AFRIQIYAH AIRWAYS
OPERATIONS MANUAL
(PART B)
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TABLE OF CONTENTS
0
GENERAL INFORMATION AND UNITS OF MEASUREMENT
1
LIMITATIONS
2
NORMAL PROCEDURES
3
ABNORMAL AND EMERGENCY PROCEDURES
4
PERFORMANCE
5
FLIGHT PLANNING
6
MASS AND BALANCE
7
LOADING
8
CONFIGURATION DEVIATION LIST
9
MINIMUM EQUIPMENT LIST
10
SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
11
EMERGENCY EVACUATION PROCEDURES
12
AEROPLANE SYSTEMS
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TABLE OF CONTENTS
ROR
RTR
LEP
LYCAA APPROVAL
AAW APPROVAL
RECORD OF REVISIONS
RECORD OF TEMPORARY REVISIONS
LIST OF EFFECTIVE PAGES
0
GENERAL INFORMATION AND UNITS OF MEASUREMENT
0.1
0.1.1
0.1.2
0.1.3
0.1.4
0.1.5
0.1.6
General Information
Introduction
Aeroplane Dimensions
Aeroplane General
Units of Measurement
Conversion Factors
Abbreviations
1
LIMITATIONS
1.1
1.1.1
1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
1.1.7
1.1.8
1.1.8.1
1.1.9
1.1.10
1.1.11
1.1.12
1.1.13
1.1.13.1
1.1.14
Applicable Operational and Certified Limitations
Certification Status
Passenger Seating Configuration
Approved Types of Operations
Crew Composition
Mass and Centre of Gravity
Speed Limitations
Flight Envelope
Wind Limits
Narrow Runway Wind Limitations
Performance Limitations for Applicable Configurations
Narrow Runway Limitations
Runway Slope
Limitations on Contaminated or Wet Runways
Airframe Contamination
Fuel Tankering
System Limitations
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ISSUE (01)
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2
NORMAL PROCEDURES
2.1
2.1.1.
2.1.1.1
2.1.1.2
2.1.1.3
2.1.1.4
2.1.1.5
2.1.1.6
2.1.1.7
2.1.1.8
2.1.1.9
2.1.1.10
2.1.1.11
2.1.1.12
2.1.1.13
2.1.1.14
2.1.2
2.1.2.1
2.1.2.2
2.1.2.3
2.1.2.4
2.1.2.5
2.1.3
2.1.3.1
2.1.4.
2.1.5
2.1.5.1
2.1.5.2
2.1.5.3
2.1.6
Normal Procedures and Duties
Introduction
Use of Checklists
Flight Deck General
Control Transfer
Use of FMGS
Standard Call
Flight Parameters Callouts
Use of Intercom
Crew Coordination and Communication
EGPWS
TCAS
Use of Automation
Handling Limitations – First Officers
Low Visibility Operations (LVO)
Runway Safety
Pre‐Flight
Preliminary Cockpit Preparation – PM
Exterior Inspection – PM
Cockpit Preparation – PF and PM
Final Preparation
Flight Crew Briefing‐Departure
Pre‐Departure
When Second Engine is Started
Altimeter Setting and Checking
Taxi
Additional Procedures during LVO Taxi
Flight Control Check
Line‐Up Procedure
Take‐Off
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2.1.6.1
2.1.6.2
2.1.6.3
2.1.7
2.1.8.
2.1.8.1
2.1.9.
2.1.9.1
2.1.10
2.1.10.1
2.1.10.2
2.1.10.3
2.1.10.4
2.1.11.
2.1.11.1
2.1.11.2
2.1.12.
2.1.12.1
2.1.12.2
2.1.13
2.1.14
2.1.14.1
2.1.14.2
2.1.15
2.1.15.1
2.1.16.
2.1.16.1
2.1.17.
2.1.18
2.1.19.
Take‐Off Callouts
Rejected Take‐Off
LVO Take‐Off
Noise Abatement Procedures
Climb
10000 ft/FL100 Procedure
Cruise, Descent Preparation and Descent
Flight Crew Briefing‐Arrival
Approach and Landing‐ General
Approach and Landing Callouts
Crew Coordination
Guidelines for Stabilized Approach
Low Visibility Approach
Instrument Approach
Precision Approach
Non‐Precision Approach
Visual Approach and Circling
Circling Approach
Visual Approach
VFR Approach
Missed Approach
Missed Approach Procedure
Missed Approach during LVO
Normal Landing
Landing during LVO
After Landing
After Landing during LVO
Parking
Securing the Aeroplane
Operations on Wet and Contaminated Runways
3
ABNORMAL AND EMERGENCY PROCEDURES
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3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
Flight Deck Procedures
Abnormal and Emergency Callouts
Abnormal Emergency Crew Coordination
Operations Manual Cabin Crew
Door Numbering
NITS Briefing
Emergency Calls (On‐Ground)
Emergency Calls (in the Air)
Emergency Descent
Simulated Emergency Training
Crew Incapacitation
Fire and Smoke Drills
Unpressurised and Partially Pressurized Flight
Exceeding Structural Limits
Lightning Strikes
Distress Communications
Engine Failure
System Failures
Guidance for Diversion
GPWS Warning
TCAS Warning
Wind Shear
Emergency Landing / Ditching
Departure Contingency Procedures
4
PERFORMANCE
4.1
4.1.1
4.1.2
4.1.3
4.1.3.1
4.1.3.2
Performance Data
Introduction
Terminology
Performance Calculations using EFB
General
Example Slides of the Take‐Off App
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4.1.3.3
4.1.4
4.1.5
4.1.6
4.1.7
4.1.8
4.1.9
4.1.10
4.1.11
4.1.12
4.2
4.2.1
Example Slides of the Landing App
Contingency Procedures if EFB is Inoperative
Gradient Losses for banked Climb
En‐Route Climb Limits
Approach Climb Limits
Landing Climb Limits
Landing Field Length Assessment
Brake Energy Limits
Speeds of Various Phases of Flight
Supplementary Data for Performance Calculations
Additional Performance Data
One Engine Inoperative Case
5
FLIGHT PLANNING
5.1
5.1.1
5.2
Data and Instructions for Pre‐Flight and In‐Flight Planning
One Engine Inoperative Case
Methods of Fuel Calculations
6
MASS AND BALANCE
6.1
6.1.1
6.1.2
6.2
6.3
Introduction and Instructions for Calculations
Last Minute Changes
Example Slides of the Loadsheet
Limiting Masses and CG
DOW and DOI.
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7
LOADING
7.1
Procedures for Loading and Securing
8
CONFIGURATION DEVIATION LIST
8.1
Procedures for CDL Usage
9
MINIMUM EQUIPMENT LIST
9.1
Procedures for MEL Usage
10
SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
10.1
10.2
10.3
10.3.1
10.3.2
10.3.3
10.3.4
10.4
10.5
10.6
10.7
10.7.1
10.7.2
10.7.3
10.8
10.9
10.10
10.11
10.11.1
10.11.2
10.11.3
10.11.4
List of Survival Equipment
Amount of Oxygen
Portable Oxygen (O2)
Requirements
Technical Characteristics
Activation
Pre‐Flight Check
Safety Signs
Passenger Seat Belts
Passengers Safety Card
Halon Fire Extinguisher (BCF)
Technical Characteristics
Pre‐Flight Check
Operation
First Aid Measures
Fire Gloves
Crash Axe
Protective Breathing Equipment (PBE)
PBE Drager
Pre‐Flight Check
Operation
Recommendations
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10.12
10.13
10.13.1
10.13.2
10.14
10.14.1
10.14.2
10.15
10.15.1
10.16
10.16.1
10.16.1.1
10.16.1.2
10.16.2
10.16.2.1
10.16.2.2
Smoke Goggles
Flash Light
Description
Pre‐Flight Check
Life Jacket.
Adult Life West
Infant Life West
Megaphone
Pre‐Flight Check
Emergency Locator Transmitters
Model 406 AP/AF
General
System Functional Description and Operation
Model 406 AS
General
System Functional Description and Operation
11
EMERGENCY EVACUATION PROCEDURES
11.1
11.2
Instructions for Emergency Evacuation
Emergency Evacuation Procedures
12
AEROPLANE SYSTEMS
12.1
Description of Aeroplane Systems
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ISSUE (01)
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TABLE OF CONTENTS
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RECORD OF REVISIONS
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RECORD OF TEMPORARY
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RTR ‐ 1
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RTR ‐2
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1. LIMITATIONS
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ISSUE (01)
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3. ABNORMAL AND EMERGENCY
PROCEDURES
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ISSUE (01)
REV 00
LEP ‐ 3
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LIST OF EFFECTIVE PAGES
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3 ‐ 12
3 – 13
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00
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LIST
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10. SURVIVAL AND EMERGENCY
EQUIPMENT INCLUDING
OXYGEN
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ISSUE (01)
REV 00
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11. EMERGENCY EVACUATION
PROCEDURES
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12. AEROPLANE SYSTEMS
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ISSUE (01)
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‫)‪ISSUE (01‬‬
‫‪Chapter 0 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪GENERAL INFORMATION AND UNITS OF MEASUREMENT‬‬
‫‪OMB‬‬
‫‪0. GENERAL INFORMATION AND UNITS‬‬
‫‪OF MEASUREMENT‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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‫)‪ISSUE (01‬‬
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Chapter 0 ‐ 2
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0. GENERAL INFORMATION AND UNITS OF MEASUREMENT
Table of Contents
0.1
General Information
0‐5
0.1.1
Introduction
0‐5
0.1.2
Aeroplane Dimensions
0‐5
0.1.3
Aeroplane General
0‐5
0.1.4
Units of Measurement
0‐6
0.1.5
Conversion Factors
0‐7
0.1.6
Abbreviations
0‐8
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ISSUE (01)
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‫‪Chapter 0 ‐ 3‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪GENERAL INFORMATION AND UNITS OF MEASUREMENT‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪AIR‐OPS‬‬
‫‪7‬‬
‫‪AMC3 ORO.MLR.100.B.0.1‬‬
‫‪9‬‬
‫)‪GM1 CAT.OP.MPA.175(b)(5‬‬
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‫)‪ISSUE (01‬‬
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‫)‪ISSUE (01‬‬
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Chapter 0 ‐ 5
FEB 2020
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0.1 General Information
0.1.1
Introduction
The OM.B.A320/A330 is prepared according the Airbus AFM, FCOM, QRH, FCTM
chapters.
Airbus AFM, FCOM, QRH, FCTM are the leading documents for the safe operations
of A320/A330.
Nevertheless, some of the procedures described by Airbus leave some room for
interpretation. In order to ease and smoothen the crew work on the Afriqiyah
Airways A320/A330, we decided to clarify some items in order to:



