reasonable and the waypoints must be located in the correct position on the ND. • In all other cases, use TRK FPA mode for approach. PROG page ................................................................................................. COMPLETE Insert the reference RWY threshold in the BRG/DIST field for position monitoring during approach. GO AROUND STRATEGY............................................................................... REVIEW The briefing should include a review of "management of degraded navigation" topics. Updated: 24th May 2023 NOT FOR REAL WORLD USE 129 DESCENT NAV ACCURACY ............................................................................................... CHECK If NAV accuracy is LOW, use TRK FPA mode for approach. • For RNP approach: GPS PRIMARY ................................................................................................... CHECK GPS PRIMARY must be available on at least one FMS. INTERMEDIATE/FINAL APPROACH LATERAL GUIDANCE MODE....................................................SET FOR APPROACH Arm NAV or LOC mode as appropriate. • For LOC ONLY and ILS G/S out: LOC pb-sw ......................................................................................................... PRESS Press the LOC pb-sw when cleared for approach and on the intercept trajectory for the final approach course. Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC. LOC ...................................................................................................... CHECK ARMED CAUTION: Do not press the APPR pb. • For back course localiser approaches: TRK FPA MODE ....................................................................... USE FOR APPROACH LATERAL PATH ......................................................................................... INTERCEPT Monitor NAV or LOC engagement as appropriate. TRK FPA pb (Bird) ............................................................................................SELECT FPA FOR FINAL APPROACH ................................................................................. SET At 0.3 nm from the Final Descent Point: FPA selector........................................................................................................... PULL FPA MODE ...................................................................................... CHECK ENGAGED Check NAV FPA, TRK FPA or LOC FPA in engaged as appropriate. POSITION/FLIGHT PATH ............................................................ MONITOR/ADJUST Monitor altitude indication versus position and adjust FPA as necessary to follow the published descent profile, taking into account the minimum altitudes. Note: In case of deviations from the published profile a change of 1.0 degree FPA will recover 100 ft/nm. GO AROUND ALTITUDE ........................................................................................ SET Set when below the go around altitude to avoid unexpected altitude capture. Updated: 24th May 2023 NOT FOR REAL WORLD USE 130 FLIGHT PARAMETERS................................................................................ MONITOR Crosscheck distances versus altitudes as published on the charts. If approaching on a conventional radio NAVAID procedure, monitor the lateral and vertical guidance using raw data. • For approaches using NAV FPA, monitor XTK error on ND to check the lateral guidance Excessive deviation occurs: • Approach using NAV MODE: XTK > 0.1 nm • Approach using LOC MODE: LOC ½ dot • Approach using TRK mode: • VOR: ½ dot or 2.5° • NDB: 5° At entered minimum +100 ft: ONE HUNDRED ABOVE...................................................MONITOR or ANNOUNCE At entered minimum: MINIMUM ........................................................................... MONITOR or ANNOUNCE Below minimum, the visual references must be the primary reference until landing. If visual references are sufficient: CONTINUE ................................................................................................. ANNOUNCE At latest at the MAP or Minimum use height of the AP (whichever comes first): AP ............................................................................................................................. OFF FD.............................................................................................................................. OFF RUNWAY TRACK ..................................................................................... CHECK/SET If visual references are not sufficient: GO AROUND ............................................................................................. ANNOUNCE Initiate the go around. Updated: 24th May 2023 NOT FOR REAL WORLD USE 131 Management of Degraded Guidance For VOR and NDB approaches in NAV FPA, if lateral guidance is not satisfactory: Be prepared to continue the approach with reference to appropriate raw data by reverting to TRK FPA. For RNP approaches with LNAV minima: Use the appropriate remained AP/FD in the following cases: • GPS PRIMARY LOST on one ND • NAV ACCUR DOWNGRAD on one FMGS. Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually: • GPS PRIMARY LOST on both NDs • XTK >0.3 nm • NAV FM/GPS POS DISAGREE on ECAM • NAV ACCUR DOWNGRAD on both FMGS Updated: 24th May 2023 NOT FOR REAL WORLD USE 132 Circling Approach General The circling approach is the visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitable located for a straight in approach. The instrument approach may be to the reciprocal runway, another runway or a letdown procedure. The circling approach may be defined by prescribed tracks. Some procedures may specify a DME or other fix for the end of the downwind leg. CAUTION: The pilot must conduct the flight within the circling area, while maintaining required visual references at all times. Approach Preparation For a circling approach, the approach preparation should include the following additional items in the FMS programming. F-PLN Introduce the instrument approach procedure, including the missed approach procedure for the instrument approach. SEC F-PLN The landing runway must be inserted into the SEC F-PLN. Update the SEC F-PLN as follows: • Copy the active F-PLN • Revised the landing runway Instrument Approach The pilot flies a stabilised approach at "F" speed, configuration 3 and landing gear down. Circling approaches must be flown with Gear Down and Flaps 3 to avoid unwanted GPWS alerts. Normal instrument approach operation procedures are used up to the point where the aircraft levels off at MDA. For landing in CONF3 following a circling approach, fly a selected speed to maintain F speed until established on final for the landing runway. At a convenient stage during the instrument approach, select TRK FPA. Updated: 24th May 2023 NOT FOR REAL WORLD USE 133 Circling Approach AT 100 FT ABOVE CIRCLING MINIMA: ONE HUNDRED ABOVE...................................................MONITOR or ANNOUNCE If no auto callout, announce "ONE HUNDRED ABOVE". V/S ZERO .............................................................................................................. PUSH Push V/S at 100 ft above MDA. The a/c will fly level at or just above circling minima. If visual references are not sufficient: GO AROUND ..................................................................................................... ORDER If the pilot is unable to establish or maintain required visual reference a G/A must be executed at the MAP following the standard missed approach procedure for the instrument approach being flown. WITH SUFFICIENT VISUAL REFERENCE: TURN TOWARDS DOWNWIND LEG ........................................................... EXECUTE If landing on a reciprocal runway, execute a 45° turn towards the downwind leg. CHRONO ............................................................................................................. START Start timing for 30 seconds from wings level. TURN ONTO DOWNWIND LEG ................................................................... EXECUTE Fly the downwind track to the landing runway. SECONDARY FLT PLAN .............................................................................. ACTIVATE Activate the secondary flight plan. Note: Manoeuvring the aircraft is now performed using selected modes only. When abeam the landing runway threshold: CHRONO ............................................................................................................. START Start timing (calculated on circuit height) for 3 sec per 100 AAL. At the end of the downwind leg: LEVEL BASE TURN ....................................................................................... EXECUTE Start a level base turn towards the landing runway to intercept the visual glide path. Note: Descent below MDA/H must not be initiated until the threshold of the runway to be used has been identified and the aircraft is in a position to continue with a normal rate of descent and land within the touchdown zone. AP/FDs ..................................................................................................................... OFF Disconnect the AP and remove the FDs at the latest before starting the final descent toward the runway. Updated: 24th May 2023 NOT FOR REAL WORLD USE 134 When established on the visual vertical path: For Flaps full: FLAPS FULL ..................................................................................................... ORDER LANDING CHECKLIST ............................................................................... COMPLETE Prescribed Tracks Circling The circling procedure (aircraft configuration and speed) may be adapted for prescribed tracks. All prescribed tracks, altitudes and speeds must be adhered to. Descent from MDA must only commence when the required visual reference is obtained and a normal descent can be carried out to land in the touchdown zone. MISSED APPROACH If the decision to carry out a missed approach is taken when the aircraft is positioned on the approach axis (track) defined by radio-navigation aids, the published missed approach procedure must be followed. If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular instrument approach must be followed. It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where the pilot will establish the aeroplane in a climb on the missed approach track. As the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aeroplane on the prescribed missed approach course depending on its position at the time visual reference is lost unless otherwise prescribed. Updated: 24th May 2023 NOT FOR REAL WORLD USE 135 CIRCLING APPROACH PATTERN Updated: 24th May 2023 NOT FOR REAL WORLD USE 136 RNAV Visual Approach General The aircraft navigates using the RNAV system, but the position is monitored by visual references to the ground, obstacles and other traffic. RNAV Visual approaches must be stored and retrievable from the Navigation Database. RNAV Visual approach may be flown following an instrument approach. In this case the RNAV visual approach may initially be prepared in the SEC F-PLN. EQUIPMENT REQUIRED • 1 FMS • 1 GPS or 2 DME to update FM position • Additional requirement if indicated on approach chart FMGC GUIDANCE MODE • If no required accuracy is published: The use of the FMGC guidance mode is at the pilots discretion. • If RNAV 1 or RNP 1 is required on the published approach chart: The pilot should use adequate FMGC guidance modes. Note: The use of lateral and vertical managed guidance modes reduces the crew workload and improves energy management. DESCENT PREPARATION For approach data insertion in the FMS, keep the BARO/MDA field empty on the PERF APPR page. DESCENT For RNAV VISUAL approaches requiring GPS, check that GPS PRIMARY is available on at least 1 FMS. FINAL APPROACH The pilot must disconnect the AP at the latest at the minimum use height of the AP. Refer to FCOM limitations. Updated: 24th May 2023 NOT FOR REAL WORLD USE 137 Visual Approach General Perform the approach on a nominal 3° glideslope or as per published final path (PAPI slope as applicable) using visual references. A visual approach shall be comprehensively briefed. The pilot shall consider the risks associated against any operational gain associated with a visual approach. If conducting visual approach to an ILS equipped runway, and ILS approach should be selected in the FMGC and properly sequenced so that lateral and vertical guidance is available to the pilot. The LS pb shall be selected ON and G/S deviation monitored at all times. (For ILS equipped runways, the FMGS will auto tune the ILS and the GPWS will monitor any G/S deviation, even if LS is not displayed). Method • The autopilot is not used • Both FDs are OFF • FPV use is recommended • A/THR use is recommended with managed speed Bear in mind the possible risk of optical illusions due to hindered night vision. Initial/Intermediate Approach The flight plan selected on the MCDU should include the selection of the landing runway. The downwind leg may also be part of the flight plan. This may be a useful indication of the aircraft position in the circuit on the ND. However, visual references must be used. Therefore, at the beginning of the downwind leg: • Manually ACTIVATE APPR • Select FDs to OFF • Select TRK FPA to have FPV displayed • Check A/THR active or OFF Extend the downwind leg to 45 seconds (±1s / 1 knt of headwind/tailwind) for a standard 1,500 ft circuit. • Turn into base leg with a maximum of 30° of bank • Descent with approximate FPA, in FLAPs 2, at F speed Updated: 24th May 2023 NOT FOR REAL WORLD USE 138 Final Approach The speed trend arrow and FPV help the pilot make timely and correct thrust settings (if manual thrust), and approach path corrections. Avoid descending through the correct approach path with idle thrust. (Late recognition of this situation without a prompt thrust increase may lead to considerable speed decay and altitude loss). Avoid any tendency to "duck under" in the late stages of the approach. Avoid destabilising the approach in the last 100 ft, in order to have the best chance of performing a good touchdown at the desired position. VISUAL APPROACH (1 or 2 ENGINES) PATTERN Updated: 24th May 2023 NOT FOR REAL WORLD USE 139 Landing Manual Landing AP ............................................................................................................................. OFF FLARE The cockpit cut-off angle is 20°. In stabilised approach conditions, the flare height is approximately 30 ft. FLARE .......................................................................................................... PERFORM Avoid flaring high. ATTITUDE ..................................................................................................... MONITOR THRUST levers ....................................................................................................... IDLE If autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers to the IDLE detent. In manual landing conditions, the "RETARD" callout is triggered at 20 ft radio height, in order to remind the pilot to retard the thrust levers. Note: Ground spoiler extension is inhibited if: • Both thrust levers remain above the idle detent, or • One thrust lever is above idle and one thrust lever is at idle detent AT TOUCHDOWN Note: Touchdown must be achieved in the touchdown zone (as defined by the runway markings, or in the absence of runway markings, the first 1000 m or first ⅓ of the runway whichever is less) or a balked landing shall be initiated. DEROTATION .................................................................................................. INITIATE • Lower the nosewheel without undue delay Updated: 24th May 2023 NOT FOR REAL WORLD USE 140 BOTH THRUST LEVERS ........................................................ REV MAX or REV IDLE The pilot must select reverse thrust immediately after main landing gear touchdown. MAX or IDLE reverse thrust shall be selected as determined during landing performance assessment. The pilot must immediately select REV MAX, if any of the following occurs at any time during the landing: • An emergency • The deceleration is not as expected • A failure affecting the landing performance • A long flare or a long touchdown • An unexpected tailwind A small pitch up may occur during thrust reversers deployment before nose landing gear touchdown. However, the pilot can easily control this pitch up. As soon as the pilot selects reverse thrust, a full-stop landing must be performed. GND SPLRS ................................................................................ CHECK/ANNOUNCE Check that the WHEEL SD page displays the ground spoiler extension after touchdown. If no ground spoilers are extended: • Verify and confirm that both thrust levers are set to IDLE or REV detent • Set both thrust levers to REV MAX, and fully press the brake pedals Note: If ground spoilers are not armed, ground spoilers extend at reverser thrust selection. REVERSERS ............................................................................... CHECK/ANNOUNCE • Check that the ECAM E/WD displays that the reverse deployment is as expected (REV Green) • If reverser(s) do not deploy as expected, one of the main deceleration means is lost. The pilot should consider adapting the available deceleration means to stop the aircraft DIRECTIONAL CONTROL ........................................................... MONITOR/ENSURE • Ensure directional control. Use rudder pedals for directional control • Do not use nosewheel steering tiller before reaching taxi speed • During rollout, the pilot should avoid sidestick inputs (either lateral or longitudinal) • If directional control problems are encountered, the pilot should reduce thrust to reverse idle until directional control is satisfactory Updated: 24th May 2023 NOT FOR REAL WORLD USE 141 If autobrake is selected: AUTOBRAKE ................................................................................................ MONITOR Note: If no ground spoilers are extended, the autobrake will not activate. During the rollout, monitor the blue light on the autobrake panel and call out if the autobrake mode disengages. On aircraft displaying autobrake status on PFD: During the rollout, monitor that the FMA displays BRK LO or BRK MED and call out if the autobrake mode disengages. If landing without autobrake: BRAKES ......................................................................................................... AS RQRD • Although the green hydraulic system supplies the braking system, if pedals are pressed rapidly, a brake pressure indication appears briefly on the BRAKE PRESS indicator • Braking may begin before nosewheel has touched down, if required for performance reasons. However, when comfort is the priority, the pilot should delay braking until the nosewheel has touched down. DECELERATION......................................................................... CHECK/ANNOUNCE The pilot feels the deceleration and checks the speed trend on the PFD to confirm the deceleration. AT 70 knots SEVENTY KNOTS ..................................................................................... ANNOUNCE BOTH REVERSER LEVERS.......................................................................... REV IDLE It is better to reduce reverse thrust when passing 70 knots. However, high levels of reverse thrust may be used in order to control aircraft speed in the case of an emergency. CAUTION: Avoid the use of high levels of reverse thrust at low airspeed, unless required due to an emergency. The distortion of the airflow, caused by gases re-entering the compressor, can cause engine stalls that may result in excessive EGT. Updated: 24th May 2023 NOT FOR REAL WORLD USE 142 AT TAXI SPEED REVERSERS ........................................................................................................ STOW • When reaching taxi speed, and before leaving the runway, stow the reversers • On snow covered grounds, the reversers should be stowed when the aircraft speed reaches 25 knots • When deselecting the reversers, be careful not to apply forward thrust by moving the thrust levers beyond the FWD IDLE position CAUTION: Except in an emergency, do not use the reverse thrust to control aircraft speed while on taxiways. On taxiways, the use of reversers, even when restricted to idle thrust, would have the following effects: • The engines may ingest find sand and debris that may be detrimental to the engines and airframe systems • On snow covered areas, snow will recirculate in the air inlet, and may cause and engine flameout or rollback. BEFORE 20 knots AUTO BRK ....................................................................................................... DISARM Disengage the autobrake to avoid some brake jerks at low speed. The pilot should use the brake pedals to disengage the autobrake. Updated: 24th May 2023 NOT FOR REAL WORLD USE 143 Automatic Landing The following items must be performed in additions to section: Approach Using LOC G/S guidance. At 350 ft RA: LAND on FMA ............................................................................ CHECK/ANNOUNCE If no LAND MODE, autoland is not authorised. ILS COURSE on PFD ....................................................................................... CHECK If the ILS course pointer and the runway track differ by more than 5°, autoland is not authorised. At 40 ft RA: FLARE on FMA ........................................................................... CHECK/ANNOUNCE If the FMA does not display FLARE, perform a go-around, or a manual landing if visual references are sufficient. FLARE ........................................................................................................... MONITOR At 30 ft RA: THRUST IDLE .................................................................................................... CHECK Monitor thrust reduction. At 10 ft RA: An automatic "RETARD" callout triggers. THRUST LEVERS ................................................................................................... IDLE The autothrust disconnects. LATERAL GUIDANCE................................................................................... MONITOR Monitor the lateral guidance by using external references. Updated: 24th May 2023 NOT FOR REAL WORLD USE 144 At Touchdown Note: In the case of NWS or Anti-Skid failure, set the AP OFF at touchdown. ROLLOUT on FMA ..................................................................... CHECK/ANNOUNCE BOTH REVERSER LEVERS.................................................... REV MAX or REV IDLE The pilot must select reverse thrust immediately after main landing gear touchdown. MAX or IDLE reverse thrust shall be selected as determined during landing performance assessment. The pilot must immediately select REV MAX, if any of the following occurs at any time during the landing: • An emergency • The deceleration is not as expected • A failure affecting the landing performance • A long flare or a long touchdown • An unexpected tailwind A small pitch up may occur during thrust reversers deployment before nose landing gear touchdown. However, the pilot can easily control this pitch up. As soon as the pilot selects reverse thrust, a full-stop landing must be performed. GND SPLRS ................................................................................ CHECK/ANNOUNCE Check that the WHEEL SD page displays the ground spoiler extension after touchdown. If no ground spoilers are extended: • Verify and confirm that both thrust levers are set to IDLE or REV detent • Set both thrust levers to REV MAX, and fully press the brake pedals Note: If ground spoilers are not armed, ground spoilers extend at reverser thrust selection. REVERSERS ............................................................................... CHECK/ANNOUNCE • Check that the ECAM E/WD displays that the reverse deployment is as expected (REV Green) • If reverser(s) do not deploy as expected, one of the main deceleration means is lost. The pilot should consider adapting the available deceleration means to stop the aircraft Updated: 24th May 2023 NOT FOR REAL WORLD USE 145 DIRECTIONAL CONTROL ........................................................... MONITOR/ENSURE • Monitor directional control, if the rollout is automatic. If rollout guidance is not satisfactory, immediately disconnect the AP and revert to manual directional control • Ensure directional control, if rollout is manual. Use rudder pedals for directional control • Do not use nosewheel steering tiller before reaching taxi speed • During rollout, the pilot should avoid sidestick inputs (either lateral or longitudinal) • If directional control problems are encountered, the pilot should reduce thrust to reverse idle until directional control is satisfactory If autobrake is selected: AUTOBRAKE ................................................................................................ MONITOR Note: If no ground spoilers are extended, the autobrake will not activate. During the rollout, monitor the blue light on the autobrake panel and call out if the autobrake mode disengages. On aircraft displaying autobrake status on PFD: During the rollout, monitor that the FMA displays BRK LO or BRK MED and call out if the autobrake mode disengages. DECELERATION......................................................................... CHECK/ANNOUNCE The pilot feels the deceleration and checks the speed trend on the PFD to confirm the deceleration. AT 70 knots SEVENTY KNOTS ...................................................................................... ANNOUNCE BOTH REVERSER LEVERS.......................................................................... REV IDLE It is better to reduce reverse thrust when passing 70 knots. However, high levels of reverse thrust may be used in order to control aircraft speed in the case of an emergency. CAUTION: Avoid the use of high levels of reverse thrust at low airspeed, unless required due to an emergency. The distortion of the airflow, caused by gases re-entering the compressor, can cause engine stalls that may result in excessive EGT. BEFORE 20 knots AUTO BRK ....................................................................................................... DISARM Disengage the autobrake to avoid some brake jerks at low speed. The pilot should use the brake pedals to disengage the autobrake. Updated: 24th May 2023 NOT FOR REAL WORLD USE 146 END OF ROLL OUT REVERSERS ........................................................................................................ STOW • When reaching taxi speed, and before leaving the runway, stow the reversers • On snow covered grounds, the reversers should be stowed when the aircraft speed reaches 25 knots • When deselecting the reversers, be careful not to apply forward thrust by moving the thrust levers beyond the FWD IDLE position CAUTION: Except in an emergency, do not use the reverse thrust to control aircraft speed while on taxiways. On taxiways, the use of reversers, even when restricted to idle thrust, would have the following effects: • The engines may ingest find sand and debris that may be detrimental to the engines and airframe systems • On snow covered areas, snow will recirculate in the air inlet, and may cause and engine flameout or rollback. AP ............................................................................................................................. OFF Disengage the APs at the end of the roll out (before leaving the runway at the latest). Updated: 24th May 2023 NOT FOR REAL WORLD USE 147 Go-Around THE PILOT WILL APPLY THE FOLLOWING THREE ACTIONS SIMULTANEOUSLY: THRUST LEVERS .................................................................................................TOGA If TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust levers as required (CLB detent). This enables the engagement of the GO AROUND phase with the associated AP/FD modes. On a/c equipped with SOFT GA mode: THRUST LEVERS ...................................................................... TOGA then FLX/MCT Set the thrust levers to the TOGA detent to ensure engagement of SRS GA mode. Then, set the thrust levers to FLX/MCT to engage GA SOFT mode. At any time, if TOGA thrust is desired, set the thrust levers to TOGA detent. Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the GO AROUND phase, and flying over, or close to the airport will sequence the destination waypoint in the F-PLN. ROTATION ................................................................................................... PERFORM Monitor the rotation if at least one AP is on. Otherwise: Initiate rotation towards 15° of pitch with all engines operative (approximately 12.5° if one engine is out) to get a positive rate of climb, then follow the SRS flight director pitch bar orders. When near the ground, avoid excessive rotation rate in order to prevent a tail strike. GO-AROUND .............................................................................................ANNOUNCE FLIGHT PARAMETERS................................................................................ MONITOR FLAPS lever ............................................................................... RETRACT ONE STEP Retract one step of flaps and announce "Flaps " Then: FMA.............................................................................................. CHECK/ANNOUNCE The following modes are displayed: MAN TOGA (MAN GA SOFT) / SRS / GA TRK or NAV / A/THR (in blue). If the FMA does not display MAN GA SOFT or MAN TOGA, immediately set the thrust levers to the TOGA detent. Depending on the guidance modes during approach, NAV mode is either automatically armed or automatically engaged. For RNP AR, check that NAV mode engages immediately (minimum height 100 ft). Updated: 24th May 2023 NOT FOR REAL WORLD USE 148 POSITIVE CLIMB ....................................................................................... ANNOUNCE Check FMA, pitch attitude, VSI, ALT and RAD ALT for indications of climb and announce "Positive Climb". L/G UP ............................................................................................................... ORDER L/G .............................................................................................................. SELECT UP NAV or HDG mode ........................................................................................ AS RQRD Reselect NAV or HDG, as required (minimum height 100 ft). AP ................................................................................................................... AS RQRD Note: Go-Around may be flown with both autopilots engaged. Whenever any other mode engages, AP 2 disengages. AT GO-AROUND THRUST REDUCTION ALTITUDE: THRUST LEVERS ...................................................................................................... CL LVR CLB flashing on FMA. AT GO-AROUND ACCELERATION ALTITUDE: Monitor that the target speed increases to green dot. • IF THE TARGET SPEED DOES NOT INCREASE TO GREEN DOT: • FCU ALT knob ......................................................................... CHECK and PULL Pull ALT to engage OPEN CLB. At F speed: FLAPS 1............................................................................................................. ORDER FLAPS 1............................................................................................................ SELECT At S speed: FLAPS 0............................................................................................................. ORDER FLAPS 0............................................................................................................ SELECT GND SPLRS ..................................................................................................... DISARM L/G ................................................................................................................ CHECK UP NOSE sw .................................................................................................................. OFF RWY TURN OFF sw ............................................................................................... OFF OTHER EXTERIOR LIGHTS ......................................................................... AS RQRD Refer to ACCELERATION FLOW PATTERN Note: Consider the next step: • Engage NAV mode to follow the published missed approach procedure, or • Prepare for