vEZY Airbus A319/A320
FLIGHT CREW OPERATING MANUAL
Prepared by:
Relja Zarić
Signature: ……………………………………………………………...
Issued & Approved by:
Kian Andrews
Freddie Banks
Signature: ………………………………………………………………
Signature: ………………………………………………………………
VERSION 1.0
Effective: 1st September 2017
1.0
10/04/2016
10/04/16
FLIGHT CREW OPERATING MANUAL
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VERSION 1.0
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Version Issue Date
Content Summary
01/09/2017
vEZY Initial release
VERSION 1.0
01/09/2017
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Table of Contents
1.0
1.1
1.2
2.0
General ......................................................................................................................................6
Introduction ....................................................................................................................................... 6
Definitions .......................................................................................................................................... 6
Normal Procedures ...............................................................................................................8
2.1
Operating Limitations .....................................................................................................................8
2.2
Standard Operating Procedures .................................................................................................9
2.2.1 General ............................................................................................................................................................ 9
2.2.1.1
Normal Checklist .......................................................................................................................... 9
2.2.1.2 Use of the Automatics ............................................................................................................ 10
2.2.1.3 Noise Abatement Procedures ................................................................................................ 11
2.2.2 Flight Preparation ........................................................................................................................... 14
2.2.2.1 Booking a Flight.......................................................................................................................... 14
2.2.2.2 NOTAMS ........................................................................................................................................ 14
2.2.2.3 Operational Flight Plan Check .............................................................................................. 14
2.2.3 Preliminary Cockpit Preparation ............................................................................................... 14
2.2.4 Cockpit Preparation Procedure.................................................................................................16
2.2.4.1 Panel Scan Sequence ............................................................................................................... 17
2.2.4.2 Overhead Panel .......................................................................................................................... 18
2.2.4.3 Centre Instrument Panel ......................................................................................................... 21
2.2.4.4 Pedestal ......................................................................................................................................... 21
2.2.4.5 FMGS Initialization (DIFSRIPP) ............................................................................................. 22
2.2.4.6 Glareshield.................................................................................................................................... 24
2.2.4.7 Instrument Panels ..................................................................................................................... 25
2.2.4.8 Take-off Briefing........................................................................................................................ 25
2.2.4.9 Emergency Briefing ................................................................................................................. 26
2.2.5 Before Pushback / Start ............................................................................................................. 29
2.2.6 Engine Start ..................................................................................................................................... 30
2.2.7 After Start ...........................................................................................................................................31
2.2.8 Taxi ...................................................................................................................................................... 33
2.2.9 Line Up ................................................................................................................................................37
2.2.10 Take-Off ............................................................................................................................................. 38
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General
1.1
Introduction
VERSION 1.0
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The existence of the vEZY SOP is essential in maintaining the safe operation of our fleet. Our OM
tries to provide a common language for individuals who opt for an ‘as real as it gets’ approach in
flight simulation. They describe the skills and knowledge required to realistically complete a normal
procedure, briefing or manoeuvre. The OM should not be so complex that it is difficult to follow.
Equally, they must provide a means for vEZY to ensure that regulations are complied with and
repetitive errors are eradicated.
These SOPs, together with its associated documents, have been developed in response to prompt
and accurate feedback from our virtual pilots, VATSIM controllers and real world pilots.
1.2
Definitions
PF
Pilot Flying (Is in control of the Aircraft)
PM
Pilot Monitoring (Monitors the Aircraft systems
and assists the PF)
The crew member occupying the left-hand
seat.
The crew member occupying the right-hand
seat.
The Commander has overall responsibility for
the safe operation of the aircraft in flight.
CM1
CM2
Commander
Hereinafter, the definitions mentioned above will be used, including the Pilot Flying will be referred
to as the ‘PF’ and the Pilot Monitoring will be referred to as the ‘PM’. Although vEZY tries to simulate
the real-world airline operations the best it can, it is understood that the aircraft will not always be
operated by two crew members. Therefore, pilots operating the aircraft as a single pilot should do
their best to complete all PF and PM duties where possible.
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Normal Procedures
2.1
Operating Limitations
The operating limits regarding wind for Take-off and Landing are as follows:
Max Crosswind for
take-off
(Including Gusts)
Max Crosswind for
Landing
(Including Gusts)
38 Knots
38 Knots
3mm (1/8”) or less of:
Slush
Dry Snow
Wet Snow
Frost
Compacted Snow (OAT <15°c)
29 Knots
29 Knots
Slippery when wet
Compacted Snow (OAT >15°c)
More than 3mm (1/8’) depth of:
Dry Snow – Max 100mm (4”)
Wet Snow – Max 30mm (1 1/8”)
25 Knots
25 Knots
More than 3mm (1/8”) depth of:
Water - max 12.7mm (1/2”)
Slush – max 12.7mm (1/2”)
20 knots
20 Knots
Ice (Cold or Dry)
15 Knots
15 Knots
Runway Condition
Dry
Damp
Wet
Note 1: Take off is not recommended if the following conditions exist:
-
Wet Ice
-
Water on top of compacted snow
-
Dry snow or Wet Snow over Ice
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Note 2: Local airport limitations supersede those described here. Where a lower crosswind
limit exists according to the airfield documentation, the more limiting of the
structural limits and local limitations will be used.
Note 3: When a Crosswind of greater than 20knots exists a rolling, take-off is strongly
recommended.
2.2
Standard Operating Procedures
2.2.1 General
The following sections contain expanded information on normal procedures regarding the
operation of the Airbus Fleet within vEZY. The procedures follow flows, scans and memory
items in conjunction with the normal checklist (vEZY Normal Checklist). Standard operating
procedures allow a harmonisation in the way that we operate the aircraft, within the airline.
It enhances safety, efficiency and productivity. The following sections will outline how to
operate the aircraft in normal operations in line with the Flight Crew Operating Manual
(FCOM) issued by Airbus.
2.2.1.1 Normal Checklist
The vEZY normal checklist is available at the resources section of the vEZY portal.
vEZY normal checklist contains the following:
-
Checklists used in the daily operation of the flight. The checklist is used to
confirm all flows and procedures by the crew have been successfully
completed.
-
A reminder of the One-Engine Taxi Departure (OETD) checks. The
procedure is normally operated from the crew’s memory but is detailed
here as a reminder.
-
A quick reference to Max Crosswind Components and Limitations for the
aircraft.
The vEZY normal checklist is a controlled document with an effective date. All aircraft and
crew must be operating with the latest version of the Normal Checklist. The checklist is
called for by the PF stating, “BEFORE START CHECKLIST TO THE LINE”. The PM will action
the checklist by first reading the checklist title once again before reading the checklist
items. The Checklist is read in a challenge and response manner. For example, the PM will
read “COCKPIT PREP”. The PF will then read the response. “COMPLETE”. Some checklist
items require both crew to respond, in that situation the PF will respond first followed by
the PM.
The normal checklist is not a ‘TO DO’ checklist. The crew must have performed the
necessary flows and procedures before running the checklist.
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2.2.1.2 Use of the Automatics
The Autopilot and Flight Director are designed to support the crew with the operation of
the aircraft. Its recommended that the flight crew use the automatic functions of the
aircraft to its full capacity. The Flight Mode Annunciator (FMA) is the feedback from the
aircraft to tell pilots what is happening. It is important that after selecting the requested
action on the FCU that you check the correct FMA is shown on the PFD. For example, if
you pulled the HDG selector on the FCU you would expect to see ‘HDG’ displayed on the
FMA.
The aircraft can be flown in two types of modes:
Managed Modes -
The aircraft is guided by selected targets according to
preprogramed parameters such as data entered in the MCDU.
Managed modes are: NAV, CLB, DES.
Selected Modes -
The aircraft is guided by selected targets according to the
selections made on the FCU. The selected modes are: OP CLB, OP
DES, HDG, TRACK, FPA.
Below is a detailed description of each mode:
HDG – The Aircraft will maintain the selected heading as set on the FCU.
NAV – The Aircraft will fly to the next waypoint sequenced in the flight plan page of the
MCDU. If there is a discrepancy the aircraft will automatically revert to HDG mode and a
triple click will be heard to signify a downgrade in automation.
DES – The aircraft will fly a 3-degree descent profile from the calculated top of descent
(TOD). If the DES mode is engaged before reaching the calculated TOD then the aircraft
will maintain a 1000ft/min decent rate until the ‘ideal’ 3-degree profile is intercepted.
OP DES – The Auto thrust will command THR IDLE and the aircraft will pitch to maintain the
selected speed. OP DES also will disregard any altitude constraints preprogramed into the
flight plan.
CLB – The aircraft will maintain and fly the most efficient climb profile.
OP CLB – The aircraft will disregard any altitude constraints and climb at the aircrafts
designated climb thrust setting. THR CLB will be displayed on the FMA.
VS XXXXft/min – The aircraft will maintain the selected vertical descent rate. Note: If ALT is
not in blue (Armed) on the FMA, the aircraft will not intercept the selected altitude. In that
case DES or OP DES is recommended unless flying a selected approach.
TRACK – This function is only available if TRACK/FPA is selected on the FCU. The normal
Flight Directors will be replaced by a “Bird” to replicate the aircrafts flight path angle. Track
mode will maintain a constant horizontal flight path regardless of the wind or conditions.
FPA – The aircraft will fly the selected Flight Path angle. This mode replaces vertical speed
when the TRACK/FPA button is selected on the FCU. The units are degrees.
FMA SYMBOLOGY:
GREEN = ENGAGED MODES
BLUE = ARMED MODES
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2.2.1.3 Noise Abatement Procedures
Noise abatement departure procedures are the way we fly the departure. Each
NADP has a noise rating. The Standard NADP for vEZY is NADP2. All airports should
assume to use NADP2 unless otherwise specified. Below are detailed diagrams of
NADP1 and NADP2.
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Noise Abatement Departure Procedure 1 (NADP1)
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Noise Abatement Departure Procedure 2 (NADP2)
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2.2.2 Flight Preparation
2.2.2.1 Booking a Flight
To book a flight visit http://vamsys.io/flights. Navigate to the Portal and under ‘Flight
Centre’, select ‘Book Flight’. You can only fly to destinations that vEZY fly to from your
current pilot’s location. If you wish to depart from elsewhere than your last location, you
need to ‘Jump Seat’ to another airport.
Once you have decided on a destination to fly to and you have booked the flight, you will
be shown the flight details page. Here you can find the Call sign, Flight Plan route, Cost
Index, Flight Level, latest METAR/TAF.
2.2.2.2 NOTAMS
The Flight crew should examine the NOTAMs for any unserviceable nav. aids, closed
runways, downgraded approach capabilities that may affect the flight. To prevent damage
to the aircraft it is not recommended to depart from runways that have NOTAMs about
damage.
2.2.2.3 Operational Flight Plan Check
If a flight plan has been automatically generated, then the crew should check that the
system has not filled an incorrect flight level. Other things that should be cross-checked are
aircraft registration, aircraft type, destination alternate. Although the system should
generate approved routings and flight levels, it is good airmanship to read the OFP and
cross check the parameters with the expected ones.
2.2.3 Preliminary Cockpit Preparation
The Preliminary cockpit preparation is included on the vEZY Normal Checklist.
COCKPIT PREPERATION
ENG MASTERS
ENG MODE SEL
WEATHER RADAR
L/G LEVER
BOTH WIPER SELECTORS
BAT
EXT PWR
APU FIRE
APU
CHECK OFF
CHECK NORM
OFF
DOWN
OFF
CHECK/AUTO
ON
CHECK/TEST
AS RQRD
WHEN APU AVAIL (IF APPLICIBLE)
EXT PWR
COCKPIT LIGHTS
ECAM RCL PB
ECAM OXY PRES/HYD QTY/ENG OIL
AS RQRD
AS RWRD
PRESS
CHECK
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FLAPS
PARKING BRAKE
ACCU/BRAKES PRESS
-
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CHECK POS.
ON
CHECK
ENG MASTERS - CHECK OFF
Check that both engine masters are selected off.
-
ENG MODE SEL – CHECK NORM
Check that the engine mode selector is in the NORM position.
-
WEATHER RADAR – OFF
Checking that the Weather Radar Power Supply is OFF, the WINDSHEAR selector is OFF
and the GAIN knob is set to AUTO/CAL. Set the TILT to +5.0 for Take Off.
-
L/G LEVER – DOWN
Check that the landing gear selector is in the down position.
-
BOTH WIPER SELECTORS – OFF
Check that both Windshield wiper selectors are set to OFF.
-
BAT – CHECK/AUTO
Switch BAT 1 and 2 ON. The OFF lights do not illuminate until at least one battery is on or
EXT PWR is connected.
-
EXT PWR – ON
If the AVAIL light is illuminated on the overhead panel, select the EXT PWR to on.
-
APU FIRE – CHECK/TEST
Check that the APU switch is IN and GUARDED. Check the agent lights are not illuminated.
Press the Fire Test button. The Switch should illuminate RED and the AGENT and DISCH
light should be on. Check the CRC (Continuous Repetitive Chime) is heard and the Master
Warning Light is illuminated on both sides of the glare shield. An ECAM APU FIRE should be
show on the lower ECAM display.
-
APU – AS RQRD
The vEZY policy is that the APU is started 10 minutes before push back. The APU uses fuel
and makes lots of noise. Most airports have strict regulations on when the APU can be
started and when it should be shut down. The use of EXT PWR is advised wherever
possible.
-
COCKPIT LIGHTS – AS RQRD
Set the cockpit lighting as desired. The DOME light should be ON as it is the only light
source in the EMER ELEC configuration. The DOME should be set to DIM for take-off.
-
ECAM RCL PB – PRESS
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The button needs to be pressed for 3 seconds or more. It will recall any cleared ECAM
items from the previous sector.
-
ECAM OXY PRES/HYD QTY/ENG OIL QTY – CHECK
The Oxygen level refers to the CREW oxygen quantity which can be found on the DOOR
ECAM PAGE. On the HYD ECAM PAGE check that the hydraulic quantities are within the
min and max levels on the indications. Check the ENG ECAM PAGE for the ENG Oil
quantities. The Minimum amount of ENG OIL to dispatch is 9.5qts + 0.5 per 30minutes of
flight time.
-
FLAPS – CHECK POS.
Check that the flaps are retracted and the commanded flap lever position matches the
EWD indications on the upper ECAM.
-
PARKING BRAKE – ON
Check the parking brake handle is SET, on the centre pedestal and that ‘PARK BRAKE ON’ is
displayed on the EWD (Engine Warning Display) on the UPPER ECAM.
-
ACCU/BRAKES PRESS – CHECK
Check that that the ACCU PRESS is in the green band. If it is not in the green band then the
YELLOW ELEC PUMP can be switched on. NOTE: THIS PRESSURIZES THE HYDRAULIC
SYSTEM. MAKE SURE THE AREA IS CLEAR.
2.2.4 Cockpit Preparation Procedure
COCKPIT PREPERATION MEMORY PROCEDURE
PF
OVERHEAD PANEL
ALL WHITE LIGHTS
EXTINGUISH
RCDR GND CTRL
ON
CVR
TEST
EVAC
CAPT
ADIRS
NAV
EXTERIOR LIGHTS
AS RQRD
SIGNS
SET
PROBE/WINDOW HEAT
AUTO
LDG ELEV
AUTO
PACK FLOW
AS RQRD
PACK 2
AS RQRD
BAT
CHECK
FUEL PUMPS
ON
ENG FIRE
CHECK/TEST
AUDIO SWITCH
NORM
PM
AIRFIELD WEATHER
DEPARTURE CLEARANCE
OBTAIN
OBTAIN
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VENT
ALL LIGHTS OFF
MAINT PANEL
CHECK
CTR INSTRUMENT PANEL
ISIS
CHECK
CLOCK
CHECK/ADJUST
A/SKID N/W STRG
ON
PEDESTAL
ACP 1
CHECK
COCKPIT DOOR
CHECK
SWITCHING PANEL
NORM
THRUST LEVERS
CHECK IDLE
ENG MASTERS
OFF
ENG MODE SEL
CHECK NORM
PARKING BRAKE PRESS
CHECK
GRAVITY GEAR EXTN
CHECK STOWED
ACP 2
CHECK
ATC
SET
RMP
SET
FMGS INITIALIZATION
DATA (A/C STATUS)
CHECK
INIT A
COMPLETE
F-PLAN
COMPLETE AND CHECK
SEC F-PLAN
COMPLETE AND CHECK
RADIO NAV
CHECK
INIT B
ENTER PLANNED DATA
PROG
CHECK
PERF
CHECK
GLARESHIELD
BAR REF
SET
ALTIMETERS
CHECK
FD
CHECK ON
LS
AS RQRD
ND MODE AND RANGE
SET
VOR/ADF SEL
AS RQRD
FCU
SET
INSTRUMENT PANEL
PFD-ND BRIGHTNESS
ADJUST
LOUDSPEAKER
SET
PFD-ND
CHECK
ECAM OXY PRESS STATUS
CHECK
IRS ALIGN
CHECK
FMGS DATA CONFIRMATION
TAKEOFF BRIEFING
PERFORM
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GLARESHIELD
BARO REF
ALTIMETER
FD
LS
ND MODE AND RANGE
VOR/ADF SEL
INSTRUMENT PANEL
PFD-ND BRIGHTNESS
LOADSPEAKER
PFD-ND
SET
SET
CHECK ON
AS RQRD
SET
AS RQRD
ADJUST
SET
CHECK
FMGS DATA CONFIRMATION
MCDU
CHECK
2.2.4.1 Panel Scan Sequence
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2.2.4.2 Overhead Panel
-
ALL WHITE LIGHTS – EXTINGUISH
Except for PACK 2, all white lights should be extinguished by the end of this
procedure.
-
RCDR GND CTL – ON
For testing the CVR recorder apply the following procedure.
-