Harmonize
Simplify
Make it to the common standard for all cockpit crew
AAW has implemented and supports a non‐punitive working culture and
encourages each individual crew member to forward any safety, security, CRM and
flight related irregularities to Flight Operations Department in order to keep flight
standards high.
OMB.A320/A330 will be updated and revised as necessary in accordance with
procedures outlined in OMA 0.2.
0.1.2
Aeroplane Dimensions
Refer to FCOM A320 & A330‐DSC‐20‐20.
0.1.3
Aeroplane General
Refer to FCOM A320 & A330‐DSC‐20.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
Chapter 0 ‐ 6
FEB 2020
OM PART B
GENERAL INFORMATION AND UNITS OF MEASUREMENT
0.1.4
Units of Measurement
Weights and dimensions are generally given in both U.S. and metric (SI) units. Units
of measurement and their abbreviations:
UNIT
ABBREVIATION
UNIT
ABBREVIATION
lb
pounds
meters
m
kg
Kilograms
ft2
square feet
in
inches
m2
square meters
3
ft
feet
m
cubic meters
Us gallons
U.S.gal
lb in
pound inches
l
litre
lb in/in
bending strength; pound
inches per running inch
lb/ft2
pounds per square
foot
kg in
kilogram inches
lb/ft
pounds per running
foot
kpm/m
bending strength; kilopond
meter per running meter
kg/m2
kilograms per square
meter
lb/US gal
pounds per U.S. gallon
kg/m
kilograms per running
meter
kg/l
kilograms per liter
g
Standard
acceleration
m/s2)
(9.81
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
Chapter 0 ‐ 7
FEB 2020
OM PART B
GENERAL INFORMATION AND UNITS OF MEASUREMENT
0.1.5
Conversion Factors
UNIT
Length
Speed
Force
Weight
Pressure
METRIC → US
US → METRIC
1 mm = 0.0394 in
1 in = 25.4 mm
1 m = 3.281 ft
1 ft = 0.3048 m
1 m = 1.094 yd
1 yd = 0.914 m
1 km = 0.540 NM
1 NM = 1.852 km
1 km = 0.6215 Statute mile
1 statute mile = 1.609 km
1 m/s = 3.281 ft/s
1 ft/s = 0.3048 m/s
1 km/h = 0.54 kt
1 kt = 1.852 km/h = 0.514 m/s
1 N = 0.2248 lb
1 lb = 4.448 N
1 daN = 2.248 lb
1 lb = 0.44483 daN
1 g = 0.353 oz
1 oz = 28.35 g
1 kg = 2.2046 lb
1 lb = 0.4536 kg
1 ton = 2204.6 lb
1 lb = 0.0004536 ton
1 bar = 14.505 psi
1 psi = 6892 Pa = 0.0689 bar
1 mbar = 1 hPa = 0.0145 psi
1 psi = 68.92 hPa = 68.92 mbar
1 mbar = 0.02953 in Hg
1 in Hg = 33.864 hPa
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 0 ‐ 8
FEB 2020
GENERAL INFORMATION AND UNITS OF MEASUREMENT
UNIT
METRIC → US
US → METRIC
1 L = 0.2642 US GALLONS
1 US GALLON = 3.785 L
1 M = 264.2 US GALLONS
1 US GALLON = 0.003785 M
1 L = 1.0567 US QUART
1 US QUART = 0.94635 L
Momentum
1 m.daN = 88.5 lb.in
1 lb.in = 0.0113 m.daN
Temperature
°C = 5/9 (°F ‐ 32)
°F = (°C * 1.8) + 32
°C = 5/9 (°F + 40) ‐ 40
°F = 9/5(°C + 40) – 40
Volume
0.1.6
Abbreviations
Refer to FCOM A320 & A330‐GEN.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 1 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LIMITATIONS‬‬
‫‪OMB‬‬
‫‪1. LIMITATIONS‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 1 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LIMITATIONS‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 1 ‐ 3
FEB 2020
LIMITATIONS
1.
Limitations
Table of Contents
1.1
Applicable Operational and Certified Limitations
1‐7
1.1.1
Certification Status
1‐7
1.1.2
Passenger Seating Configuration
1‐7
1.1.3
Approved Types of Operations
1‐7
1.1.4
Crew Composition
1‐7
1.1.5
Mass and Centre of Gravity
1‐7
1.1.6
Speed Limitations
1‐7
1.1.7
Flight Envelope
1‐7
1.1.8
Wind Limits
1‐7
1.1.8.1
Narrow Runway Wind Limitations
1‐8
1.1.9
Performance Limitations for Applicable Configurations
1‐8
1.1.10
Narrow Runway Limitations
1‐9
1.1.11
Runway Slope
1‐9
1.1.12
Limitations on Contaminated or Wet Runways
1‐9
1.1.13
Airframe Contamination
1‐9
1.1.13.1
Fuel Tankering
1‐9
1.1.14
System Limitations
1 ‐ 10
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 1 ‐ 4‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LIMITATIONS‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
Chapter 1 ‐ 5
FEB 2020
OM PART B
LIMITATIONS
Table of References to AIR‐OPS
AIR‐OPS
REFERENCE TO CHAPTER
AMC3 ORO.MLR.100.B.1.1
7
AMC3 ORO.MLR.100.B.1.1.(a)
7
AMC3 ORO.MLR.100.B.1.1(b)
7
AMC3 ORO.MLR.100.B.1.1(c)
7
AMC3 ORO.MLR.100.B.1.1(d)
7
AMC3 ORO.MLR.100.B.1.1(e)
7
AMC3 ORO.MLR.100.B.1.1(f)
7
AMC3 ORO.MLR.100.B.1.1(g)
7
AMC3 ORO.MLR.100.B.1.1(h)
7
AMC3 ORO.MLR.100.B.1.1(i)
8
AMC3 ORO.MLR.100.B.1.1(j)
9
AMC3 ORO.MLR.100.B.1.1(k)
9
AMC3 ORO.MLR.100.B.1.1(l)
9
AMC3 ORO.MLR.100.B.1.1(m)
9
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 1 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LIMITATIONS‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 1 ‐ 7
FEB 2020
LIMITATIONS
1.1 Applicable Operational and Certified Limitations
In general, all limitations are described in A320/A330 FCOM and AFM. Below you
may found references to FCOM and AFM chapters.
1.1.1
Certification Status
A320/A330 are certified by EASA CS‐25. For more details, refer toAFM.A320/A330‐
APPRO‐ ENV.
1.1.2
Passenger Seating Configuration
Refer to A320 Airport Handling Manual (AHM560) for current aeroplane
registration or AIB Loadsheet application on the EFB.
1.1.3
Approved Types of Operations
Refer to FCOM A320‐LIM‐10 for type of operations and to AOC supplement
Operational Specifications for AAW operating area and conditions of operations.
1.1.4
Crew Composition
For Flight Crew refer to FCOM A320‐LIM‐10. For Cabin Crew composition refer to
OMA 4.1.3.
1.1.5
Mass and Centre of Gravity
Refer to FCOM A320‐LIM‐11 and AHM.A320 of current aeroplane. For general refer
to OMA 8.1.8.
1.1.6
Speed Limitations
Refer to FCOM A320‐LIM‐13.
1.1.7
Flight Envelope
Refer to FCOM A320‐LIM‐12.
1.1.8
Wind Limits
Refer to FCOM A320‐LIM‐12 and QRH A320‐IFP‐PER‐C. For automatic approach,
landing and roll out refer to FCOM A320‐LIM‐22‐20
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
Chapter 1 ‐ 8
FEB 2020
OM PART B
LIMITATIONS
1.1.8.1 Narrow Runway Wind Limitations
For narrow runway (less than 40 meters width) max crosswind for Take‐Off and
Landing according the table below:
BRAKING ACTION
MAX CROSS WIND COMPONENT (KTS)
DRY
20
GOOD (contaminants up to 3mm)
11
MEDIUM TO GOOD
11
MEDIUM
7
MEDIUM TO POOR
NO TAKE‐OFF AND LANDING
POOR
NO TAKE‐OFF AND LANDING
1.1.9
Performance Limitations for Applicable Configurations
For Flaps configuration for Take‐Off and for Landing refer to FCOM A320‐DSC‐ 27‐
30‐20.
For Landing Gear down fuel penalty factor refer to QRH A320‐IFP‐PER‐B. For
performance penalties refer to EFB AIB Take‐Off by selecting MEL item for
extended Landing Gear as below:
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 1 ‐ 9
FEB 2020
LIMITATIONS
1.1.10 Narrow Runway Limitations
In addition to OMB A320.1.1.8.1 for narrow runway limitations refer to FCOM
A320‐PRO‐SPO‐60.
1.1.11 Runway Slope
Refer to FCOM A320‐LIM‐12.
1.1.12 Limitations on Contaminated or Wet Runways
Refer to FCOM A320‐LIM‐12.
1.1.13 Airframe Contamination
Aeroplane performance is certified on the basis of a clean wing. Ice or snow
accretions affects wing performance. When icing conditions on ground are
encountered, and/or when ice accretion is suspected the crew must determine the
conditions when ground de‐icing/anti‐icing is required.
On the underside of the wing tank area, a maximum layer of 3 mm (1/8 in) of frost
will not penalize Take‐Off performance.
For more refer to FCOM A320‐SI‐010, FCOM A320‐PRO‐SUP‐91‐30, OMA 8.2.4.
1.1.13.1
Fuel Tankering
The decision to tank fuel rests with the Commander. Tanking fuel to a
contaminated runway is NOT permitted, within Afriqiyah Airways.
Should tanking be advised on the OFP, it will not restrict the fuel uplift to prevent
the possibility of ice accumulation due to cold soak.
Should the Commander consider this may be a factor when considering the
duration of the flight and ambient conditions, then the recommended landing fuel
to avoid cold soaked induced icing is 4000 kg
The only indication that we have of the skin temperature is that of the fuel
contained within the tanks, even in relatively warm OAT ~10 degrees C ice can
rapidly form on the wings when rain or high humidity conditions exist.
Under such conditions careful checks should be made as the wing may only appear
to be wet.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 1 ‐ 10
FEB 2020
LIMITATIONS
Should there be any doubt as to the status of the aircraft the Commander MUST
ask for a tactile check of the aircraft surfaces.
1.1.14 System Limitations
Refer to the following A320 FCOM chapters:

LIM‐21 Air Conditioning / Pressurization / Ventilation
 LIM‐22 Auto Flight
 LIM‐24 Electrical
 LIM‐27 Flight Controls
 LIM‐28 Fuel
 LIM‐29 Hydraulics
 LIM‐32 Landing Gear
 LIM‐34 Navigation
 LIM‐35 Oxygen
 LIM‐49 APU
 LIM‐70 Power Plant
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 2 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪NORMAL PROCEDURES‬‬
‫‪OMB‬‬
‫‪2. NORMAL PROCEDURES‬‬
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‫‪Chapter 2 ‐ 2‬‬
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‫‪OM PART B‬‬
‫‪NORMAL PROCEDURES‬‬
‫‪Intentionally Left Blank‬‬
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Chapter 2 ‐ 3
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NORMAL PROCEDURES
2. NORMAL PROCEDURES
Table of Contents
2.1
Normal Procedures and Duties
2‐7
2.1.1.
Introduction
2‐7
2.1.1.1
Use of Checklists
2‐7
2.1.1.2
Flight Deck General
2‐7
2.1.1.3
Control Transfer
2‐9
2.1.1.4
Use of FMGS
2‐9
2.1.1.5
Standard Call
2 ‐ 10
2.1.1.6
Flight Parameters Callouts
2 ‐ 14
2.1.1.7
Use of Intercom
2 ‐ 15
2.1.1.8
Crew Coordination and Communication
2 ‐ 15
2.1.1.9
EGPWS
2 ‐ 18
2.1.1.10
TCAS
2 ‐ 18
2.1.1.11
Use of Automation
2 ‐ 18
2.1.1.12
Handling Limitations – First Officers
2 ‐ 19
2.1.1.13
Low Visibility Operations (LVO)
2 ‐ 19
2.1.1.14
Runway Safety
2 ‐ 19
2.1.2
Pre‐Flight
2 ‐ 22
2.1.2.1
Preliminary Cockpit Preparation – PM
2 ‐ 22
2.1.2.2
Exterior Inspection – PM
2 ‐ 22
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NORMAL PROCEDURES
2.1.2.3
Cockpit Preparation – PF and PM
2 ‐ 22
2.1.2.4
Final Preparation
2 ‐ 25
2.1.2.5
Flight Crew Briefing‐Departure
2 ‐ 25
2.1.3
Pre‐Departure
2 ‐ 28
2.1.3.1
When Second Engine is Started
2 ‐ 29
2.1.4.
Altimeter Setting and Checking
2 ‐ 32
2.1.5
Taxi
2 ‐ 32
2.1.5.1
Additional Procedures during LVO Taxi
2 ‐ 34
2.1.5.2
Flight Control Check
2 ‐ 35
2.1.5.3
Line‐Up Procedure
2 ‐ 36
2.1.6
Take‐Off
2 ‐ 36
2.1.6.1
Take‐Off Callouts
2 ‐ 37
2.1.6.2
Rejected Take‐Off
2 ‐ 38
2.1.6.3
LVO Take‐Off
2 ‐ 38
2.1.7
Noise Abatement Procedures
2 ‐ 39
2.1.8
Climb
2 ‐ 40
2.1.8.1
10000 ft/FL100 Procedure
2 ‐ 40
2.1.9
Cruise, Descent Preparation and Descent
2 ‐ 42
2.1.9.1
Flight Crew Briefing‐Arrival
2 ‐ 42
2.1.9.2
Preparation for Low Visibility Approach
2 ‐ 44
2.1.10
Approach and Landing‐ General
2 ‐ 44
2.1.10.1
Approach and Landing Callouts
2 ‐ 45
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NORMAL PROCEDURES
2.1.10.2
Crew Coordination
2 ‐ 46
2.1.10.3
Guidelines for Stabilized Approach
2 ‐ 47
2.1.10.4
Low Visibility Approach
2 ‐ 47
2.1.11
Instrument Approach
2 ‐ 54
2.1.11.1
Precision Approach
2 ‐ 54
2.1.11.2
Non‐Precision Approach
2 ‐ 54
2.1.12
Visual Approach and Circling
2 ‐ 54
2.1.12.1
Circling Approach
2 ‐ 56
2.1.12.2
Visual Approach
2 ‐ 56
2.1.13
VFR Approach
2 ‐ 56
2.1.14
Missed Approach
2 ‐ 56
2.1.14.1
Missed Approach Procedure
2 ‐ 57
2.1.14.2
Missed Approach during LVO
2 ‐ 57
2.1.15
Normal Landing
2 ‐ 57
2.1.15.1
Landing during LVO
2 ‐ 58
2.1.16
After Landing
2 ‐ 58
2.1.16.1
After Landing during LVO
2 ‐ 58
2.1.17
Parking
2 ‐ 58
2.1.18
Securing the Aeroplane
2 ‐ 59
2.1.19
Operations on Wet and Contaminated Runways
2 ‐ 59
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Table of References to AIR‐OPS
AIR‐OPS
REFERENCE TO CHAPTER
AMC3 ORO.MLR.100.B.2
7
AMC3 ORO.MLR.100.B.2(a)
25
AMC3 ORO.MLR.100.B.2(b)
32
AMC3 ORO.MLR.100.B.2(c)
36
AMC3 ORO.MLR.100.B.2(d)
36
AMC3 ORO.MLR.100.B.2(d)
41
AMC3 ORO.MLR.100.B.2(e)
44
AMC3 ORO.MLR.100.B.2(d)
45
AMC3 ORO.MLR.100.B.2(f)
46
AMC3 ORO.MLR.100.B.2(g)
47
AMC3 ORO.MLR.100.B.2(g)
49
AMC3 ORO.MLR.100.B.2(i)
59
AMC3 ORO.MLR.100.B.2(j)
61
AMC3 ORO.MLR.100.B.2(h)
61
AMC3 ORO.MLR.100.B.2(k)
62
AMC3 ORO.MLR.100.B.2(l)
63
AMC3 ORO.MLR.100.B.2(m)
63
AMC3 ORO.MLR.100.B.2(n)
64
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NORMAL PROCEDURES
2.1 Normal Procedures and Duties
2.1.1 Introduction
Airbus procedures contained in the AFM, FCOM, QRH, FCTM are used as primary
documents for flight procedures. This chapter covers some differences related to
AAW FC duties.
With any procedures, some common sense is needed in their application. For
example, a minor switching action maybe assigned to PF or to PM (e.g. beacon light
or taxi light). However, it is not intended to prohibit the other pilot from using that
switch. It is assigning responsibility for checking that it has been done, and if not,
doing it. As a basic philosophy, operation of any switches or push buttons (e.g.
lights, cabin door, etc.) shall be delegated to PM whenever aeroplane is moving.
2.1.1.1
Use of Checklists
For use of NORMAL CHECKLIST refer to FCOM A320‐PR‐NP‐GEN.
There are some additional items to be used in NORMAL CHECKLIST operations.
Normal checklists are used to verify proper accomplishment of items which may
affect the safety of flight. On completion, PM is to announce “XXXX CHECKLIST
COMPLETED”
Checklists should normally be read by PM.
During checklist reading, both pilots are to verify that the item(s) has been
completed correctly.
“After Landing” checklist is completed silently by CM2 and confirmed to CM1.
In the event of the ECAM memo failure, the “Before Take‐off Check List Down to
the line” and “Landing” checklists memo steps has to be read and checked
2.1.1.2
Flight Deck General
The following general rules should be observed to keep flight deck in good
condition:

Screens are not to be touched with fingers, pens, etc. and are to be
cleaned only with special tissues.
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
Nothing metallic or hard is to be placed on the glare shield.

No liquids are to be passed over the pedestal.

No bottle must be disposed on the cockpit floor at any time, neither by
cabin crews nor pilots.

The flight deck is to be kept tidy and any documents used during flight are
to be returned to their designated storage at the end of the flight rotation.

The recommended mode of seat adjustment is electrical.

Sliding tables are to be stowed before 500 ft AGL before Landing and
before line‐up for take‐off.

Radio switches on FCU will never be set to neutral, WX radar brightness
knob will remain full bright and the WX radar antenna must be set full up
before switched OFF.

Select ATC 2 if CM2 is PF in RVSM areas, select ATC mode S before taxi

PB switches are to be handled in a gentle but deliberate manner.
“Stabbing” them often results in no selection or false selection.

Flight control checks are to be carried out in a positive manner without
“slamming” the side stick against the stops (Rudder checks should be
carried
outgentlytoavoidlateralfuselagemovementwhilstcabincrewisconducting
the safety demonstration or checks). Flight control checks should be
carried out in a random manner (starting in different directions) in order
to avoid automatism.

The flight deck door is to be closed and locked from the time the first
engine is started until both engines have been shut down. Entry to the
flight deck after the door has been closed is to be completed in
accordance with procedure described in OMA 10.1.5 (we need some thing
or omit).