a second approach by selecting the ACTIVATE APP PHASE and CONFIRM on the PERF page. Updated: 24th May 2023 NOT FOR REAL WORLD USE 149 Balked Landing General A balked landing is a go around initiated near the ground (during landing from flare initiation until thrust reverser selection). A balked landing procedure usually follows an improper landing technique by the PF (long touchdown, bounce) or is initiated due to significant and rapid changes in wind conditions. • A temporary landing gear contact with the runway is acceptable • In order to prevent tailstrike, an excessive rotation rate should be avoided Balked Landing Procedure: "I HAVE CONTROL" ..................................................................................ANNOUNCE The pilot takes/keeps control and must press and hold the takeover pushbutton. This is confirmation that the pilot has control. "TOGA" ..................................................................................................... ANNOUNCE This is confirmation that the balked landing procedure is being initiated. THRUST LEVERS .................................................................................................TOGA PITCH ............................................................................................................... ADJUST Adjust pitch in order to establish a climb away from the ground. This may mean holding the attitude or de-rotating to achieve an adequate pitch. CAUTION: No configuration changes (gear/Flaps) until "Go Around" initiated. GO AROUND ............................................................................................. ANNOUNCE When the aircraft is safely established in the initial climb, call "GO AROUND, FLAPS" and apply the normal go around procedure. Note: 1. Below 50 ft, due to Flight Control Laws, TOGA power may provide a pitchup effect. Do not attempt to soften the (potential) second touchdown by increasing the pitch attitude. 2. If the aircraft is on the runway and at Flaps FULL configuration when TOGA thrust is applied, a CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The pilot should disregard this alert. Updated: 24th May 2023 NOT FOR REAL WORLD USE 150 After Landing When vacating the runway: GND SPLRS ..................................................................................................... DISARM Signal to commence the after landing flow pattern EXTERIOR LIGHTS LANDING LIGHTS sw................................................................................... RETRACT Retract the landing lights, unless they are needed, to avoid blinding other aircraft When leaving the runway: • STROBES sw .................................................................................................... AUTO • NOSE sw ............................................................................................................. TAXI When crossing a runway: • STROBE sw............................................................................................................ON OTHER EXT LIGHTS ..................................................................................... AS RQRD Normally on the taxi light will be used for taxiing. Turn off lights may also be used at night for illuminating corners. WEATHER RADAR Switching the radar and predictive windshear system to OFF after landing avoids risk of radiating persons at the gate area. RADAR ..................................................................................................................... OFF PREDICTIVE WINDSHEAR SYSTEM..................................................................... OFF ENG MODE selector ........................................................................................... NORM FLAPS ........................................................................................................... RETRACT Set the FLAPS lever to position 0. If the approach was made in icing conditions, or if the runway was contaminated with slush or snow, do not retract the flaps and slats until after engine shutdown and after the ground crew has confirmed that the flaps and slats are clear of obstructing ice. To avoid damage on the RTLU (Rudder Travel Limit Unit) mechanical stop, the SLATS/FLAPS should be retracted before all ADIRS are set to OFF simultaneously. TCAS....................................................................................................................... STBY ANTI-ICE......................................................................................................... AS RQRD If anti-ice is used, take care to control taxi speed, especially on set or slippery surfaces (N1 ground idle is increased). When the engines are running on ground at or near idle in icing conditions OAT +3°C or less, ice may accumulate on engine fans. The pilot may be required to apply the ice shedding procedure after a specific period of time, depending on engine model. Updated: 24th May 2023 NOT FOR REAL WORLD USE 151 PACK 2 ........................................................................................................... AS RQRD Switch Pack 2 OFF providing both packs are operative. GPWS LDG FLAP 3 pb sw (if applicable) ............................................................. OFF APU ............................................................................. WHEN APPROPRIATE, START APU shall be started to be available prior to engine(s) shutdown. On all NEO aircraft and aircraft modified for OETA without APU: Delay APU start until around minute prior to reaching parking stand. On all other aircraft (required for OETA): If the taxi time is expected to exceed 3 minutes start the APU and use the One Engine Taxi Arrival procedure. APU START should be delayed until at least 1 minute after landing or selection of REV IDLE, whichever is later. FCU pb .........................................................................................................DESELECT Deselect the LS pbs (if applicable). TERR on ND............................................................................................................ OFF Updated: 24th May 2023 NOT FOR REAL WORLD USE 152 ONE ENGINE TAXI One engine taxi arrival operations are recommended providing the following conditions are met: • All hydraulic systems are operating normally. • APU/APU GEN: • On all NEO aircraft modified for OETA without APU: • OETA with an un-serviceable APU/APU GEN is allowed. • On all other aircraft (APU required for OETA): • APU and APU GEN are functioning correctly and GEN 1 is serviceable. • Nose-wheel steering and brake action has been normal • Bleed system operating normally • Cooling time of at least three minutes at idle thrust (45% N1 or below) is to be observed • Taxiways are not slippery or contaminated with snow or ice WARNING: Excessive use of power on one engine may injure personnel, bunnies or damage equipment. Note: The pilot must operate the engines at or near idle thrust for a cooling period of 3 min before engine shutdown, in order the thermally stabilise the engines. Idle reverse thrust and normal thrust to manoeuvre during taxi (i.e. at or near idle), are not considered high thrust operations. Therefore, both of the following applies: • If the pilot uses idle reverse thrust for landing and normal thrust to manoeuvre during taxi after landing, the cooling period starts when the pilot retards the thrust levers during the flare • If the pilot uses maximum reverse for landing, the cooling period starts when the pilot sets the thrust levers to idle reverse during the landing rollout. (NEO) Before engine shutdown, routine cooling periods that last less than the required cooling time, can result in engine degradation. The final decision to taxi in on a single engine rests with the PIC after compliance with the restrictions above and with due consideration to aircraft weight, ramp conditions, taxi conditions and manoeuvring requirements. Pilots should be aware of possible high power requirements (>40% N1) with high weights. this possibility should be considered when deciding if OETA is suitable. No less than 3 minutes after high thrust