Loudspeaker – ON

ACP INT/RAD toggle – ON

Interphone Volume – LISTEN
CVR TEST PB – PRESS AND MAINTAIN
Note: The parking brake must be set to complete the CVR test. If the CVR is
successfully working an audio test signal is heard through the loudspeakers.
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EVAC - CAPT
Set the switch to CAPT. This allows the evacuation command to only be
commanded from the flight deck. The Cabin Crew can command an evacuation
from the Forward Attendant Panel, however in CAPT, no audio evacuation
command will be heard in the cabin if commanded from the cabin crew.
-
ALL ADIRS – NAV
The ADIRS should be set to NAV. A full align is required on the first flight of the day.
To complete the align. Select all ADIRS to NAV. The ON BAT light should
momentarily illuminate and then a solid white ALIGN light will illuminate until the full
alignment is complete.
-
EXTERIOR LIGHTS – AS RQRD
Set the following:
-

STROBE – AUTO

BEACON – OFF

WING – OFF

NAV – POS 1 / 2
SIGNS – SET
Set the following:

SEAT BELTS – ON (Only once fuelling is complete)

NO SMOKING – AUTO

EMER EXIT LT – ARM
-
PROBE/WINDOW HEAT – CHECK AUTO
-
CABIN PRESS LDG ELEV – AUTO
-
PACK FLOW – AS RQRD
Select the following as necessary:
-

LO if the number of PAX is less than 115.