The side console waste bin is not to be used for any liquids or food

Smoking is strictly forbidden on the aircraft.
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
AAW crews will search constantly for maximum SAFETY, commercial
efficiency and professionalism

The carriage and use of personal unofficial copies of operational
documentation is discouraged, as there is no formal update system for
such items

During ECAM procedures, normal checklists, computer resets, OEB’s/TR’s
should be reviewed or considered before the STS page is read (“STOP
STATUS!”)
2.1.1.3
Control Transfer
“I HAVE CONTROL/MY CONTROLS” are and order/request respectively for the
transfer of control to the other pilot. They also serve as acknowledgement that
control has been accepted following a “YOU HAVE CONTROL/YOUR CONTROLS”
order/request from the other pilot. Likewise, these options may be used as an
acknowledgement that control has been relinquished.
If and unplanned and/or unbriefed take‐over of flight controls is necessary by
either pilot during manual flight, the side stick take‐over pushbutton must be
pressed and held until transfer has been confirmed or for 40 seconds, whichever is
shorter.
No controls inputs are to be made by the non‐handling pilot. Control should not be
transferred below 100 ft AGL.
In manual flight, if the aircraft flight path does not obey pilot inputs at any time,
the take‐over push button is to be pressed and held. If the irregularity continues,
controls to be transferred to the other pilot or the AP engaged.
2.1.1.4
Use of FMGS
Only one pilot is to make MCDU entries at any one time. When selected on, FDs
are to be followed.
PF is not to make any FMGS inputs when at/or below 10000 ft / FL100, except
activation of the approach phase and executing a DIR TO without scrolling.
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Neither pilot should make complex FMGC programming below SSA/MSA, as
appropriate.
“Administrative” tasks in the FMGS, e.g. clearing RAD NAV selections, should be
delegated to PM.
FCU selections should be made monitoring the “demand” on PFD/ND, not by
looking at the “request” on the FCU.
Cost Index is in OFP and should not be increased to make up time. If ATC asks crew
to change MN or speed PF has to go to selected MN/speed without changing of CI.
At the end of flight rotation, waypoints etc. created are to be deleted (DATA > A/C
STATUS)
2.1.1.5
Standard Call
Standard phraseology is essential to ensure effective crew communication. The
phraseology should be concise and exact.
The sterile cockpit philosophy applies below FL100/10000ft. Auto callouts should
not normally be acknowledged.
All armed modes are to be announced by calling out their associated color (blue,
magenta) e.g. “G/S BLUE”, “LOC BLUE”. All active modes are to be announced
without calling out the color (green, white) e.g. “NAV”, “ALT”.
 “CHECK V/S”
When passing 2000ft below/above a target altitude/FL and V/S more than 2000
ft/min ,,CHECK V/S” should be announced by the PM to draw the PF attention to
reducing the rate of climb/descent rate. Should an undesired ALT*occur due to
high climb/descent rate PUSH TO LEVEL OFF should be used to exit ALT* and then
V/S adjusted to a proper target.
 “1000 TO GO”
PM should announce “1000 TO GO” when passing 1000ft above/below a target
FL/altitude and reduces rate to 1000 ft/min. PF should reply “FL XXX/XXXX FEET
BLUE”. If PM does not make the call, PF is to initiate and PM is to reply.
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 “1000 FT”
Passing 1000 ft AAL on an approach, PM is to announce“1000 FT” (if there is no
auto‐ callout) PF is to ensure, that the approach is stabilized.
 “RAD ALT”
“RAD ALT” should be announced by either pilot at the first visual radio altimeter
indication (not in response to auto callout “2500” which may not always occur).
 “500”
Is to be announced by both pilots (incapacitation check).
 “CHECK”
Is a command for the other pilot to check an item?
 “CHECKED”
Is a response that an item has been checked.
 “CROSSCHECKED”
Is a callout verifying information from both pilot stations.
The following commands do not necessarily initiate a guidance mode change, e.g.
selected to managed/managed to selected.
All actions performed on the FCU and MCDU must be checked on the PFD and ND
(e.g. “FL 350 blue”, “FL 200 magenta”). Ensure that the correct FCU knob is used,
and then verify indications on the PFD/ND.
 “SET”
The “SET” command means using an FCU knob to set the value, but not to change
a mode. SET is accomplished by only rotating the appropriate selection knob.
Examples:
 “SET GO‐AROUND ALTITUDE ...”
 “SET QNH ...”
 “SET FL …”
 “SET HDG …”
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 “MANAGE/PULL”
The “MANAGE” command means pushing and 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.
Examples:

“PULL HDG 090” (Heading knob is pulled and turned)

“MANAGE NAV” (Heading knob is pushed)

“FL 190 PULL” (Altitude knob is turned and pulled)

“FL 190 MANAGE” (Altitude knob is turned and pushed)

“PULL SPEED 250 KNOTS” (Speed knob is pulled and turned)

“MANAGE SPEED” (Speed knob is pushed)
NOTE: If the value was previously set, there is no requirement to repeat the figure.
Simply call e.g. PULL HDG, PULL SPEED, FL PULL.
 VS/FPA
The VS/FPA knob has no managed function. The standard callouts for the use of
this knob are as follows:

“V/S PLUS (OR MINUS) 700 PULL” or “FPA MINUS 3° PULL” (V/S
(FPA) knob is turned and pulled”)

“PUSH TO LEVEL OFF” (V/S (FPA) knob is pushed)
 “ARM”
The “ARM” command means arming a system by pushing a specified FCU button.
Examples:

“ARM APPROACH”

“ARM LOC”
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 “ON/OFF”
The simple ON or OFF command is used for the autopilot, flight directors,
autothrust and the bird (flight path vector).
Example:

“BIRD ON” (The HDG‐V/S/TRK‐FPA pushbutton is pushed)
 FLAP CALLOUTS
FLAPS CONFIGURATION
CALLOUT
1
“FLAPS ONE”
1+F
“FLAPS ONE”
0
“FLAPS ZERO”
 FLAP SELECTION CALLOUTS
POSITION
PF
CALLOUT
REMARK
“FLAPS ONE”
“SPEED CHECKED”
PM
“FLAPS ONE”
PM checks the speed: Above the S or
F speed and accelerating (Take Off)
Below VFE NEXT and decelerating
(Approach)
PM selects the flaps lever position
and replies after checking the blue
number on the ECAM flaps indicator
to confirm the correct selection has
been made
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 GEAR CALLOUTS
POSITION
CALLOUT
PF
“GEAR UP (DOWN)”
PM
2.1.1.6
REMARK
The PM selects the gear lever position
and replies after checking the red lights
“GEAR UP (DOWN)” on the landing gear indicator to confirm
gear operation
Flight Parameters Callouts
PM will make callouts for the following conditions during final approach. Attitude
callouts are also to be made through to landing
 “SPEED”
When speed becomes less than VAPP ‐5 or more than target speed +10
 “SINK RATE”
When V/S is greater than ‐1000ft/min
 “BANK”
When bank angle becomes greater than 7°
 “PITCH”
When pitch attitude becomes lower than ‐2.5° or higher than +10°
 “LOC” or “GLIDE”
When either localizer or glide slope deviation is:
 1/2 dot LOC
 1/2 dot GS
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 “COURSE”
When greater than 1/2 dot or 2.5 degrees (VOR) or 5 degrees (ADF), for RNAV APP:
XTK > 0.1 NM and V/DEV > 1/2 dot
 “… FT HIGH (LOW)”
At altitude check points
NOTE: The PM announces the altitude deviations until landing.
2.1.1.7
Use of Intercom
Interphone should not be used until after the dispatcher/engineer has
disconnected.
Headsets shall be worn at all times below FL100 and are recommended to/from
TOC/TOD.
Loudspeaker knobs shall never be reduced below “9 o’clock position”.
121.5 shall be tuned and monitored on VHF 3 from cockpit preparation. It will be
cross checked at FL100 and before entering RVSM airspace. In case of poor
reception on 121.5 volume will be reduced (not below 9 o’clock position”) but with
not being switched off.
In case of any confusion regarding ATC, noises, clutter, first 2 actions: headset on
and radio check with the ATC. In case of no response on the assigned frequency
121.5 MHz must be used immediately to re‐establish the radio communication.
Radio check to be performed, whenever one of the crew members has lost
consciousness about the time that has passed since the last radio call.
2.1.1.8
Crew Coordination and Communication
CREW BRIEFING BEFORE THE FLIGHT
Commander is responsible for crew briefing – preferably done together, in
separate room if available. Briefing should include crew introduction, composition,
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passengers and flight time, weather, refueling procedures, security and safety
reminders and extra information he deems necessary. Elements of good CRM
should be observed. Time should be allowed for questions and answers. All crew
members should take time to state questions or concerns at this time. Correct rest
time must be observed by all crew members – otherwise situation clearly stated to
the commander.
CO‐ORDINATION AND COMMUNICATION ON BOARD
Co‐ordination and communication between the flight deck and cabin crews is
normally between the Commander and SCC. However, in the interests of good
CRM, it is important that all crew members feel able to communicate freely where
necessary. It is particularly important that those cabin crew members working at
the rear of the aircraft call the flight deck directly using the interphone system
when necessary. However, cabin crew must be aware that the flight deck crew are
not linked to the cabin interphone permanently and can take a few seconds to
answer a call.

Before Engine Start
1) SCC reports to CMD “CABIN SECURITY CHECK COMPLETED, CABIN IS
READY FOR BOARDING”
2) SCC asks CMD “MAY WE START BOARDING”
3) SCC reports to CMD correct number of PAX onboard and asks “MAY WE
CLOSE THE DOORS”
4) SCC gives clearance for CC to “DOORS IN FLIGHT”
5) CM2 checks on ECAM proper doors arm position before taxing
6) SCC presses “CABIN READY” on FAP, reports to cockpit “CABIN SECURE”
by Intercom for ONA and ONB.
7) Before entry T/O RWY, PM gives to cabin CC signal to take a seats by using
the seats belts switch (double gong)
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
After Take‐Off Above FL100
1) After CMD decision to switch the PAX seat belts off, SCC starts cockpit visit
every 30 minutes (or contact by intercom)

Before Landing
1) With starting the descent for approach CMD makes a command to switch
the PAX seat belts on and PM advice CC by PA “CABIN CREW PREPARE
FOR LANDING”
2) SCC reports to cockpit “CABIN SECURE” (must be done before landing
gear down), PM confirms and informs about airport local temperature
3) When landing gear down, PM gives to CC signal to take a seats by using
the seats belts switch (double gong)