operations, and when taxiing in a straight line: • ENG 2 SHUT DOWN • Y ELEC PUMP ON This avoids running the PTU. Updated: 24th May 2023 NOT FOR REAL WORLD USE 153 A Few Minutes After Landing: BRAKE TEMPERATURE .................................................................................. CHECK Check brake temperature on the ECAM WHEEL page for discrepancies and high temperature. Maintenance action is due in the following cases: • The temperature difference between two brakes of a gear is more than 150°C, and the temperature of one of these brakes is above or equal to 600°C • The temperature difference between two brake of a gear is more than 150°C, and the temperature of one of these brakes is below or equal to 60°C • The difference between the average temperature of the left gear brakes and right gear brakes is above or equal to 200°C, or • The temperature of one brake exceeds 900°C BRK FAN pb sw ............................................................................................. AS RQRD When the turnaround time is short or if the temperature of any brake is likely to exceed 500°C, use the brake fans without delay. In other cases, the flight crew should delay brake fan selection to 5 min after landing, or approach the gate, whichever comes first. Updated: 24th May 2023 NOT FOR REAL WORLD USE 154 After Landing Flow Pattern: 1. GND SPLRS ................................................................................................DISARM 2. EXTERIOR LIGHTS ........................................................................................... SET 3. RADAR / PWS ................................................................................................... OFF 4. ENG MODE selector .....................................................................................NORM 5. FLAPS ..................................................................................................... RETRACT 6. TCAS.................................................................................................................STBY 7. ANTI-ICE...................................................................................................AS RQRD 8. PACK 2 ............................................................................................................... OFF 9. GPWS LDG FLAP 3 .......................................................................................... OFF 10. APU ........................................................................ WHEN APPROPRIATE START Updated: 24th May 2023 NOT FOR REAL WORLD USE 155 Parking Taxi in Prior to pulling on stand: Confirm the stand is clear and the guidance shows the correct aircraft type (if applicable). PA ................................................ "CABIN CREW, DISARM DOORS FOR ARRIVAL" Just prior to parking on stand and on when straight, initiate the cabin door disarming procedure by making the PA after assessing that is is safe for the disarming procedure to commence. EXTERIOR LIGHTS ....................................................................................... AS RQRD When no longer required, Taxi and Turnoff lights shall be switched to OFF to avoid blinding ground personnel. ACCU PRESS indicator ....................................................................................CHECK The ACCU PRESS indication must be in the green band. In case of low accumulator pressure, chocks are required before shutting down engine 1. PARKING BRK handle ..............................................................................................ON The parking brake should be released after chocks are in place, if a temperature of one brake is above 500°C (or above 350°C with brake fans on). • If brakes are hot and chocks are in place: • Releasing the parking brake prevents the critical structure from being exposed • to high temperature levels for an extended time. However, if operational conditions require (e.g. slippery tarmac), the parking brake may remain applied The Pilot should not press the brake pedals before releasing the parking brake. However, the Pilot must be prepared to press the brake pedals after parking brake release, if necessary BRAKE PRESS indicator ..................................................................................CHECK Keep brake pedals depressed after parking brake application until brakes pressure indications are above the green band on the triple pressure indicator. ANTI-ICE................................................................................................................... OFF Y ELEC PUMP ..........................................................................................................OFF It is important to remember to switch off the Y ELEC pump off at parking to avoid having the hydraulics pressurised and to avoid potential pump overheats. Updated: 24th May 2023 NOT FOR REAL WORLD USE 156 Shutdown Prior to performing this check, consideration should be given to 'GROUND OPERATIONS IN HEAVY RAIN". When operating with an inoperative APU; After setting the parking brake to ON, shutdown number 1 engine and wait for the ground personnel to connect the ground electrical power before continue with the PARKING procedure. Note: At some airports, the Fixed Electrical Ground Power is provided from beneath the jetty, and therefore it may be necessary for the jetty to approach the aircraft slightly in order for FEGP to be connected. In these cases, the jetty is only permitted to approach as far as necessary for the connection of the FEGP. Further approach, and positioning to the aircraft door, is NOT permitted until both engines are shut-down and the anti-collision beacon is switched off. No less than 3 min after hight thrust operations: IF APU GEN is not available: EXT PWR pb .............................................................................................................. ON ENG 1, 2 MASTER levers ...................................................................................... OFF Check that the engine parameters decrease. The pilot must operate the engines at or near idle thrust for a cooling period of 3 min before engine shutdown, in order to thermally stabilise the engines. Idle reverse thrust and normal thrust to manoeuvre during taxi (i.e. at or near idle), are not considered high thrust operations. Therefore, both of the following applies: • If the pilot uses idle reverse thrust for landing and normal thrust to manoeuvre during taxi after landing, the cooling period starts when the pilot retards the thrust levers during the flare • If the pilot uses maximum reverse for landing, the cooling period starts when the pilot sets the thrust levers to idle reverse during the landing rollout. (NEO) Before engine shutdown, routine cooling periods that last less than the required cooling time, can result in engine degradation. SLIDES .......................................................................................... CHECK DISARMED Check main door slides disarmed on the DOOR/OXY SD page before turning the SEAT BELT sign off. (This may not be modelled exactly in the simulator) Note: The ECAM DOOR page is normally automatically displayed when both engines are shutdown. SEAT BELTS sw ....................................................................................................... OFF BEACON...................................................................................................................OFF Switch the BEACON to OFF when N1 reduces below 10%. Updated: 24th May 2023 NOT FOR REAL WORLD USE 157 WING LIGHT ............................................................................................................ OFF Wing light shall be switched off to avoid blinding other aircraft or ground personnel. All exterior lights should be OFF except NAV & LOGO which should remain on position 1 or 2. ELAPSED TIMER .................................................................................................. STOP TRANSPONDER .............................................................................. STBY/CODE 2000 PACKS 1 & 2 ............................................................................................................ OFF FUEL PUMPS / CTR XFR VALVES Prior to refuelling: CTR TK PUMPS / CTR XFR VALVES ...................................................................OFF Center Tank Fuel Pumps or Center Tank Transfer Valves shall be switched OFF to avoid low pressure cautions or fuel spillage during refuelling. During turnaround without refuelling: All fuel pumps/transfer valves may remain ON. After last flight when securing the aircraft is intended: FUEL PUMPS / CTR XFR VAVLES........................................................................ OFF Note: The current A320 NEO FBW model does not currently display the correct overhead fuel panel or fuel system SD page. Thus CTR XFR valves are not modelled or displayed. MOBILE PHONE ....................................................................................................... ON EFB TRANSMITTING MODE ........................................................................ AS RQRD Updated: 24th May 2023 NOT FOR REAL WORLD USE 158 Parking Flow Pattern: 1. PARKING BRK .................................................................................................... ON 2. ACCU PRESS ............................................................................................. CHECK 3. Y ELEC PUMP ....................................................................................................OFF 4. ENG 1 & 2 MASTER LEVERS.......................................................................... OFF 5. SLIDES .................................................................................... CHECK DISARMED 6. SEAT BELTS ...................................................................................................... OFF 7. BEACON & WING LIGHT ..................................................................................OFF 8. TRANSPONDER ...................................................................... STBY / CODE 2000 9. PACK 1 & 2........................................................................................................ OFF 10. FUEL PUMPS / XFR ................................................................................ AS RQRD Updated: 24th May 2023 NOT FOR REAL WORLD USE 159 PARKING CHECKLIST Checklist trigger: Doors disarmed confirmed and parking flow complete. RADAR AND PRED W/S ......................................................................................... OFF The pilot checks on the pedestal that the weather radar and predictive windshear are OFF and announces "OFF". PARKING BRAKE ..................................................................................................... ON The pilot checks the PARK BRK memo and announces "ON". ENGINES .................................................................................................................. OFF The pilot checks the master levers and engine parameters on the EWD and announces "OFF". EXT LIGHTS ............................................................................................................. OFF The pilot checks all exterior lights are off except NAV & LOGO and announces "OFF". FUEL PUMPS ................................................................................................. AS RQRD The pilot checks the fuel pumps pb-sw on the overhead panel and announces "ALL ON", "CENTER TANK OFF" or "OFF". Y ELEC PUMP ..........................................................................................................OFF The pilot checks the yellow hydraulic pump is off on the overhead panel and announces "OFF". PED ................................................................................................................. AS RQRD The pilot confirms their PED is on and connected to a power source and announces "ON and CONNECTED". PARKING CHECKLIST ...............................................................................COMPLETE Updated: 24th May 2023 NOT FOR REAL WORLD USE 160 Post Flight IRS PERFORMANCE......................................................................................... CHECK on the MCDU POSITION MONITOR page, read the deviation of each IRS position from the FMGC position and check that the value does not exceed the following: Updated: 24th May 2023 NOT FOR REAL WORLD USE 161 FUEL QUANTITY ...............................................................................................CHECK Check that the sum of the fuel onboard and the fuel used is consistent with the fuel on board at departure. If an unusual discrepancy is found, maintenance action is due. BRAKE FAN .............................................................................................................OFF Switch off when no longer required. Use of brake fan may be restricted at some airports. APU BLEED ................................................................................................... AS RQRD Keep APU bleed OFF unless APU bleed is required for air conditioning (hot weather conditions) and use of APU is allowed by local airport regulations. If APU bleed is required for air conditioning during passenger disembarkation, time delays for selection of bleed and packs shall still be respected. EXT POWER ..............................................................................................................ON Connect external ground power as soon as it's available. APU ...........................................................................................................................OFF Shutdown APU when ground power is connected and APU not required for air conditioning. STATUS pb (ECAM Control Panel) .................................................................. CHECK Check the STATIS page. If maintenance status messages are displayed: • During transit refer to MEL • If no maintenance action is required, record the relevant MAINTENANCE message(s) in the tech log on the last sector of the aircrafts day. ADIRS When all passengers have disembarked: ALL IR MODE selectors ........................................................................................ OFF Updated: 24th May 2023 NOT FOR REAL WORLD USE 162 Securing the Aircraft PARKING BRAKE ........................................................................................CHECK ON To reduce hydraulic leak rate in the brake accumulator, keep the parking brake on. Check chocks in place. the parking brake must not be released under any circumstances without ensuring that the aircraft is securely double chocked. If the parking brake is released for any reason it must be set to ON as soon as possible. Releasing the parking brake prevents the critical structure from being exposed to high temperature levels (>500°) for an extended time. However, if operation conditions dictate (e.g. slippery tarmac), the parking brake may remain applied. DUs .......................................................................................................................... DIM Turn down (not off) all illuminated screens including MCDUs and ISIS. When all passengers have disembarked: ALL IR MODE selectors ........................................................................................ OFF After having switched off the AIDRS, wait at least 10 seconds before switching off the electrical supply to ensure that the ADIRS memorise the last data. OXYGEN CREW SUPPLY ...................................................................................... OFF EXTERIOR LIGHTS ................................................................................................ OFF Switch off NAV & LOGO lights APU BLEED .............................................................................................................OFF Check APU Bleed is OFF before APU shutdown. APU MASTER .......................................................................................................... OFF APU can be switched OFF when ground power is available. Monitor the APU shutdown on ECAM; allow sufficient time for the FLAP OPEN caption to disappear before turning the batteries off (see below). EMER EXIT LT .........................................................................................................OFF NO SMOKING .......................................................................................................... OFF BAT 1 & 2 ................................................................................................................. OFF Wait until the APU flap is full closed (amber XX displayed on ECAM APU page or about 2 minutes after the APU AVAIL light goes out) before switching off the batteries. Switching the batteries off before the APU flap is closed may cause smoke in the cabin during the next flight. If the batteries are off while the APU is running, there is no APU fire extinguishing available. Updated: 24th May 2023 NOT FOR REAL WORLD USE 163 SECURING THE AIRCRAFT CHECKLIST Checklist trigger: (if securing the aircraft is intended) • After the last passenger has left the aircraft; and • APU shutdown completed (APU flap is fully closed) ADIRS ....................................................................................................................... OFF The pilot checks all IR MODE selectors on the overhead panel and announces "OFF". OXYGEN .................................................................................................................. OFF The pilot checks the CREW SUPPLY pb-sw on the OXYGEN overhead panel and announces "OFF". EMER EXIT LIGHT.................................................................................................. OFF The pilot checks the EMER EXIT LT on the SIGNS overhead panel and announces "OFF". EFBs ............................................................................................................... AS RQRD The pilot checks the EFBs are turned off and if applicable retains their personal Ipad. BATTERIES .............................................................................................................. OFF The pilot checks the BAT pb-sw on the ELEC overhead panel and announces "OFF". SECURING THE AIRCRAFT CHECKLIST ............................................... COMPLETE Before leaving the aircraft: MAINT BUS Switch .................................................................................................. ON Should electrical power be required for crew or servicing personnel consider the MAINT BUS switch (overhead in the forward cabin) to the ON position prior to selecting external power off. EXTERNAL POWER ................................................................................................ OFF External power shall be switched off when the crew leaves the aircraft unattended. It may remain ON if the aircraft is being handed over to an engineer. Updated: 24th May 2023 NOT FOR REAL WORLD USE 164 Appendix Runway surface condition code matrix and crosswind limitations Runway surface conditions Runway State or / and runway contaminant AIREP(1) Related Landing Performance code(2)(3) Maximum crosswind for Takeoff (gust included) Maximum crosswind for Landing (gust included) 38 Dry - 6 Dry (A319 & A320 CEO) 38 35 (A320 & A321 NEO) Damp Wet Up to 3mm (1/8") of water Slush Up to 3mm (1/8") Dry snow Up to 3mm (1/8") Wet snow Up to 3mm (1/8") Frost Good 5 GOOD 35 knots 38 knots Good to Medium 4 GOOD to MEDIUM 29 knots 29 knots Dry snow More than 3mm (1/8"), up to 100mm (4") Wet snow More than 3mm (1/8"), up to 100mm (4") Compacted snow OAT above -15°C Dry snow over compacted snow Wet snow over compacted snow Slippery wet Medium 3 MEDIUM 25 knots 25 knots Water More than 3mm (1/8"), up to 13mm (1/2") Slush More than 33mm (1/8"), up to 13mm (1/2") Medium to Poor 2 MEDIUM TO POOR 20 knots 20 knots Poor 1 POOR 15 knots 15 knots Compacted snow OAT at or below -15°C Ice (cold & dry) 1. AIREP: Special Air Report of Braking Action. 2. Runway landing condition code. 3. If the runway state or/and contaminate does not correspond to the RWCC, a downgrade in the maximum crosswind based on the RWCC may be applied. Updated: 24th May 2023 NOT FOR REAL WORLD USE 165 RVSM Operations For flights in RVSM airspace,the flight crew must apply the standard procedures, in addition to the following RVSM procedures. Required Equipment RVSM regulations require the following equipment/functions in order to be operative: • 2 ADRs + 2 DMCs • 1 transponder • 1 autopilot function • 1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement) • 2 PFD functions (for altitude indication) • 1 FWC (for altitude alert function) Flight preparation The flight crew must take into account the conditions that may affect operations in RVSM airspace.: RVSM APPROVAL ................................................................... CHECK Verify the aircraft is approved for RVSM operations WEATHER. ............................................................................ CHECK Review the weather forecast for the flight route. If severe turbulence is expected, this may affect the ability to maintain aircraft altitude. REQUIRED EQUIPMENT FOR RVSM. ............................................. CHECK Check that the required equipment is operative (MEL). The flight crew should review the maintenance logs and forms, in order to ensure that the equipment required for RVSM is satisfactory. ALTITUDES............................................................................ CHECK Check that the difference between each altitude indication (in the QNH reference) displayed on the PFDs and the airport elevation is less than 75 ft. Check that the difference between the two primary altitude indications on the PFDs is less than the tolerance specified within the SOPs. Updated: 24th May 2023 NOT FOR REAL WORLD USE 166 In Flight BEFORE ENTERING RVSM AIRSPACE REQUIRED EQUIPMENT FOR RVSM. ........................................ OPERATIVE If any of the required equipment fails before the aircraft enters RVSM airspace, the flight crew must request a new clearance, to avoid this airspace. ALTITUDES............................................................................ CHECK Check on the PFDs that the difference between altitude indications (in the standard baro setting) is less than the specified tolerance in the table below. If only two ADRs are operative, the altimeter indications on PFD and standby altimeter should be recorded. This information may be useful in case of subsequent PFD altitude discrepancy, or loss of both remaining ADRs. Comparison of Altitude Indication (ft) Flight Level Speed or Mach number Difference between ADR1 and ADR2 (on PFDs) Difference between ADR3 and ADR1/2 (on PFDs) Difference between STBY ALT and ADRs FL 50 250 knts 50 (15m) 65 (20m) 130 (40m) FL 100 250 knts 55 (17m) 80 (24m) 185 (56m) FL 200 300 knts 90 (27m) 135 (41m) 295 (90m) FL 300 M 0.78 130 (40m) 195 (59m) 390 (119m) FL 390 M.078 130 (40m) 195 (59m) 445 (136) IN RVSM AIRSPACE AP ........................................................................... KEEP ENGAGED Ensure that autopilot is engaged for cruise, and for flight level changes. AP GUIDANCE. .................................................................... MONITOR During flight level transitions, do not exceed or go below the assigned flight level by more than 150 ft. APPROXIMATELY EVERY HOUR: ALTITUDES............................................................................ CHECK Check that the difference between the altitude indications of PFDs is less than the specified tolerance. Regular check of the flight deck instruments should be sufficient. AT THE END OF THE FLIGHT ANY MALFUNCTIONS or DEVIATIONS. ......................................... REPORT Report any malfunction of the systems that enable the aircraft to maintain altitude, including: - Any malfunction or loss of required equipment - Any deviation involving the functions that enable the aircraft to maintain altitude. Updated: 24th May 2023 NOT FOR REAL WORLD USE 167 INTENTIONAL BLANK SPACE Updated: 24th May 2023 NOT FOR REAL WORLD USE 168

OMB SOPs VERSION 3 (1)

Related documents

Products

Support

OMB SOPs VERSION 3 (1)

Related documents

Add this document to collection(s)

Add this document to saved

Suggest us how to improve StudyLib