NORM for normal operations.

HI for abnormally hot or humid conditions.
PACK 2 – AS RQRD
Switch PACK 2 OFF unless abnormally hot and humid conditions exist that require
two pack operations.
-
BAT – CHECK
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To complete the battery check, complete the following steps:
-

ECAM ELEC PAGE – SHOW

BAT 1 + 2 – OFF

BAT 1 + 2 – ON

Check the Amps on the ELEC page to not exceed 60A within 10ses.
FUEL PUMPS – ON
Switch all fuel pumps ON EXCEPT the CTR FUEL PUMPS if fuelling is not complete.
-
ENG FIRE – CHECK TEST
The ENG FIRE check is as follows:

Check that both ENG 1 and ENG 2 FIRE Push Buttons are IN and
GUARDED.

Check that no SQUIB or DISCH light is illuminated.

Press ENG 1 FIRE TEST button and check the following:
o
ENG FIRE PB illuminates RED
o
2 SQUIB lights and 2 DISCH lights illuminate.
o
The CRC (Continuous Repetitive Chime) is heard.
o
Both MASTER WARNING lights are illuminated.
o
The CRC can be cancelled by pressing the MASTER
WARNING PB.
o
ENG 1 FIRE and ECAM actions are show on the Upper
ECAM.
o
FIRE is shown below the corresponding ENG MASTER
SWITCH.
Repeat for ENGINE Number 2.
-
AUDIO SWITCH – NORM
Check that the AUDIO SWITCHING PANEL switch is set to NORM.
-
VENT ALL LIGHTS – CHECK OFF
-
ACP 3 PA RECEPTION KNOB – CHECK SELECTED
The CVR records content from all ACP’s. To allow constant recording without CM1
or CM2 constantly listening out. ACP 3 should be set to LISTEN on PA.
-
MAINTENANCE PANEL – CHECK
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Check that no circuit breakers are out of position and that all guarded maintenance
switches are guarded.
2.2.4.3 Centre Instrument Panel
-
ISIS / STBY INSTRUMENTS – CHECK
Check that the ISIS (Standby Attitude Indicator) brightness is set correctly and the
current QNH is set. Check that there are no warning FLAGS displayed on the RDMI
(Backup Bearing Indicator)
-
CLOCK – SET/ADJUST
Check / Select GPS is set. Check time and if necessary, adjust to UTC time. Zero
the CHRONO.
-
A/SKID and N/W STRG – ON
2.2.4.4 Pedestal
-
ACP 1 – CHECK
Set the following on the ACP. Repeat these steps for ACP 2.
-

INT KNOB – SELECT LISTEN

INT/RAD – OFF (Until Communication with Ground Crew)

VHF 1 – LISTEN

VHF 2 – SET 121.500
COCKPIT DOOR – CHECK
To check the cockpit door, apply the following procedure:
-

ANN LT TEST (Check all FAULT/STRIKE/OPEN lights work)

ANN LT BRT (Check that all lights go off)

COCKPIT DOOR CHECK (Select Open, and check FD door opens)
SWITCHING PANEL – CHECK
Check all selectors are set to NORM.
-
THRUST LEVERS – CHECK IDLE
-
ENG MASTER SWITCHES – CHECK OFF
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-
ENG MODE SELECTOR – CHECK NORM
-
PARKING BRAKE – CHECK ON
-
BRAKE ACCU PRESSURE – CHECK
-
GRAVITY GEAR EXTN – CHECK STOWED
-
ACP 2 – SET
-
ATC – ALL / MODE SEL STBY / ABOVE / CODE 2000 OR BY ATC
-
RMP (RADIO MANAGEMENT PANEL) – SET

RMP – ON

GREEN NAV LIGHT – CHECK OFF

COM FREQUENCIES – TUNE
(VHF for Normal COMM’s, VHF 2 for 121.5/ATIS/HANDLING)
-
AIRFIELD WEATHER (ATIS) – OBTAIN (PM)
-
DEPARTURE CLEARANCE – OBTAIN (PM)
2.2.4.5 FMGS Initialization (DIFSRIPP)
The MCDU is set up using data from the airfield ATIS and OFP. The Mnemonic
‘DIFSRIPP’ is used, (DATA, INIT-A, F-PLAN, SEC F-PLN, RAD NAV, INIT-B, PROG,
PERF).
-
DATA (A/C STATUS)
On the Aircraft Status page, the following needs to be checked:
-

Aircraft Model (A319 / A320)

Engine Model (CFM56-XXX)

Database Cycle (Current and Valid)

PERF Factor (The same as Flight Plan)
INIT A (FIRST PAGE)
As part of the INIT A, enter the following data:

DEPARTURE/DESTINATION AIRPORTS (ICAO CODES)

ALTERNATE AIRPORT (ICAO CODE)

CALLSIGN (As per Flight Plan)

IRS ALIGN (On some older Models IRS ALIGN needs to be Selected)
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
COST INDEX (As per Flight Plan)

CRUISING LEVEL/TEMP (As per Flight Plan)

TROPOPAUSE (Manually Adjust according to Flight Plan)
FLIGHTPLAN (F-PLN)
Manually enter the route and check against Charts/ND PLAN Mode and Flight Plan.
The Following needs to be entered:
-

DEPARTURE SID (Select as Cleared/Expected)

INSERT WAYPOINTS/AIRWAYS (As per Flight Plan)

ARRIVAL STAR (Select as expected from Weather/OFP)

CHECK TOTAL TIME/DISTANCE (Cross check against Flight Plan)
SECONDARY FLIGHT PLAN (SEC F-PLN)
The secondary flight plan can be used for many things. Below are a few
suggestions on ways the SEC F-PLN can be used:
-

EOSID (This is a route which takes you to a nearby nav. aid to hold with
a return to the original airfield in case of an ENG FAIL)

ALTERNATIVE DEPARTURE (If a runway change is expected, prepare
the alternative routing in the SEC F-PLN)

NEXT SECTOR (If it is a short sector, prepare the next sector in the SEC
F-PLN).
RADIO NAVIGATION (RAD NAV)
Here you can select Radio Navigation Beacons that you will be using. For example,
a beacon for an EOSID. It is not a requirement to manually tune any beacons. The
aircraft will automatically tune to the nearest beacons if none are manually selected.
-
INIT B (SECOND PAGE)
The following needs to be entered:

ZFWCG/ZFW (Enter the actual figures from the Load Calculations or
the expected ZFW from the flight plan. If no ZFWCG has been
calculated use 30.0 as a default value.)

BLOCK (Enter the planned Block Fuel)

TRIP/TIME (Check that the TRIP FUEL/TIME matches the planned
figures from the Flight Plan)

ALTN/TIME (If you have not entered an alternate routing from your
destination to your alternate, manually enter the ALTN fuel here from
the flight plan. This will give accurate EXTRA fuel indications)
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FLIGHT CREW OPERATING MANUAL
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VERSION 1.0
01/09/2017
PROG
On the PROG page check the following:
-

Cruising Level and OPT Level match expected levels from Flight Plan.

GPS Primary

NAV Accuracy High.

Check GPS Predication (Optional.)

Bearing and Distance from Runway Threshold (in case of the need for
an immediate return, such as an inextinguishable engine fire, the
bearing and distance from the runway threshold can be very useful.)
PERFORMANCE (PERF)
On the PERF page enter the NADP Procedure at the THR RED/ACC. If the airport
elevation was 340ft and the airport operated NADP 2 departures, the THR
RED/ACC would read “1340/1340”. If the Airport operated NADP 1 departures, the
THR RED/ACC would read “1340/3340”.
Additionally, check the ENG OUT ACC is 1000ft AAL. Such as 1340ft in the example
above.
V Speeds are entered after both pilots have checked the LOAD/TRIM Calculations.
Note: In AEROSOFT’s AIRBUS. Entering “ 1 / “ in the THS section of the PERF page
automatically enters the V Speeds from the given Gross Weight.
2.2.4.6 Glare Shield
BARO REF – SET
Set airfield QNH according to the ATIS. Set on Standby ISIS as well.
ALTIMETERS – CHECK
Check the barometric reading on all 3 altimeters. There should be a discrepancy no
bigger than 25ft when on the ground.
FLIGHT DIRECTORS (FD’s) – CHECK ON
LANDING SYSTEM (LS) – AS RQRD
.
During Low Visibility Operations the LS can be used to aid the pilot keep the
centreline tracking during the take-off roll.
NS MODE AND RANGE – AS RQRD
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VOR/ADF SELECTOR – AS RQRD
FCU – SET
ALT WINDOW – SET CLEARED LEVEL / STOP ALT
2.2.4.7 Instrument Panels
-
PFD / ND BRIGHTNESS – AS RQRD
Check the outer ring on the ND brightness is selected at least half to display
Weather/Terrain on ND.
-
LOUDSPEAKER – AS RQRD
-
PFD – CHECK
Check that the PFD/ND have not be swapped. Check for correct ‘picture’.
-
ND – CHECK
Cross check ND indications with standby compass. Check the initial heading/track
matches what is expected.
-
ECAM CONTROL PANEL – CHECK

PRESS – Check that LDG ELEV AUTO is displayed.