After Engine Shutdown
1) After disarming the doors SCC asks CMD “MAY WE OPEN THE DOOR”
2) CMD checks that doors are disarmed on the DOOR page on system display
and confirms “YOU MAY OPEN THE DOOR”
CREW DEBRIEFING AFTER FLIGHT
Commander is responsible for crew debriefing. Debriefing should be held in a
separate room if available to give the opportunity to each crew member to raise
concerns or questions about the flight in a confidential, trustful and positive
environment.
TWO PERSONS IN THE COCKPIT
As per regulations requirements to avoid one person in the cockpit CC has to assist
FC when one pilot has to leave cockpit. CMD has to call CC via interphone and ask
to enter the cockpit via standard entry procedure. When CC is in the cockpit one of
the FC could leave the cockpit. FC has to avoid long presence out of the cockpit,
normally for physiological needs only. CC is not needed for assistance if FC in the
cockpit is more than two persons and two person rule is not affected when some
of FC leaves the cockpit.
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2.1.1.9
EGPWS
TERR on ND should be selected on one ND when operating into/out of airports with
significant terrain in the vicinity.
2.1.1.10 TCAS
“Above” is recommended for the climb phase. “Below” is recommended for cruise
and descent.
2.1.1.11 Use of Automation
It is AAW policy to make maximum use of automation and managed modes to
reduce workload and enhance flight safety in busy environments and/or in poor
weather.
When suitable conditions exist, manual flying is permitted at the Commander’s
discretion. This must be briefed and agreed forehand.
Use of A/THR is the preferred method, even when flying manually. Manual thrust
may be used for practice in good meteorological conditions. When manual thrust
is intended, it has to be clearly briefed and auto‐thrust disconnect at least 3000 ft
AGL. ILS approach is to be fully stabilized by 1000 ft AAL, either using manual thrust
or auto thrust. (Landing configuration, VAPP/target speed, approach thrust set and
maximum 1 dot deviation from ILS GS). If the approach becomes unstable at any
point below 1000ft, a go‐around must be flown.
Visual approach is to be fully stabilized by 500ft AAL either using manual or auto‐
thrust.
FD’s are to be used for all take‐offs and departures. However, “raw data”
departures may be flown (i.e. using basic navigation modes and manual selections,
but with FD’s on).
FD’s are to be used for all instrument approaches until visual. (“Raw data”
approaches are of limited value, but may be flown occasionally in VMC at the
CMD’s discretion).
In flight, both FDs are to be selected ON/OFF by PM upon PF instruction. The use
of the “Expedite” button is normally not recommended.
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The relevant autopilot is normally selected on by PF but he may request PM to
make the selection.
2.1.1.12 Handling Limitations – First Officers
Max Cross wind including gusts 20 kts for Take‐Off and Landing. This limitation may
be lifted on discretion of TRI/TRE on training flight or for F/O development purpose.
No FLAP 3 and Tail wind Landing for F/O with less than 500 hours on type. Take‐Off
permitted with RVR 400 meters and above.
Approach minimum:
 CAT I for ILS

Published minimum for Non‐Precision Approach

Minimum visibility for circling Approach is 5000 m
Minimum RW with 45meters.
 No contamination or slippery RW conditions.

No reported Windshear.

No Autoland in normal operation.
2.1.1.13 Low Visibility Operations (LVO)
Not approved by LYCAA
FUEL PLANNING
Bad weather (on departure or at destination) always results in traffic restrictions,
severe impact on airport’s capacity and subsequent delays. ATC delays due to
traffic congestion might continue for some time after weather clearance.
Consequently, weight limitations allowing, decision for extra‐fuel carriage should
always be considered.
2.1.1.14 Runway Safety
The best practices were developed to help pilots improve safety by giving
guidelines that should be followed to keep skills and focus current and vigilant.
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Remember: over 80% of pilot – caused runway incursions occur during taxi to the
departure runway.
PRE‐FLIGHT PLANNING
Review and understand airport signs and markings.
Review the appropriate airport diagrams. Review any Hot Spots identified on the
diagram.
Review airport NOTAMS for any taxiway closures, runway closures, construction
activity, or other airport specific risks.
TAXI
For ENG start and Taxi CM1 is always the PF.
Have the airport diagram out and available for immediate reference during taxi.
Review current ATIS for any taxiway closures, runway closures, construction
activity, or other airfield specific risks.
During radio transmissions, use correct terminology and proper voice cadence.
Copy the taxi clearance and use the airport diagram to review the taxi route to the
assigned runway prior to releasing brakes and beginning taxi.
Eliminate distractions while taxiing in the operational area.
Focus attention and have your "eyes out" of the cockpit when taxiing. Maintain
appropriate taxi speed. Rose NAV on ND gives better orientation
Be alert to similar call signs operating on the same frequency.
STOP aircraft on the taxiway and request ATC clarification if there is confusion
regarding aircraft position or ATC taxi clearance.
Prior to crossing any runway during taxi, ensure you have a clearance to cross.
Visually check to ensure there is no conflicting traffic prior to crossing the runway
additionally CM1 selects STROB ON, CM2 selects TCAS TA/RA.
If there is any doubt that the runway is clear, reconfirm crossing clearance with
ATC. Maintain a “sterile cockpit” when taxiing.
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TAKE‐OFF:
If cleared to “line up and wait”, turn on STROBE, turn off, LANDING lights
additionally WING lights if night or bad visibility. If you have been holding in
position on the runway for more than 60 seconds, or upon seeing a potential
conflict, contact the tower.
When “cleared for takeoff”, turn on Take Off light.
LANDING:
Wait until you have exited the active runway and you are sure of your taxi clearance
prior to beginning an after landing flows.
Follow the same TAXI Best Practices above.
NOTE: When in doubt always ask for assistance.
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2.1.2 Pre‐Flight
Just before entering the aeroplane Safety Exterior Inspection must be
accomplished according FCOM A320‐PRO‐NOR‐SOP‐03.
For the pre‐flight duties during briefing upon arrival to the aeroplane refer to OMA
1.4, 1.5.2, 1.5.3 and FCOM A320‐PRO‐NOR‐SOP‐02.
2.1.2.1
Preliminary Cockpit Preparation – PM
Preliminary cockpit preparation may be completed using the QRH A320‐NP chapter
by read and do. All other normal procedures and scans are completed from
memory. Interphone check should be done before the first flight of the day only.
For detail information refer to FCOM A320‐PRO‐NOR‐SOP‐04. For EFB preparation
refer to .OM.EFB.1.2.
2.1.2.2
Exterior Inspection – PM
A complete exterior inspection is to be completed whenever maintenance
personnel are not available. Flight Crew is responsible for the safety of flight and
should complete a walk around transit check before each flight refer to FCOM
A320‐PRO‐NOR‐SOP‐05.PM has to perform the walk around. Once refueling is
complete, PM is to check the security of the refueling panel door by touch, not just
by visual inspection, and to check that fuel caps are in position. The wear of the
brakes shall be controlled during outside check with a parking brakes set on. If the
control pin is visible on the inner side of the brake, brakes can be considered within
limit.
One of exterior inspection steps is to check he surfaces and structures are clear,
not damaged, parts are not missing. All damages must be recorded in the Dent &
Buckle sheet.
2.1.2.3
Cockpit Preparation – PF and PM
TheCommanderisresponsibleforcheckingtheonboardlibrarybeforethefirstflight of
the day, but may delegate this when he is PF. The library has paper and digital
documents, for the list of documents and format refer to OMA 8.1.13.
CMD has to check ATR that CRC is signed, the aeroplane status is airworthy and
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sign the ATR.
Cockpit preparation is completed according to Airbus scan flows and areas of
responsibility regarding FCOM A320‐PRO‐NOR‐SOP‐06.
For EFB preparation refer to.OM.EFB.1.3
ADDITIONAL PROCEDURES DURING LVO
In addition to normal procedures, special attention should be made to the
following items:

Aircraft Technical Status
Check Hold Item list, Tech Log and ECAM status. Any aircraft defect must be
accurately investigated using the MEL. In case unserviceable equipment(s) affect
low visibility operations, lowest possible minima must be precisely determined at
the flight preparation stage and subsequent decision taken

Preparation in case of LVO at Departure (AAW is NOT LVO approved
presently)
1) Accurately review and brief standard LVO taxi routing and prepare all
necessary charts. Perform the LVO take‐off briefing using the LVO
checklist from QRH A320‐ABN‐C2.
2) Adjust pilot seat so as to optimize take‐off visual segment.
3) Keep awareness of airport traffic load and maintain clear coordination
with ATC in order to anticipate delays and to respect any time constraints
for take‐off (ATC slot, de‐icing holdover time etc.).
4) Keep weather awareness of actual landing RVR at departure airport and
RVR/Minima at take‐off alternate airport.

Preparation in case of LVO Expected at Destination
Keep weather awareness of destination aerodrome and destination alternate
aerodromes. Whenever such a coordination is possible (check with OCD) adapt
departure time in order to minimize holding at arrival (additional holding on
ground is always preferable to in‐flight holding
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NOTE: SEC FLP should be prepared for re‐landing or OEI SID.
Backup tuning of Navaids is discouraged, unless dispatching with only one
serviceable FMGC, when it may be considered.
TO Shift is not necessary when GPS primary Use of the PROG BRG/DIST is optional
Use of ISIS bugs function is not recommended FCOM A320‐DSC‐34‐NAV‐20.
Briefing, performance calculation and loadsheet verification are the only items
which must include both pilots.
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NORMAL PROCEDURES
2.1.2.4
Final Preparation
For Loadsheet calculation refer to OM.EFB.1.3.Take planned FOB and actual Trip
Fuel from OFP for loadsheet. Due to tolerance of fuel indicators it is allowed to
have different actual (on E/WD) and planned FOB up to ±200 kg. If difference more
than ±200 kg LMC has to be filled. When Loadsheet calculations are completed
both pilots should cross check EFB results. Commander is to check load and trim
sheet thoroughly.

CM1 reads ZFWCG and ZFW to CM2 who enters them into INIT B.