STS – Check the INOP SYS match what is expected.
2.2.4.8 Take-off Briefing
The take-off briefing is for the PF to inform the PM how he intends to fly the
aircraft in Normal and Abnormal situations. Before starting the briefing both pilots
should have individually familiarized themselves with what has been entered in the
MCDU. The briefing should be interactive and open questions should be asked. The
take-off briefing conforms with a structure of WANT, DATA, NIT-A, INIT-B, “TOPHAT”. Top-Hat refers to the order in the way we brief the different pages of the
MCDU.
W – Weather (Cloud Base, Wind, Temperature)
A – Aircraft (A/C State, Variant, Defects, MEL Items)
N – NOTAMS (Including airport category if relevant)
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T – Threats (Busy Airspace, Terrain, Multiple Runways, Multiple Languages on ATC,
Crew Fatigue etc.)
DATA – A/C Status Page. (Variant, Engine Model, Database Cycle, PERF Factor)
INIT A - Departure/Destination, Call sign, Cruising Level, Tropopause.
INIT B – Fuel Amount (Matches the Upper ECAM), TOW is above/below MLW?
TOPHAT:
F-PLN – Departure Runway, SID, Initial Altitude, Speed Constraints, Route.
RAD NAV – Manually tuned Nav. aids.
PROG – Cruising Level, Optimum Level, Max Rec Level, GPS Primary, NAV
Accuracy High, Bearing and Distance from Threshold.
PERF- CONFIG, FLEX/TOGA, Intersection, NADP. Preselected Speeds.
FUEL PRED – Check the EFOB at destination is above CNR on Flight Plan.
Check Extra amount and Alternate Fuel is as expected.
SEC F-PLN – Confirm intentions of the SEC F-PLN. EOSID, Next Sector etc.
Discuss Taxi routings and OETD intentions. Once the briefing is complete, it is good
airmanship to ask the other crew member has any questions.
2.2.4.9 Emergency Briefing
The following needs to be covered in the take-off emergency briefing:

Actions in the event of a Rejected Take-off.

Emergency Evacuation

Engine out Departure

Strategy for a return in the case of a failure
The Emergency briefing shall be conducted by the crew member who will be Pilot
Flying for the sector. An emergency briefing needs to be carried out on the First
sector of the day and any other sector this has noteworthy actions in the event of a
failure during the take-off or after take-off. In the event of a RTO the captain will
assume control with the words “STOP”.
PF – “Up to 100 knots we can consider stopping for any malfunction.”
PF - “Between 100knots and V1 we will only stop for the following items:

ANY FIRE
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FLIGHT CREW OPERATING MANUAL
A319/A320

ENGINE FAILURE

LOSS OF ENGINE THRUST

ANY ECAM WARNINGS / CAUTIONS

IF THE A/C WILL NOT GET AIRBORNE
VERSION 1.0
01/09/2017
PF – “As Captain I / you will decide and shout “STOP” and your actions will be….”
CM1 – “My actions are to:

CALL “STOP”

SELECT FULL REVERSE

MONITOR THE AUTOBRAKE, IF NO AUTOBRAKE, BRAKE MANUALLY.

ONCE THE A/C HAS STOPPED I WILL SET THE PARKING BRAKE.

STOW THE REVERSERS

CALL “ATTENTION CREW AT STATIONS’ ON THE PA.
CM2 – “My actions will be to:

CALL “REVERSE GREEN”

“DECEL” (If Positive Deceleration is felt)

CANCEL ANY AUDIO WARNINGS

CALL “70 KNOTS”

“ADVISE ATC WE ARE STOPPING”

ONCE STOPPED I WILL LOCATE THE EMERGENCY EVACUATION
CHECKLIST IN CASE IT IS NEEDED.
PF – “After V1 the take-off will continue. If an engine has failed, you will call ENGINE
FAILURE but not identify which engine has failed. I will rotate slower than normal
towards 12.5 degrees. The only actions below 400ft AGL will be to raise the gear
once a positive rate of climb exists. Remind me that TOGA thrust is available if we
have performed a FLEX take-off.
Once the aircraft is safely climbing away I will add rudder trim until minimal rudder
input is required, then engage the autopilot and pull HDG to maintain runway
heading.
Above 400ft AGL I will say “Read ECAM”. You will read the title of the ECAM item.
Once I am happy that the failure exists I will call “My Radio’s, ECAM actions”. You will
then read the ECAM item title once more before executing the ECAM steps. The
ECAM actions are complete and the engine is ‘secure’ in the following conditions:

ENG FIRE – Once the Fire is out or both fire agents have been fired.

ENG FAIL (With Damage) – Once the FIRE PB is pressed and at least
one fire agent is fired.
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FLIGHT CREW OPERATING MANUAL
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
VERSION 1.0
01/09/2017
ENG FAIL (Without Damage) – Once the associated ENG MASTER is
OFF.
Once the engine is ‘secure’ and we are above 1000ft AGL I will push VS on the FCU
to level off. We will then accelerate and once above ‘S’ speed retract the flaps to 0.
Approaching ‘Green Dot’ speed I will pull ALT for OP CLB and select an altitude
above MSA.
I will then ask you to inform ATC and continue all ECAM items until the actions are
complete. Once all items are complete you will say “ECAM Actions complete, my
radios”.
Do you have any questions?”
Note 1: The mayday call is as follows: “MAYDAY, MAYDAY, MAYDAY. EZY23GH
ENGINE FAILURE, RUNWAY HEADING, STANDBY.”
Note 2: The prefix MAYDAY is then added to all future calls.
Note 3: A Mayday is not required in the event of a Rejected Take-Off.
Note 4: A Mayday is required in the event of an Evacuation.
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2.2.5 Before Pushback / Start
BEFORE PUSHBACK / START
PF
PM
BEFORE START CHECKLIST DOWN TO THE LINE
GROUND CREW
ESTABLISH CONTACT
ATC
BEACON
REQUEST PUSH/START
ON
BEFORE START CHECKLIST BELOW THE LINE
GROUND CREW
PARKING BRAKE
-
ADVISE
RELEASE
CLOCK
ATC
START/RUN
XPDR
GROUND CREW – ESTABLISH CONTACT (PF)
Communicated with the Ground Crew and confirm the aircraft steering pin, tow bar
has been inserted and the aircraft is ready for push.
-
ATC – REQUEST PUSH / START (PM)
-
BEACON – ON (PF)
As soon cleared for pushback the beacon shall be turned on to indicated to the
ground crew that pushback is imminent.
-
GROUND CREW – ADVISE (PF)
Advise the ground crew that the aircraft is cleared to push. Also include any
direction to push as instructed by ATC.
-
PARKING BRAKE – RELEASE (PF)
When instructed by the ground crew, release the parking brake.
-
CLOCK – START / RUN
-
ATC – XPDR
Set the Transponder to XPDR mode. Ensure the correct ATC code has been
entered.
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2.2.6 Engine Start
Note: Engine 1 is normally started first. The decision to perform a OETD (One Engine Taxi
Departure) can be made as late as until the start of the push.
ENGINE START
PF
PM
ENG START
ENG MODE SEL
START ENG 1
ENG 1 MASTER
ENG IDLE PARAMETERS
MONITOR
IGN/START
ANNOUNCE
ON
CHECK
REPEAT PROCESS FOR ENG 2 START
-
ENG MODE SEL – IGN/START
When selected the Lower ECAM will display the ENG page.
-
START ENG 1 - ANNOUNCE
Announce “Starting Engine Number 1”
-
ENG MASTER – ON
Wait until all amber crosses on the upper ECAM are gone before selecting the ENG
master to ON.
-
ENG IDLE PARAMETERS – CHECK
In the event of a failed start the FADEC Auto start will abort the start and
Automatically attempt another start.
The ENG Start Process is complete when the GREY N2 Background disappears.
-
REPEAT FOR ENGINE 2
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2.2.7 After Start
AFTER START MEMORY PROCEDURE
PF
ENG MODE SEL
APU BLEED
APU MASTER
ANTI ICE
Y ELEC PUMP
PM
NORM
OFF
OFF (IF NO OETD
AS RQRD
ON (IF OETD)
GND SPLRS
RUD TRIM
FLAPS
PITCH TRIM
ARM
ZERO
SET
SET
IF NO OETD
ECAM STATUS
GROUND CREW
CHECK ECAM STATUS
CLEAR TO DISCONNECT
AFTER START CHECKLIST
CHECK
IF OETD
GROUND CREW
-
CLEAR TO DISCONNECT
ENG MODE SELECTOR – NORM
Switching the ENG MODE selector to NORM signals the end of the engine start
sequence. The LOWER ECAM should be now show the wheel page replacing the
engine page.
If continuous ignition is required for take-off the ENG MODE selector will need to be
recycled before switching from START to IGN.
If possible, the engines should be running at idle or near idle for 3 minutes - to
prevent thermal shock and to extend the life of the engines - before the take-off is
performed.
-
APU BLEED – OFF
The APU bleed should be turned off to prevent the ingestion of engine exhaust
gases. When the APU bleed valve closes, the ENG bleed valves will open.
-
APU MASTER – AS RQRD
Keep the APU master ON if performing OETD. If OETD is being performed the
YELLOW ELEC PUMP needs to be switched ON to prevent continuous operation of
the PTU.
-
ANTI ICE – AS RQRD
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Icing conditions exist when the OAT is less than 10ºC and there is visible moisture
present. (Rain, Snow, Clouds, Fog, Sleet, Standing Water, Slush)
-
AFTER THE PF HAS PERFORMED THE ABOVE ITEMS, PM WILL PEFORM
THE FOLLOWING
-
GROUND SPOILERS – ARM
-
RUDDER TRIM – ZERO
-
FLAPS LEVER – SET FOR TAKEOFF
Check the actual flap setting is correct on the upper ECAM. If taxiing in ICING
conditions with Rain, Slush or Snow maintain FLAPS UP until reaching the holding
point. This prevents contaminants entering the flap/slat mechanism.
-
PITCH TRIM - SET
Set the TAKEOFF C of G on the pitch trim wheel. Note the difference between %
and Units on the MCDU/Trim Wheel.
IF OETD IS BEING PERFORMED:
o Do NOT perform the “After Start Checklist”.
o “Clear to Disconnect” – Ground Crew Inform.
o Announce “Clear Left/Right”.
o Request taxi clearance.
IF OETD IS NOT BEING PERFORMED:
o ECAM Status – CHECK
o ‘Clear to Disconnect’ – Ground Crew Inform
o After Start Checklist – Complete
o Request taxi clearance.
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2.2.8 Taxi
The Pilot Flying (PF) will perform the taxi unless the commander decides otherwise for operational
reasons.
TAXI MEMORY PROCEDURE
PF
PM
TAXI CLEARANCE
NOSE LIGHT
PARKING BRAKE
THRUST LEVERS
BRAKES
OBTAINED
TAXI
OFF
AS REQUIRED
CHECK
TAXI CLEARANCE
OBTAIN
IF OETD AT A SUITABLE POINT (STRAIGHT LINE)
ENG 2 START ANNOUNCE
ECAM STATUS
ANNOUNCE
Y ELEC PUMP
APU BLEED
ENG MODE SEL
ENG 2 START
OFF
ON
IGN/START
ANNOUNCE
CHRONO
ENG MODE SEL
APU BLEED
APU MASTER
ANTI ICE
ECAM STATUS
START
NORM
OFF
OFF
AS RQRD
CHECK
CHECK
AFTER START CHECKLIST
IN ALL CASES
FLT CTL
CHECK
PEDS BRIEFING
FLT CTL
AUTO BRAKE
FD’S
FCU ALT/HDG
WEATHER RADAR
ATC CODE
TO CONFIG
CHECK
MAX
CHECK ON
SET
ON/AUTO
CONFIRM
TEST
PEDS BRIEFING
COMPLETE
REQUEST
BEFORE TAKE-OFF CHECKLIST DOWN TO THE LINE
-
TAXI CLEARANCE – OBTAIN
-
NOSE LIGHT – TAXI
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Switch the Taxi light to ON. During night time operations RWY TURN OFF lights
may be used also.
-
PARKING BRAKE – RELEASE
-
THRUST LEVERS – AS RQRD
Avoid using large amounts of thrust on the apron. More than 30% N1 on the apron
can cause damage to vehicles and structures.
-
BRAKES – CHECK
Once the aircraft starts moving, check that the aircraft slows down when the brake
pedals are pressed.
For taxiing the procedure is to allow the aircraft to accelerate to 30 knots in a
straight line then smoothly apply the brakes until the aircraft slows to 10 knots. `This
prevents the pilot from ‘riding’ the brakes and reduced brake wear. Additionally,
constant application of the brakes will rapidly increase the brake temperature.
The maximum brake temperature is 300ºC, however it is recommended that the
brakes temperatures are not greater than 150ºC before departure.
-
STARTING THE SECOND ENGINE (PM)
The second engine should be started no later than 3 minutes before departure to
avoid thermal shock.
-
Y ELEC PUMP – OFF (PM)
-
APU BLEED – ON (PM
-
ENG MODE SELECTOR – IGN/START (PM
-
START ENGINE 2 – ANNOUNCE (PM)
-
ENGINE MASTER 2 – ON (PM)
-
AFTER START MEMORY PROCEDURE (PM)
-
ENG MODE SELECTOR – NORM (PM)
-
APU BLEED – OFF (PM)
-
APU MASTER – OFF (PM)
-
ANTI ICE – AS RQRD (PM)
-
ECAM STATUS – CHECK (PM)
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FLIGHT CREW OPERATING MANUAL
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-
AFTER START CHECKLIST
-
IN ALL CASES AFTER ENGINE START AND DURING TAXI
-
FLIGHT CONTROLS – CHECK
During the taxi at a convenient time the PF will announce “Flight Controls Check”.
The PM check the full travel of the flight controls by checking the lower ECAM
which will display the FLT CTL page on deflection of a light control surface. The PF
will deflect the sidestick and the PM will announce the indication on the lower
ECAM.
The flight control check will follow the below order

Full Left Sidestick – “FULL LEFT” (PM)

Full Right Sidestick – “FULL RIGHT” (PM)

Neutral – “NEUTRAL” (PM)

Full Down Sidestick – “FULL DOWN” (PM)

Full Up Sidestick – “FULL UP” (PM)

Neutral – “Neutral” (PM)
During the Rudder check the PM will rest is feet on the rudder pedals and “follow
through” the check with PF.

Full Right Rudder – “FULL RIGHT” (PM)

Full Left Rudder – “FULL LEFT” (PM)
The PM will then complete the above checks using his/her side stick but silently.
The rudder check is not performed again by the PM.
-
AUTO BRAKE – AUTO (PM)
The autobrake is armed in the event of a rejected take-off. When the thrust levers
are in the idle position and the ground spoilers are deployed, the autobrake will
engage.
-
FLIGHT DIRECTORS – CHECK ON (PM)
-
FCU ALT / HDG – CHECK (PM)
Check that the Initial altitude as per clearance or SID is set in the ALT window on
the FCU. Additionally, check that the initially HDG is set or ‘---’ is displayed to
indicated managed NAV after departure.
-
WEATHER RADAR – ON (PM)
Select the weather radar ON (Pos. 1). Select Predictive wind shear to AUTO.
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FLIGHT CREW OPERATING MANUAL
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-
ATC CODE – CHECK (PM)
-
TO CONFIG – TEST (PM)
VERSION 1.0
01/09/2017
Press the TO CONFIG button on the ECAM control panel. Check that the test is
performed correctly and that no blue indications exist on the upper ECAM.
-
THE PF WILL REQUEST THE PM TO CONDUCT THE PEDS BRIEFING
-
PEDS BRIEFING – COMPLETE (PM)
PEDS (PERFORMANCE, ENG-OUT PROCEDURE, DEPARTURE, STOP ALT)
o
-
PERFORMANCE:

FLAPS – Announce CONFIG

RUNWAY – State Planned Runway

INTERSECTION – State Planned Intersection.

LENGTH – State Take-off Distance Available from Intersection as per
charts.

SPEEDS – State V1, VR, V2 Speeds.
o
ENG-OUT PROCEDURE – Confirm intentions in case of an ENG FAILURE.
o
DEPARTURE – Confirm cleared SID.
o
STOP ALT – Confirm initial Stop Altitude.
BEFORE START CHECKLIST DOWN TO THE LINE
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FLIGHT CREW OPERATING MANUAL
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2.2.9 Line Up
RUNWAY LINE UP MEMORY PROCEDURE
PF
PM
APPROACH PATH CLEAR
CHECK
APPROACH PATH CLEAR
LIGHTS
PACKS
ANTI ICE
ATC
BRAKE FANS
BEFORE TAKE-OFF CHECKLIST BELOW THE LINE
-
APPROACH PATH CLEAR – CHECK (BOTH)
-
LIGHTS – AS RQRD (PM)
CHECK
AS RQRD
OFF
AS RQRD
TA/RA
OFF
The following lights need to be in the selected positions as detailed below:

STROBES – ON

RWY TURN OFF – ON

LANDNIG LIGHTS – ON

NOSE LIGHT – TAKE OFF
-
PACKS 1 + 2 – OFF (PM)
-
ANTI ICE – AS RQRD (PM)
-
ATC – TA / RA (PM)
TA ONLY will be displayed on the ND until airborne. This reminds the crew that
Resolution Advisories (RA’s) are not available until after take-off.
-
BRAKE FANS – OFF (PM)
-
BEFORE TAKE-OFF CHECKLIST BELOW THE LINE
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FLIGHT CREW OPERATING MANUAL
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2.2.10 Take-Off
Take-off
PF
ANNOUNCE
BRAKES
CHRONO
THRUST LEVERS
PM
TAKE-OFF
RELEASE
START
TOGA/FLEX
CHRONO
START
THE CAPTAIN PLACES HAND ON THRUST LEVERS UNTIL V1
DIRECTIONAL CONTROL
PFD/ND
FMA
-BELOW 80KT
*AT 100 KT
ANNOUNCE
*AT V1
*AT VR
ROTATION
*WHEN V/S POSITIVE
LDG GEAR UP
AP
FMA
-AT THR RED ALT:
THRUST LEVERS
FMA
*AT ACCEL ALT
FMA
USE RUDDER
SCAN
ANNOUNCE
PFD/ND
N1
ANNOUNCE
PFD/ND
PARAMETERS
ANNOUNCE
CHECK
CHECK
THRUST SET
SCAN
ONE HUNDRED KNOTS
CHECKED
ANNOUNCE
ANNOUNCE
V1
ROTATE
PERFORM
ORDER
AS RQRD
ANNOUNCE
CL
ANNOUNCE
ANNOUNCE
LDG GEAR UP
POSITIVE CLIMB
SELECT
PACK 1 AND 2
ON
ANNOUNCE
*AT F SPEED:
FLAPS 1
ORDER
FLAPS 1
SELECT
*AT S SPEED:
FLAPS 0
ORDER
FLAPS 0
GND SPOILERS
EXTERIOR LIGHTS
SEAT BELT SIGNS
SELECT
DISARM
SET
CYCLE
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TAKE-OFF ....................................................................................... ANNOUNCE
The below procedure is the standard take-off procedure.
(However,)
a rolling take-off
is permitted except when the runway is performance limited or a TOGA take-off is
being performed.
THRUST SETTING
THRUST LEVERS................................................................................... 50 % N1
ABOVE ACCELERATION ALTITUDE (OR ONCE IN CLIMB PHASE):
(The following procedure ensures that the aircraft is effectively accelerating toward
climb speed).
At F Speed
Note: For Take-off in CONF 1 + F the “F” speed is not displayed.
FLAPS 1 .................................................................................................. ORDER
FLAPS 1 ................................................................................................. SELECT
At S Speed
FLAPS ZERO .......................................................................................... ORDER
FLAPS ZERO ......................................................................................... SELECT
Note: At heavy take-off weights, the dynamic acceleration of the airplane
may lead to a temporary OVERSPEED WARNING during
Slats/Flaps transition without operational consequences (Refer to FCTM NO-050
Take-off).
GRND SPLRS......................................................................................... DISARM
EXTERIOR LIGHTS....................................................................................... SET
PM sets NOSE and RWY TURN OFF light switches to OFF.
LAND lights may be left ON until reaching FL100 or accelerating above 250kts for
visibility purposes.
Note: CRUISE SD page replaces ECAM ENG SD page.
SEAT BELT SIGNS.................................................................................. CYCLE
At the discretion of the Commander and when the flaps are retracted the PM
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cycles the seat belts sign OFF and ON to release the cabin crew.
LAND LIGHTS..................................................................................... RETRACT
BRAKES ..............................................................................................RELEASE
THRUST LEVERS ..........................................................................FLX or TOGA
• The PF rapidly increases thrust to about 70% N1 then progressively to reach
take-off thrust by 40kts ground speed, while maintaining sidestick full forward
up to 80 kt.
Release the sidestick gradually to reach neutral at 100 kt.
• Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his/her
hand on the thrust levers until the aircraft reaches V1.
Note: ENG SD page replaces WHEEL SD page on the ECAM lower display.
DIRECTIONAL CONTROL............................................................USE RUDDER
At 130kts (wheel speed), the connection between nose-wheel 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.
CHRONO .................................................................................................. START
PFD/ND................................................................................................ MONITOR
Check the Flight Mode Annunciator on the PFD.
FMA ..................................................................................................ANNOUNCE
PF will announce FMAs:
• MAN TOGA /MAN
FLX.
• SRS.
• RWY (if applicable).
BEFORE REACHING 80kt:
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TAKEOFF N1 (PM) ...................................................................................CHECK
Check that the actual N1 of the individual engines has reached the N1 rating limit,
before the aircraft reaches 80 kt. Check EGT.
THRUST SET (PM)...........................................................................ANNOUNCE
PFD and ENG indications.................................................................. MONITOR
Scan airspeed, N1, and EGT throughout the take-off.
ONE HUNDRED KNOTS..................................................................ANNOUNCE
The PF crosschecks the speed indicated on the PFD and responds.
V1 ......................................................................................................ANNOUNCE
ROTATION .............................................................................................. ORDER
ROTATION ......................................................................................... PERFORM
At VR, initiate the rotation to achieve a continuous rotation with a rate of about
3°/sec, towards a pitch attitude of 15° (12.5° if one engine is failed). Minimize lateral
inputs on ground and during the rotation to avoid spoiler extension.
After lift-off, follow the SRS pitch command bar.
In strong crosswind conditions, small lateral stick inputs may be used, if necessary,
to aim at maintaining wings level.
CAUTION: If a tail strike occurs, avoid flying at an altitude requiring a pressurized
cabin, and return to the origin airport for damage
assessment.
POSITIVE CLIMB............................................................................. ANNOUNCE
L/G............................................................................................................ORDER
L/G.....................................................................................................SELECT UP
AP......................................................................................................... AS RQRD
Above 100ft AGL, AP 1 or 2 may be engaged.
At Thrust Reduction Altitude (LVR CLB Flashing on FMA)
THRUST LEVERS............................................................................................ CL
Move the thrust levers promptly to the CL detent, when the flashing LVR CLB
prompt appears on the FMA. A/THR is now active.
In manual flight, the pilot must anticipate the change in pitch attitude to prevent
the speed from decreasing when thrust is reduced.
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PACK 1 and 2..................................................................................................ON
PM select PACK 1 ON after CLB thrust reduction.
PM select PACK 2 ON 10 seconds after PACK 1.
Note: 1. Selecting pack ON before reducing take-off 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 take-off phase, an ECAM
caution will be triggered.
AT ACCELERATION ALTITUDE:
Check target speed change from V2 + 10 to the first CLB speed (either preselected
or managed). Limit speed if necessary to green dot + 5 until 3000ft AAL.
Note: 1. When THR RED and ACC ALT are equal, the FMA will change from MAN
FLX/SRS/NAV to THR CLB/CLB/NAV.
2. If FCU selected altitude is equal or close to acceleration altitude, the FMA will
switch from SRS to ALT*.
ABOVE ACCELERATION ALTITUDE (OR ONCE IN CLIMB PHASE):
(The following procedure ensures that the aircraft is effectively accelerating
toward climb speed).
At F Speed
Note: For Take-off in CONF 1 + F the “F” speed is not displayed.
FLAPS 1 .................................................................................................. ORDER
FLAPS 1 ................................................................................................. SELECT
At S Speed
FLAPS ZERO .......................................................................................... ORDER
FLAPS ZERO ......................................................................................... SELECT
Note: At heavy take-off weights, the dynamic acceleration of the airplane may lead
to a temporary OVERSPEED WARNING during Slats/Flaps transition without
operational consequences
GRND SPLRS......................................................................................... DISARM
EXTERIOR LIGHTS....................................................................................... SET
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PM sets NOSE and RWY TURN OFF light switches to OFF.
LAND lights may be left ON until reaching FL100 or accelerating above 250kts for
visibility purposes.
Note: CRUISE SD page replaces ECAM ENG SD page.
SEAT BELT SIGNS.................................................................................. CYCLE