CM2 enters FOB (E/WD), reads TOW and LW from MCDU.
For Take‐Off performance calculation refer to OM.EFB.1.3. If Loadsheet was
calculated by Ground Handling enter TOW in subsequent format “XYZ” (rounded in
to higher side). When Take‐Off performances are calculated both pilots should
cross check EFB results. PM reads CONF, THRUST (Flex/TOGA), V1, VR, V2, ENG OUT
ACC, the PF enters data to the MCDU PERF page. PM writes speeds, configuration,
FLEX RTOW and EOSID on OFP from EFB. If crew expects runway change for take‐
off, all possible runways shall be calculated to prepare in advance. Also refer to
OMA 8.1.10 for OFP.
CM2 receives ATIS or weather from tower
2.1.2.5
Flight Crew Briefing ‐Departure
Normally briefing has to be accomplished when all preparations, calculations are
completed, and clearance received (except when clearance ATC gives during taxi).
Briefing should be completed before departure and be concise and relevant; Not
to cover information that is not valid; Not cover FCU and/or EFIS control panels
unless very specific selections are needed (e.g. some unserviceability); Not repeat
items unnecessarily (e.g. performance data if just checked, inserted and verified by
both pilots). PF should brief SID from FMGC (with ND on PLAN, CSTR selected) and
PM should verify the information using the SID chart.
Before start of briefing PF asks PM to CHECK his settings to justify any unclear entry
Pages of INIT‐A, PROGRESS, FUEL PREDICT and SEC FLT PLN to be checked
individually.
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NORMAL PROCEDURES
ALT RTE on F‐PLN to be inserted. STEP ALT and RTE winds for long flights, i.e. > 2
hrs to be inserted .Refer to FCOM PR‐NP‐SOP‐60
DEPARTURE BRIEFING

MCDU Status Aircraft type and model (Tail strike awareness), Engine
variant, database validity and PERF factor compare to OFP.

NOTAM

Weather, RWY conditions

Aircraft technical status (MEL and CDL considerations, relevant OEB)

X‐checks Departure aerodrome charts Clipboard on Jeppesen or EFB app

Push back, taxi routing, if known, or non‐standard

Use of ENG/Wing Anti Ice

Use of weather radar

“STANDARD TAKE‐OFF” may be used if FLEX, PACKS ON, ANTI‐ICE OFF,
APU OFF, DRY RUNWAY, NO NADAP (Deviations only to be briefed)

Check PFD ‐ “CLB‐NAV BLUE, 1FD2, QNH ..., ALTITUDE ..., TARGET
ALTITUDE...”

INIT B –Block Fuel (FOB on EW/D), Estimated TOW (over weight landing
checklist if applicable), Extra Time.

PERF – TO RWY, TO CONF, FLEX/TOGA (FLEX TOGA on EW/D later on
before TO C/L), V1, VR, V2 (V1, V2 on PFD), TRANS ALT, THR RED/ACC
Altitude

FPLN – MSA, First Assigned FL (altitude target in blue on PFD), Flight Plan
Description (SID on MCDU FPLN page), Time, Distance, EFOB at
Destination

RAD NAV (confirm on ND)

Route MORA, if >10000ft)
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NORMAL PROCEDURES
ABNORMAL BRIEFING

For any failure before V1: CAPT will call "STOP" or "GO"

In case of failure after V1:
 Continue TO, no actions before 400 ft AGL except gear up
 Reaching 400 ft AGL, ECAM actions
 Reaching EO ACC altitude
 If the engine is secured, level off, accelerate and clean up
 Otherwise continue climbing until the engine is secured (but not
above EO maximum acceleration altitude 10 minute TOGA)
 at green dot: OP CLB, MCT, resume ECAM, after TO C/L, status
 ENG OUT routing: EOSID, SID, radar vector, immediate return
 Questions
NOTE: “STANDARD ABNORMAL BRIEFING” maybe used only in the first Sector,
however EOSID always has to be briefed.
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2.1.3 Pre‐Departure
For detailed information regarding pre‐departure procedures refer to FCOM A320‐
PRO‐NOR‐SOP‐07.
For engine start refer to FCOM A320‐PRO‐NOR‐SOP‐08.
After start procedures are described in FCOM A320‐PRO‐NOR‐SOP‐09.
Below described some additional company procedures during this phase of flight.
If time permits, Commander should make a short welcome PA to passengers before
start.
EFB handling according OM.EFB.1.4.
When clearance to start is received: CM1 checks 2R Cockpit window (red ring on
the handle is visible); slides armed on the DOORS S/D; thrust levers idle and parking
brake is set and turns ON Beacon light; CM2 checks 2L Cockpit window (red ring on
the handle is visible).
CM1requests “Before Start Checklist below the line”.
CM1 liaises with ground crew and co‐ordinates (push and) start; (request for doors,
panels, etc. confirmation is not required).
CM2 sets transponder to XPDR (XPNDR) or AUTO and starts timing (clock on the
panel).
For pushback, both pilots are to have feet or heels on the floor. Doors should be
armed before push back or engine start.
Unless local regulations prohibit it, engine start should normally begin during
pushback.
Start following is silent. Second engine should be started after first engine is
stabilized on idle/ AVAIL indication on N1 (when applicable).
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2.1.3.1
When Second Engine is Started
CM1 IS TO SELECT:
 ENG MODE SELECTOR to “NORM”