At the discretion of the Commander and when the flaps are retracted the PM
cycles the seat belts sign OFF and ON to release the cabin crew.
LAND LIGHTS..................................................................................... RETRACT
Unless required for visibility purposes.
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2.2.11 After Take-off
After Take-off
PF
PM
APU
BLEED/MASTER
SWITCH
ENG MODE SEL
ANTI ICE
AS RQRD
AS RQRD
AS RQRD
APU BLEED......................................................................................... AS RQRD
If the APU has been used to supply air conditioning during take-off, set the APU
BLEED to OFF. For use of the APU BLEED, refer to the APU LIMITATION
APU MASTER Switch ......................................................................... AS RQRD
ENG MODE Selector........................................................................... AS RQRD
Select IGN if severe turbulence or heavy rain is encountered.
ANTI ICE PROTECTION...................................................................... AS RQRD
ENG ANTI ICE should be ON when icing conditions are expected with a TAT at, or
below 10°C
2.2.12 Climb
Climb
PF
MCDU
FCU/FMGS
ENG ANTI ICE
RADAR TILT
*LATEST AT TRANSITION
ALTITUDE:
SET STD
BARO REF
ALITIMITER CHECK
*AT 10.000 FT
SEAT BELT
PM
PERF CLB
SET IF AP ON
AS RQRD
ADJUST
ANNOUNCE
PULL
ANNOUNCE
MCDU
FCU/FMGS
BARO REF
ALTIMITER CHECK
*BY 10.000 FT:
LAND LIGHTS
FLT. PLAN
SET IF AP OFF
PULL
ANNOUNCE
RETRACT
AS RQRD
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FLIGHT CREW OPERATING MANUAL
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*ABOVE 10.000 FT,
CONSIDER
EFIS OPTION
RADIO NAV
SEC F-PLN
APRT
CLEAR
AS RQRD
VERSION 1.0
01/09/2017
EFIS OPTION
ECAM OPTION
OPT/MAX ALT
ARPT
ARPT
CHECK
2.2.13 General
Below FL100/10,000ft and during periods of high workload cockpit activity and
conversation will be limited to those actions and statements appropriate to the
safe conduct of the flight. Below FL100 both pilots will have their seats adjusted to
the manual flight handling position.
PF will call all FMA changes and new selected altitudes
e.g.: “THR CLB/OP CLB FL 250 BLUE”.
PM will check own side FMA and respond: “CHECKED”
2.2.14 Cruise
Cruise
PF
PM
ECAM MEMO/SYS PAGES
FLIGHT PROGRESS
REVIEW
CHECK
FUEL
MONITOR
NAV ACCURACY
RADAR ALT
CABIN TEMP
CHECK
ADJUST
MONITOR
OFP
FLIGHT
PROGRESS
ACARS DELAY,
SVC MSG, (AS
REQ)
COMPLETE
MONITOR
COMPLETE
2.2.15 Descent Preparation
Descent Preparation
PF
LDG ELEV
PM
CHECK
LANDING
PERFORMANCE
CONFIRM
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FLIGHT CREW OPERATING MANUAL
A319/A320
FMGS
GPWS LDG FLAP 3
APPR BRIEFING
PREPARE
AS RQRD
PERFORM
VERSION 1.0
01/09/2017
FMGS
DESCENT
CLEARANCE
ANTI ICE
CHECK
OBTAIN
AS RQRD
Descent preparation and approach briefing should be completed before top of
descent.
Check weather reports at ALTERNATE and DESTINATION airports. Airfield data
should include runway in use for arrival. Preset the destination QNH on the ISIS
and PFDs. This should be done as a closed loop action reverting to
STD setting and should not be done in descent when approaching a level off to
avoid
unwanted ALT* activation.
A speed limit of 250kts below 10000ft is the defaulted speed, in the managed
speed descent profile. The flight crew may delete or modify it if necessary or
desired on the VERT REV at DEST page. 250kt must not be exceeded outside of
Class A or C airspace except under ATC instruction.
Enter the QNH, temperature, and wind at destination. In accordance with QRH
FPE-IFL VAPP Determination Without Failure may be increased to a maximum
value of VLS + 15kts in the case of strong or gusty crosswind greater than 20 kt.
Landing performance must be checked to consider the speed increment.
During the approach, if the VAPP < VLS + 3 then the VAPP should be corrected to
make VAPP = VLS + 5.
Insert the MDA or DH (whichever applies).
Changing the RWY or type of arrival (VOR, ILS) automatically erases the previous
MDA/MDH or DH.
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FLAP 3 OR FLAP FULL ARE THE NORMAL LANDING CONFIGURATIONS.
Flap 3 should be considered for normal landings provided:
• Care must be exercised to achieve a stable approach.
• No technical defects affecting landing performance. Note some abnormal
conditions may require Flap 3 for landing.
• No contamination.
Crew should check the landing performance prior to briefing and ensure that:
• FLAP 3* is selected in the LDG CONFIG of the PERF APP page.
• that the GPWS LDG FLAP 3 pb is selected ON.
Whenever landing performance is limited FULL FLAP and Full Reverse should be
used.
• Flap 3 landing will reduce noise on the approach and save fuel.
• In the case of a Flap 3 approach the landing checklist is actioned after the
selection of Flap 3 and the landing memo is available on ECAM.
•Use of autobrake is preferred.
•Check/select the required level according to the runway length and
condition.
•On a dry runway of normal length, the use of autobrake Low is
recommended in conjunction with idle reverse.
•When the use of brakes is necessary, the use of autobrake reduces the
number of brake applications to one only, and thus reduces brake wear.
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Descent Planning Diagram
2.2.16 Descent
Descent
PF
PM
DESCENT
DESCENT
SPEEDBRAKES
RADAR TILT
INITIATE
MONITOR
AS RQRD
ADJUST
ISIS
SET QNH
ECAM STATUS
ENG MODE SEL
CHECK
AS RQRD
At 10,00 ft or 10
min prior landing:
SEAT BELTS
ON
PA …CABIN CREW
PREPARE FOR
LANDING
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APPROACH C/L
By 10,000 ft:
EFIS OPTION
LS push button
NAV ACCURACY
.When cleared on altitude:
SET QNH
BARO REF
ALTIMETER CHECK
CSTR
AS RQRD
CHECK
ANNOUNCE
PUSH AND SET
QNH
ANNOUNCE
EFIS OPTION
LS push button
LAND LIGHTS
BARO REF
ALTIMETER
CHECK
CSTR
AS RQRD
AS RQRD
PUSH AND SET QNH
ANNOUNCE
2.2.16.1 If ATC Delays the Descent
Beyond T/D, a DECELERATE message comes up on the PFD and MCDU. This
suggests 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.
This is the cue for the Approach Checklist.
APPROACH CHECKLIST ................................................................COMPLETE
2.2.16.2 On Passing 10,000ft:
2.2.16.3 WHEN CLEARED TO DESCEND TO AN ALTITUDE:
BARO REF.....................................................................................................SET
PF will:
• Set FCU BARO REF to QNH (by pushing).
• Check correct QNH set on PF PFD and STBY ALT.
• Call “SET QNH XXXX”.
PM will:
• Set FCU BARO REF to QNH (and this agrees with QNH given by ATC).
• Check PM and STBY ALT is set to correct QNH.
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• Call “QNH cross-checked, passing _____ft now”.
PF will cross check PM callout with PF PFD alt information and respond “CHECKED”.
2.2.17 Approach
Approach General
PF
At green dot:
FLAP 1
Beginning of Radio
Altimeter
RAD ALT LIVE
At 2,000ft above TDZE
min.
FLAP 2
PM
OREDER
FLAP 1
SELECT
FLAP 2
LDG GEAR LEVER
SELECT
SELECT DOWN
AUTO BRAKE
GRND SPOILERS
EXTERIOR LIGHT
AS RQRD
ARM
AS RQRD
FLAP 3
SELECT
FLAP FULL
SELECT
CONFIRM
ORDER
When at Flap 2:
LDG GEAR DOWN
ORDER
When L/G down, below
VFE:
FLAP 3
ORDER
FLAP FULL
ORDER
2.2.16.1 Approach General
The APPROACH section provides the standard operating procedures for the
following approach types:
• ILS approaches
• Conventional 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
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• RNAV approaches including:
– RNAV (GNSS) approaches with LNAV minimum or VNAV minimum
– RNAV (RNP) approaches for which Authorization is Required (AR)
– Each individual RNP AR approach requires a special approval.
2.2.16.1 Cross Reference Table
The table below provides Guidance Modes that may be used depending on the
Approach Types.
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2.2.17.2 Cross Reference Table
All approaches should be stable by 1,000 feet above TDZE and MUST be stable by
500 feet RA as per Stable Approach Criteria with the following exceptions:
Circling approaches: stable latest by 400ft RA:
• The minimum acceptable configuration passing 1,000ft above TDZE is
Config. 3/Gear down.
• Bank angle: maximum 15° bank angle at 400 ft within ± 30° final track.
• Landing Configuration: shall be selected as soon as established on final descent
path for landing
Visual circuits: stable latest by 500 ft RA:
• The minimum acceptable configuration passing 1,000ft above TDZE is Config
3/Gear down.
Visual circuits: stable latest by 500ft RA:
• The minimum acceptable configuration passing 1,000ft above TDZE is Config
3/Gear down.
Stable Approach Criteria
• Aircraft in landing configuration.
• Target final approach speed + 10/- 5 kt.
• Rate of descent less than 1,200 ft.
• Aircraft on correct lateral and vertical flight path.
• Bank angle less than 15º.
Discontinued Approach
to discontinue an approach when the aircraft is at or above the altitude selected
on the FCU, the flight crew can either:
– Apply the GO AROUND procedure, or
– Apply the discontinued approach technique.
When the aircraft is below the FCU altitude, the flight crew must apply the GO
AROUND procedure.
To fly the discontinued approach, proceed as follows:
If at or above the FCU altitude:
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2.2.19 Circling Approach
For a circling approach, the PF should prepare the flight plan as follows:
Primary Flt Plan – Selected Instrument Approach Plan being flown.
Secondary Flt Plan – Copy of Active Flt Plan with a revision for the landing runway
and relevant airfield data.
The instrument approach is flown with APPR Mode engaged for an ILS if
applicable, Gear Down, Flaps 3, A/THR and both APs engaged and FDs on.
Normal instrument approach operating procedures are used up to the point where
the aircraft levels at MDA/H. For landing in CONF. 3 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 PF will select TRK/FPA.
Circling approaches must be flown with Gear Down and Flap 3 to avoid unwanted
GPWS alerts. The minimum separation from terrain or obstacles may be as little
as 400'. Some procedures may specify a DME or other fix for the end of the
downwind leg, terrain awareness must be maintained throughout the manoeuvre.
2.2.20 RNAV Visual Approach
2.2.19.1 General
The aircraft navigates using the RNAV system, but the position is monitored by
visual reference to the ground, obstacles and other traffic.
RNAV visual approaches must be stored and retrievable from the Navigation
Database.
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Equipment Required
• 1 FMS.
• 1 GPS or 2 DME to update FM position.
• Additional requirement if indicated on the approach chart.
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 flight crew must disconnect the AP at the latest at the Minimum Use Height
of the AP.
2.2.21 Visual Approach
2.2.20.1 General
Perform the approach on a nominal 3° glideslope using visual references.
Approach to be stabilized by 500ft RA on the correct approach path, in the
landing configuration, at VAPP.
Method
• The autopilot is not used.
• Both FDs are OFF.
• FPV use is recommended.
• A/THR use is recommended with managed speed.
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Bear in mind the possible risk of optical illusions due to hindered night vision.
2.2.22 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 (± wind correction) for a standard
1,500ft circuit.
• Turn into base leg with a maximum of 30° of bank.
• Descent with approximate FPA, in FLAPS 2, at F speed.
2.2.22.1 Final Approach
The speed trend arrow and FPV help the flight crew make timely and correct thrust
settings (if in 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.
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Landing
PF
At 20ft:
FLARE
THRUST LEVERS
At touchdown:
THRUST LEVERS
BRAKES
If AUTOBRK used:
At 70kts:
THRUST LEVERS
At taxi speed:
THRUST LEVERS
Before 20kts:
AUTOBRK
PM
CHECK
PERFORM
ATTITUDE
MONITOR
IDLE
REV IDLE/MAX
AS RQRD
GROUND SPOILERS
REVERSE GREEN
DECEL
SEVENTY KNOTS
ANNOUNCE
ANNOUNCE
ANNOUNCE
ANNOUNCE
REV IDLE
FWD IDLE
DISENGAGE
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2.2.23 ILS Final Approach and Landing Geometry
A319
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A320
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2.2.24 Minimum Visual Ground Segments (Flare Phase)
A319
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A320
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2.2.25 Go-around
Go Around
PF
PM
THRUST LEVERS
TOGA
ROTATION
PERFORM
GO-AROUND
ANNOUNCE
FMA
ANNOUNCE
GEAR UP
ORDER
At GA thrust red. altitude:
THRUST LEVERS
At GA accel. altitude:
FLAPS
RETR ONE STEP
POSITIVE CLIMB
L/G
GEAR UP
NAV or HDG
ANNOUNCE
UP
ANNOUNCE
SELECT
CL
FCU ALT
CHECK
RETRACT ON
SCHEDULE
FLAPS
2.2.26 After Landing
After Landing
PF
PM
LAND LIGHTS
STROBE LIGHTS
GRND SPOILER
DISARM
OTHER EXT LIGHTS
RADAR
PREDICTIVE WINDSHEAR
ENG MODE SEL
FLAPS
TRANSPONDER
PACK 2
APU
ANTI-ICE
BRAKE TEMP
RETRACT
AUTO
AS REQD
OFF
OFF
NORM
RETRACT
XPNDR
AS RQRD
WHEN
APPRO. START
AS REQD
CHECK
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2.2.27 SINGLE Engine Taxi
One engine taxi arrival operations are recommended provided the following
conditions are met:
• All hydraulic systems are operating normally.
• Nose-wheel steering and braking 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.
Note: 1. After landing, the thrust reversers are to be stowed and idle forward
Three minutes is to be timed from the selection of idle
reverse thrust (the cooling time is valid at any time the engine is
operated at or below 45% N1). In normal operations use the OOOI
ON time for the 3-minute requirement.
2. The PM will then action the required items, with confirmation from
the PF, including the ‘At parking’ items.
The final decision to taxi in on a single engine will remain with the Commander
after compliance with the restrictions above and with due consideration to aircraft
weight, ramp conditions, taxi conditions and manoeuvring requirements.
Crews should be aware of possible high-power requirement (>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.
A Few Minutes After Landing:
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BRAKE TEMPERATURE ........................................................................ CHECK
Check brake temperature on the ECAM WHEEL page for discrepancies and high
temperature.
Brake fans should be used to manage brake temperatures, ideally brake fan
selection should be delayed for around 5 minutes (to allow thermal stabilisation)
or done just before stopping on the gate (to prevent blowing carbon brake dust on
ground personnel), whichever occurs first.
2.3.0
Parking
Parking
CM1
CM2
APPROACHING STAND…
ANTI ICE
APU BLEED
PARKING BRAKE ACCU
PRESS
PARKING BRK
CHECK
PA “CABIN
CREW DISARM
DOORS FOR
ARRIVAL”
OFF
ON
Y ELEC PUMP
OFF
ELAPSED TIME
STOP
ON
ENG MASTER 1, 2
OFF
SLIDE DISARMED
CHECK
SEAT BELTS
OFF
IRS PERFORMANCE
CHECK
BEACON LT
OFF
STATUS
CHECK
EXTERIOR LIGHTS
AS RQRD
BRAKE FAN
ATC
CTR TANK PUMPS
PARKING BRK
MOBILE PHONE
AS RQRD
STBY/CODE
2000
OFF
AS RQRD
AS RQRD
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The Initial Taxi-in Will be Conducted by PF
At a convenient time prior to arrival at the designated parking area (when in a
straight line and tiller neutral), the CM1 will take over control and complete the
parking manoeuvre.
2.4.0
Securing the Aircraft
Securing the Aircraft
CM1
CM2
PARKING BRAE
DU’s
CHECK ON
DIM
FUEL PUMPS
EFB
OFF
BOTH OFF
BRAKE FANS
OFF
DU’s
ADIRS
OXY CREW SUPPLY
EXTERIOR LIGHTS
APU BLEED
APU MASTER SW
EMER EXIT LIGHT
DIM
OFF
OFF
OFF
OFF
OFF
OFF
NO SMOKING
EXT PWR
EXT PWR
BAT 1 + 2
OFF
AS RQRD
AS RQRD
OFF
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2.5.0
VERSION 1.0
01/09/2017
Standard Calls
2.5.1 Checklist Callouts
“CHECK”: A command for the other pilot to check an item.
“CHECKED”: A response confirming that an item has been checked.
“CROSSCHECKED”: A callout verifying information from both pilot’s stations.
Commencement of a checklist “_ CHECKLIST”.
If a checklist needs to be interrupted, announce: “HOLD CHECKLIST AT ___” and
“RESUME CHECKLIST AT ___” for the continuation.
Upon completion of a checklist announce: “__CHECKLIST COMPLETE”.
2.5.2 Actions Commanded by PF
The following commands do not necessarily initiate a guidance mode change, e.g.
selected to managed/managed to select. The intent is to ensure clear, consistent,
standard communication between crew members.
All actions performed on the FCU and MCDU must be checked on the PFD and
ND (e.g. “FL 360 Blue“ “FL 150 Magenta”). Ensure that the correct FCU knob is
used, then verify indications on the PFD/ND.
Set
The “SET” command means using an FCU knob to set a value, but not to change
a mode. SET is accomplished by rotating the appropriate selection knob.
Example:
• “SET GO AROUND ALTITUDE__”.
• “SET FL __”.
• “SET HDG __”.
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Manage/Pull
The “MANAGE” command means pushing an FCU knob to engage, or arm, a
managed mode or target.
The “PULL” command means pulling an FCU knob to engage, a selected mode
or target. Example:
• “PULL HDG “130” (heading knob is turned and pulled).
• “MANAGE” NAV (heading knob is pushed).
• “FL 170 PULL” (altitude knob is turned and pulled).
• “FL 220 MANAGE” (altitude knob is turned and pushed).
• PULL SPEED 210 KNOTS (speed knob is turned and pulled).
• MANAGE SPEED (speed knob is pushed).
Arm
The “ARM __” command means arming a system by pushing the specified FCU
button, e.g. “ARM APPROACH”, “ARM LOC.”
ON/OFF
The simple ON or OFF command is used for the Autopilot, Flight Directors,
Auto thrust and the bird (flight path vector),
e.g. “BIRD ON” (the HDG-V/S/TRK-FPA push-button is pushed).
FMA
All armed modes are announced by calling out their associated colour (blue,
magenta), e.g. “G/S blue”, “LOC blue”.
All active modes are announced without calling out the colour (green, white), e.g.
“NAV”, “ALT”.
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Altitude
The PM calls out “ONE THOUSAND TO GO” when passing 1000 ft before the
cleared altitude or FL and the PF calls out “CHECKED”:
When PF sets the FCU altitude below the relevant Safety Altitude and announces
the altitude set from the FMA, PM responds with “CHECKED – BELOW SAFETY
ALTITUDE”.
2.5.3 PF/PM Duties Transfer
Transfer of control is initiated by a command and followed by an
acknowledgement.
“I HAVE CONTROL” is either the command that the other pilot is to pass control
and assume PM duties; or the acknowledgement by the other pilot that he has
assumed PF duties. In the abnormal case of taking over during manual flight this
must be accompanied by pressing the red takeover push-button on the sidestick.
“YOU HAVE CONTROL” is either the command that the other pilot is to take
control and assume PF duties; or the acknowledgement by the other pilot that he
has assumed PM duties.
68