APU BLEED OFF

A/I as required

APU OFF

Dismiss Ground Crew when appropriate
NOTE: For Low Visibility Take‐off is recommended to keep the APU ON if
serviceable (for electrical power generation backup). APU is to be switched off
along with FL100 checks
CM2 IS TO:
 GROUND SPOILERS – ARM
 RUDDER TRIM –RESET
 FLAPS –SELECT
 PITCH TRIM – SET MAC
 STS – SELECT, IF REQUIRED (Pack 1 under INOP SYS is normal at this stage
because it has not recycled after start. It may be ignored because a Master
Caution will be activated if does not recover)
When clear signal received from ground crew, CM2 reads “After Start Checklist”,
(CM1 verifies Pitch Trim MAC from FUEL PRED)
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ISSUE (01)
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NORMAL PROCEDURES
PROCEDURES TO REMOVE GROUND SUPPLY
EVENT
Initial ground contact
CM1
GROUND STAFF
“GROUND (from) COCKPIT” “COCKPIT (from) GROUND”
External disconnection “REMOVE EXTERNAL_”
“EXTERNAL_REMOVED”
PROCEDURES BEFORE ENGINE START/PUSH BACK
EVENT
CM1
CM2
Before start up clearance
received
“BEFORE START CL
DOWN TO THE LINE”
“BEFORE START CL
DOWN TO THE LINE
COMPLETED”
After start up clearance
received
“BEFORE START CL
BELOW THE LINE”
“BEFORE START CL
BELOW THE LINE
COMPLETED”
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PUSHBACK/ENGINE START PHRASEOLOGY
EVENT
When ready for
pushback and pushback
clearance received from
ATC
Start of push
CM1
“GROUND FROM
COCKPIT, CLEARED FOR
PUSH, PARKING BRAKE
SET”
“BRAKES RELEASED,
READY TO PUSH”
“CLEAR TO START?”
“STARTING ENG(S)…”
“BRAKES SET”
When ready to start
engines
When pushback
completed
When ready to
“CLEAR TO DISCONNECT
disconnect (after engine (hand signal on
started and parameters left/right)”
are stabilized)
GROUND STUFF
“COCKPIT FROM GROUND,
RELEASE BRAKES”
“CLEAR TO START”
“SET BRAKES”
“DISCONNECTING (hand
signal on left/right)”
AFTER ENGINE START PHRASEOLOGY
EVENT
All engines started and
stabilized and GND is
disconnected.
CM1
“AFTER START CL”
GROUND STUFF
“AFTER START CL
COMPLETED"
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2.1.4 Altimeter Setting and Checking
Altimeter subscale settings are to be coordinated by PF using the calls “SET STD”
or “SET QNH XXXX” as appropriate. PM is to verify that settings on both PFD are
the same and respond “STD (QNH XXXX) SET, CROSSCHECKED, PASSING FL XXX
(XXXX FEET) NOW”. PF is to answer “CHECKED”.
CM1 is to set the ISIS.
2.1.5 Taxi
For taxi procedures CM1 is always PF additionally refer to FCOM A320‐PRO‐NOR‐
SOP‐10.
In addition, there are some procedures below.
For EFB handling during taxi refer to OM.EFB.1.4.
CM2 requests taxi when instructed, confirms his side is clear.
If taxi after start requires an immediate sharp turn‐out, the preferred method for
dispatch is pushback whenever it is available. Sharp turns cause excessive tire wear
and can damage the sidewalls.
If ATC clearance is issued during taxi, CM2 calls “Ready to copy” only when clear of
MAYon, or before taxi was started and after coordinating with CM1.
On the first flight of the day, and when conditions dictate (e.g. after de‐icing), brake
check should be conducted as soon as practicable.
Taxi speed is to be limited to maximum of a 25 kts in a straight line (may be higher
backtracking runways but particular attention must be paid to high speed taxiing
prior Take Off as this can result in High Brake Temperature and induce significant
delay); 15 kts on normal taxiway turns, 10 kts in active MAYons; <10 kts for 90°
turns.
Brake applications should be kept to a minimum, commensurate with safe
operations. (e.g. On a straight taxiway, allow aircraft to accelerate to 25 kts, then
use a single brake application to reduce to 10 kts before allowing the aircraft to
accelerate again. Do not ride the brakes unnecessarily).
On “straight” taxiways, rudder should be used for nose wheel steering.
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Differential thrust should not be used except for immediate sharp turn out from
parking stand.
Flight control checks should normally be made during taxi. CM2 is to monitor F/CTL
SD page and announce full deflection when they are reached, while PF
concentrates on taxiing safely. Flight control checks should be carried out in a
random manner (starting in different directions) in order to avoid automatism.
It is recommended, that in the event of delayed or short taxi, F/CTL checks may be
completed before taxiing.
CM1 smoothly selects full deflection of each control in each direction in turn, CM2
verifies full deflection and announces (for announcement see table below).
CM1 must hold full deflection of each control in turn, until it is announced by CM2.
CM2 must follow pedal movement with his feet.
CM2 completes his own control check silently (monitoring F/CTL, not side stick PFD
deflections).
When finished with F/CTL checks, CM2 selects PWS, A/BRK MAX, when cabin is
ready, pushes T/O CONFIG for aircraft with no CABIN READY indication on TO
MEMO. Sets RADAR ON and tilt up initially 4 deg.
CM1 requests “Before Takeoff CL Down to the Line”, CM2 reads.
If a re‐clearance is received during taxi, CM2 inserts new departure route in FMGS.
If required, calculates new takeoff performance and inserts new performance data
in MCDU PERF page. At the holding point PF reviews the new clearance and briefs
it to PM.
Briefing “CONFIRMED” means that PERF page is checked with appropriate
performance inserted for appropriate runway; FPL page selected on PM MCDU
with appropriate route/SID; Initial altitude checked on PFD; ATC code (squawk) set.
Before take‐off, PM recycles SEAT BELTS sign. It is a signal for CC to be seated for
take‐off.
Prior to crossing any RWY ensure that you have clearance to cross. Visually check
to ensure that there is no conflicting traffic prior to crossing any RWY and CM1
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switch ON strobe light, CM2 selects TCAS TA/RA. Call “CLEAR LEFT” (CM1) / “CLEAR
RIGHT (CM2). If there is any doubt that the RWY is clear, reconfirm crossing
clearance with ATC.
2.1.5.1
Additional Procedures during LVO Taxi
AAW is NOT LVO approved presently
Strict respect of the following points (basic airmanship) is essential to maintain an
acceptable level of safety during LVO taxi.
ATC taxi instructions must be received when both pilots are monitoring the control
frequency. Carefully acknowledge and note taxi instructions. Any doubt must be
immediately solved.
Before taxi or resuming taxi, the flight crew must review and agree on the intended
routing according ATC instruction.
While taxiing, maintaining outside situation awareness remains the absolute
priority: cockpit‐flows, flight control checks and CL should always be completed
aircraft stopped (before/after taxi or at holding positions).
Keep taxi speeds so as to allow for sudden reduction in visibility and full stop
capacity within a few meters. Challenge your perception of speed by checking
ground speed on ND and checking visually laterally your speed.
During taxi, use all aircraft lights but be prepared to switch off any light that
restricts visibility due to glare. Do not use strobes unless occupying a runway.
When approaching a runway, ensure to stop and hold before the CAT II/III holding
point (some airports are still missing stop bars).
At any time, if you have a doubt about your position, your clearance, or an
unexpected obstacle, stop and inform ATC. Ask ATC for help/guidance (FOLLOW
ME car can always be requested).
NOTE: There is no formal restriction on RVR for taxi
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NORMAL PROCEDURES
2.1.5.2
Flight Control Check
EVENT
CM1
CM2
When taxi clearance
obtained
“CLEAR LEFT (RIGHT)
SIDE”
“CLEAR RIGHT (LEFT)
SIDE”
Brake check
“BRAKE CHECK”
“PRESSURE ZERO”
Flight controls
check (can be done
before start of taxi)
“FLIGHT CONTROLS
CHECK”
1. Elevators
(Start in random
direction)
2. Ailerons/Spoilers
(Start in random
direction)
3. Rudder
“RUDDER” (Start in
random direction)
During taxi
“BEFORE T/O CL DOWN
TO THE LINE”
(STATE DEFLECTION) e.g.
“FULL UP, FULL DOWN,
NEUTRAL”
(STATE DEFLECTION) e.g.
“FULL LEFT, FULL RIGHT,
NEUTRAL”
(STATE DEFLECTION) e.g.
“FULL LEFT, FULL RIGHT,
NEUTRAL”
“BEFORE T/O CL DOWN
TO THE LINE
COMPLETED”
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2.1.5.3
Line‐Up Procedure
For full information refer to FCOM A320‐PRO‐NOR‐SOP‐11.
LINING UP BEFORE TAKE‐OFF PROCEDURES
EVENT
Lining up on the runway
PF
PM
Sets Exterior lights including Sets TCAS TARA/TFC,
Wing at night or LVTO
“BEFORE T/O CL BELOW
THE LINE COMPLETED”
“BEFORE T/O CL BELOW THE
LINE”
2.1.6 Take‐Off
For full description of take‐off procedures refer to FCOM A320‐PRO‐NOR‐SOP‐ 12.
Thrust levers are to be set at initial stabilization value (N1 – 50%), then start
Chrono. When engines are stabilized, PF announces “TAKEOFF”
NOTE: N1 50% is not to be set until the aircraft is lined up on the runway
If First Officer is PF, he sets Flex/TOGA and removes his hand from Thrust Levers.
CMD immediately places his hand on Thrust Levers.
During takeoff, before 80 knots, PM is to call “THRUST SET” after verifying that the
N1 rating limit has been achieved and other parameters are normal.
The FO is to keep his heels on the floor for all takeoffs. Rolling takeoff is
recommended whenever possible.
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2.1.6.1
Take‐Off Call outs
EVENT
PF
When
engines
are
stabilized
at
initial
stabilization value
“TAKEOFF” and advances
thrust levers to take‐off
thrust
Before passing 80kts and
thrust target reached
At 100 kts
PM
“THRUST SET”
“CHECKED”
“ONE HUNDRED KNOTS”
At V1
“V1”
At VR
“ROTATE”
“POSITIVE CLIMB”
When positive ROC
confirmed and
altitude increasing
“GEAR UP”
At autopilot
engage altitude
“AP 1 (2) ON”
“GEAR UP”
If autopilot is engaged
by PM
“AP 1 (2) ON”
For flaps retraction callouts refer to OM‐B A320 2.1.1.5.
When flaps retracted
When flaps retracted
and above transition
altitude
Ground spoilers
disarmed and runway
turn‐off/taxi lights
switched off
“AFTER TAKEOFF /
CLIMB CL”
“AFTER TAKEOFF
CLIMB CL
COMPLETED”
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NOTE: If Transition Altitude or MSA is high After Takeoff/Climb Checklist could be
done Down to the Line.
2.1.6.2
Rejected Take‐Off
EVENT
RTO decision
CM1
CM2
“STOP”
REV green on E/WD
Deceleration
“REVERSE GREEN”
“DECEL”
In case of failure or no positive deceleration:
* ‐ “NO REVERSE ENGINE (1/2) OR NO REVERSE”
** ‐ “NO DECEL”
“DECEL” callout means that deceleration is felt by the crew and confirmed by the
speedtrendonthePFD.TheautobrakeoperationcouldbeconfirmedbyDECELlight on
the panel.
2.1.6.3
LVO Take‐Off
REQUIRED RVR
Required RVR value must be achieved for all of relevant RVR reporting points
(relevant distance covers both a discontinued take‐off (RTO) and a continued take‐
off after engine failure) expect for the initial segment, where it can be replaced by
pilot assessment. For more refer to OMA 8.4.
NOTE: There is no formal requirement to check the consistency between actual
and reported RVR by counting centerline lights (which might be missing in case of
take‐off before displaced threshold). The assessment can be done using any
available means (edge lights, runway markings etc.)
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LINING UP
Pilots must never taxi an aircraft across a red lit Stop Bar.
Before entering RW TCAS and lights should be switched on before the aircraft
moves beyond the CAT II/III holding point (see and be seen).
In case of possible confusion (multiple runways), confirm runway identification and
proper line‐up using the LOC signal (ILS button ON).
TAKE‐OFF ROLL
Rolling take‐off is not permitted in LVO conditions (RVR <400m).
In case of loss of visual reference during take‐off roll at significant high speed,
consider continued take‐off (use localizer guidance – yaw bar).
2.1.7 Noise Abatement Procedures
If the airport mandates NADP1 thrust reduction altitude 1500ft AAL/acceleration
altitude 3000 AAL are to be used. These altitudes are to be set on the T/O PERF of
the FMGS.
For NADP2 use thrust reduction/acceleration altitude 1500/1500 AAL
NOTE: Safety always has priority over noise abatement. In case One Engine failure
the noise abatement restrictions no longer valid
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2.1.8 Climb
For full description of climb procedures refer to FCOM A320‐PRO‐NOR‐SOP‐14.
Use EFB/Jeppesen application to track your route as well all other required
applications.
PF is to concentrate on flying and/or monitoring the aircraft. Any administrative
tasks should be delegated to PM.
STD pressure should be set the latest at transition altitude or after clearance to a
FL is received and above area MSA. The timely setting is important in airspace
where clearance is often given to a FL just 1000 ft or less above Transition Altitude.
2.1.8.1
10000 ft/FL100 Procedure
PF
PM
LAND lights retract
Seat belt sign considered
ADF‐VOR select switches set to VOR
Optional Data Display PB keep CSTR
Optional Data Display PB Airports
TERR on ND OFF if already above MSA
MCDU RADNAV page shall be cleared
Active FPL shall be copied to secondary
PROG page Check OPT FL REC MAX FL
Start Chrono (clock on the panel) when passing FL300.Thatisforthetimecalculation
regarding gravity fuel feeding, as per QRH A320‐ABN‐21.03A.
At intervals of approximately of 1 hour, crosscheck between the primary altimeters
should be made. A minimum of two will need to agree within +/‐200 ft. Failure to
meet this will require that the altimetry system be reported as defective and ATC
notified, or contingency procedure applied.
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The usual scan of flight deck instruments should be sufficient for altimeter
crosschecking.
Before entering RVSM airspace, the initial altimeter crosscheck of primary and
standby altimeters should be recorded. This crosscheck and recording should be
made when time permits between FL250 and FL280 during climb and at reasonable
distance from RVSM airspace entering from non RVSM airspace to RVSM airspace
(approx. 50 NM). Records should be made in OFP.
2.1.9 Cruise, Descent Preparation and Descent
For full description of cruise procedures refer to FCOM A320‐PRO‐NOR‐SOP‐15.
For full description of descent preparation procedures refer to FCOM A320 FCOM‐
PRO‐NOR‐SOP‐16. For landing distance calculation use bottom line of OFP first
page and calculations has to be made according OM.EFB.1.6.
For full description of descent procedures refer to FCOM A320‐PRO‐NOR‐SOP‐ 17.
Use Jeppesen/ EFB application to prepare charts for approach and landing, as well
other required applications. For more refer to OM.EFB.1.6.
Monitor weather for destination and alternate (destination and/or en‐route)
airports, via ATIS or VOLMET frequencies. Frequencies may be obtained Jeppesen
BOOKLET/MET section.
Descent preparation and approach briefing should start at least 80 nm prior to Top
of Descent, if possible.
Destination QNH may be pre‐selected on EFIS altimeter selectors, STD must be
reset afterwards.
2.1.9.1
Flight Crew Briefing ‐Arrival
Given by PF prior to descent, if possible (approx. 10 min / 80 NM from TOD).
Briefing should be concise and relevant.
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ARRIVAL BRIEFING

NOTAM review
 Weather

Aircraft status

Cross check charts in chronological order of usage
PF uses MCDU, PM checks on charts (PF only reads on chart page number, title,
date, MSA, aerodrome altitude, MDA (checks with PRESS page))

X‐checks Arrival aerodrome charts Clipboard on Jeppesen/Pilot app

STAR or expected routing and constraints (Safety Altitudes / Terrain
Considerations, Transition level)

Approach, including altitude restrictions or checks, speed profiles and
aids

Intermediate altitude – consider early configuration

MDA / DA /DH

Go‐around procedure

Landing config, autobrake and reverse PF reads aerodrome chart(10‐9)

Runway information

Taxi pattern, if known

Questions
‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐
For briefing use of FMGC “HAT” is recommended:
FPLN – RAD NAV – PROG – PERF – FUEL PRED – SEC PLN
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2.1.9.2
Preparation for Low Visibility Approach
AAW is NOT LVO approved presently
Many malfunctions might degrade the landing capability. At any stage of the flight,
and before starting a low visibility approach, the crew must clearly know what is
the expected landing capability and limitations of the airplane. Once landing
capability has been determined during flight preparation, the effect on landing
capability of any airplane technical defect/malfunction occurring after start‐up
must be precisely investigated using MEL (aircraft on ground, before take‐off),
STATUS PAGE and QRH A320. OPS.08A (required equipment for CAT II/III) jointly.
CM1 is always a PF during LVO approaches. Any PF/PM role changes should be
done before reachingFL100.
A proper LVO approach briefing takes time and must be anticipated in order to be
completed before TOD. The briefing is performed based on latest available weather
information (ACARS‐VOLMET) and performed using the LVO Checklist (attached on
the Normal Checklist (AAW don’t have)
When latest WX information received confirm consistency between actual
conditions with prepared operations (briefing). In case of any significant change,
do not rush, ask for delaying vectors or holding; always be fully ready and apply
silent cockpit rule below FL100. Both pilots head‐up and concentrated on radio
watch (LVO means dense traffic around); any known unserviceability of airport
equipment must be checked against OMA 8.1.3.5.6. (Failed Or Downgraded
Equipment‐Effect On Landing Minima).
2.1.10 Approach and Landing – General
For full description of descent procedures refer to FCOM A320‐PRO‐NOR‐SOP‐ 17.
For EFB handling refer to OM.EFB.1.6.
QNH should be set as soon as clearance to an altitude is received.
Seat Belts signs shall be selected ON when descent is started, and cabin crew shall
be notified by PM “CABIN CREW PREPARE FOR LANDING”.
IAS is normally to be restricted to 250 kts or less below FL100. This is primarily to
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ensure reduced rates of descent.
IAS may be maintained above 250 kts (max 300 kts) below FL100 only if briefed and
agreed by both pilots, clearance received from ATC and no turbulence.
IAS shall be STRICTLY limited to 250 kts below 5000 ft or minimum sector altitude
+ 2000 ft, whichever is higher.
Landing lights shall be switched on below FL100/10000ft.
Before landing, when landing gear is down, PM recycles SEATBELTS sign. It is a
signal for CC to be seated for landing.
2.1.10.1 Approach and Landing Callouts
EVENT
When cleared to descent
below transition level
Activation of approach
phase
RA alive (2500 ft if no call
from aeroplane)
ECAM memo visible
At 1000 ft RA
At 500 ft RA
100 ft above MDA/DH
At MDA/DH
Visual reference obtained
No visual reference or
position not satisfactory
PF
“APPROACH CL”
“ACTIVATE APPROACH
PHASE”
“CHECKED”
“LANDING CL”
“STABILIZED/NOT
STABILIZED”
,,CLEAR TO LAND/NO
CLEARANCE”
“CHECKED”
“CONTINUE”
“GO‐AROUND, FLAPS”
PM
“APPROACH CL
COMPLETED”
“APPROACH PHASE
ACTIVATED”
“RAD ALT”
“LANDING CL
COMPLETE”
“ONE THOUSAND” *
“CHECKED
“FIVE HUNDRED”
“ONE HUNDRED
ABOVE” *
“MINIMUM”
Continued on the next page
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EVENT
PF
PM
After touchdown
Ground spoilers extended,
REV green on E/WD
“SPOILERS” **
Deceleration
“DECEL” ****
At 70 kts
“SEVENTY KNOTS”
“REVERSE GREEN” ***
* ‐ PM monitors pin‐programmed auto callout or announces if inoperative.
** ‐ If the spoilers are not extended, call “NO SPOILER”
*** ‐ If reverse deployment is not as expected, call “NO REVERSE ENGINE or NO
REVERSES”, as appropriate
****‐“DECEL” callout means that the deceleration is felt by the crew, and
confirmed by the speed trend on the PFD. It can additionally be confirmed by the
DECEL light. If no positive deceleration, call “NODECEL”
2.1.10.2 Crew Coordination
When calling for the final flap selection, it should normally be followed
immediately by the instruction “LANDINGCHECKLIST”.
PM is to call “100 ABOVE” and “MINIMUM” when appropriate.
PM will monitor approach and go head‐up occasionally, announcing “VISUAL”,
“APPROACH LIGHTS”, etc. as appropriate.
PF judges visual cues, announces “CONTINUE” if appropriate and continues
approach, scanning in and out.
If MDA/DA/DH is reached without sufficient visual reference, PF is to execute a go‐
around immediately, announcing “GO‐AROUND, FLAPS”.
The TO light has to be turned ON when Landing clearance is received (as reminder).
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2.1.10.3 Guidelines for Stabilized Approach
For more refer to FCOM A320‐PR‐NP‐SOP‐160.
The key for stabilization is energy management. It is not possible to descent and to
reduce speed simultaneously. In level flight, it takes1NMtoreducespeedby10kts.
ATC speed request (220kts e.g.) may not be suitable. Crew must be aware that ATC
controllers are not familiar with the energy management of the aircraft. Crew may
request a different speed if required. When regulated “high and fast” consider
“Flaps 2, selected speed 190 kts” before descending to keep speed under control
and obtain high descent profile. When intercepting glide slope or final descent path
the configuration must be at least Flaps 2. When intermediate altitude is below
1800 ft AGL, configuration must be Flaps 3, Gear Down.
In order to be stabilized by 1000 ft AGL, configuration must be anticipated by at
least 200ft.
Go‐around is mandatory if an approach, is not fully stabilized by 1000 ft AGL. Using
Autopilot and Auto Thrust speed may be stabilized the latest at 500 FT AGL.
For visual approach the latest stabilization altitude is 500 ft AGL.
STABILISED APPROACH PARAMETERS
On profile (within 1 dot for ILS or 100ft for NPA)
Landing Config.
Approach thrust above idle VAPP ‐5/Vtarget +10
2.1.10.4 Low Visibility Approach
APPROACH BAN
Instrument approach may be commenced regardless of the reported RVR/VIS. If
the reported RVR/VIS is less than applicable minimum the approach shall not be
continued:

Below 1000 ft above the aerodrome; or

Into the final approach segment in the case where DA/DH or MDA/MDH
is more than 1000ft
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
If after passing 1000 ft above the aerodrome the reported RVR/VIS falls
below the applicable minimum the approach may be continued to DA/DH
or MDA/MDH
TASK SHARING
APU is recommended to be switched ON during FL100 checks. Task sharing, and
callouts are standard until passing 1000ft AAL.
Below 1000ft AAL, CM2 must remain head‐down (until end of rollout) and
continuously monitor instruments, being ready to immediately announce any
deviations, downgrade or failure.
MONITORING FLIGHT MODE ENGAGEMENT
LAND Engages at approximately 350ft and is announced by CM1 (and X‐checked by
CM2). In case the mode fails to engage, at 300ft RA, “NO LAND” has to be positively
announced by CM1 or CM2.
FLARE Normally engages at 40ft and is announced by CM2. In case the mode fails
to engage, at 30ft RA, “NO FLARE” has to be positively announced by CM2.
ROLLOUT Normally engages at main wheels touchdown and is announced by CM2.
In case the mode fails to engage, at nose gear touchdown “NO ROLLOUT” has to
be positively announced by CM2.
AP Has to be positively announced by CM2 if AP is still ENGAGED (confirmed on
FMA) when CM1 starts the maneuver to vacate the runway after auto‐rollout
(aircraft leaving the centerline); Nose gear on ground in case a manual rollout was
briefed; The radio‐altimeter shows 100ft RA if CM1 decided to continue the landing
(“CONTINUE”) after loss of autoland capability (CAT 1 on FMA) (CM1 should
normally disconnect at 160ft RA); immediately after the call “Continue” if CM1
decided to continue the landing after activation of the AUTOLAND red
warning.CM2 must closely monitor the RA being ready to trigger the “HUNDRED
ABOVE” and “MINIMUM” callouts.
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LVO APPROACH AND LANDING CALLOUTS
Above 1000ft AAL all callouts are those of a standard ILS approach (also for a Go‐
around phase). Below 1000 ft AAL in addition to standard AIRBUS callouts few
others apply (most critical ones are indicated in bold font):
EVENT
PF
PM
At 1000 ft RA
“STABILIZED/NOT
STABILIZED”
“ONE THOUSAND” *
At 500 ft RA
“CLEAR TO LAND/NO
CLEARANCE”
“FIVE HUNDRED”
350FT RA (LATEST
300FT)
“LAND/NO LAND”
“CHECKED”
100FT ABOVE DH
“CHECKED”
“HUNDRED ABOVE”
AT DH
“CONTINUE/GO‐
AROUND FLAPS”
“MINUMUM”
AROUND 40 FT RA
(LATEST 30FT)
“FLARE/NO FLARE”
AT MAIN WHEEL
TOUCHDOWN (LATEST
ALL WHEELS ON
GROUND)
“ROLLOUT/NO
ROLLOUT”
SPOILERS EXTENDED
SPOILERS
REVERSE DEPLOYED
REVERSE
DECEL FELT/INDICATED
GREEN DECEL
“70”
AT 70 KT
“ATC CALL: ___ ____
ON GROUND”
Continued on the next page
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EVENT
WHEN CLEAR OF
PROTECTED AREA (tail
beyond yellow and green
taxi lights)
PF
PM
“ATC CALL: ___ ____
RUNWAY VACATED”
LVO LANDING DESCISION
The latest at the (auto) call “100 ABOVE”, CM1 starts to look out for visual
references.
At the (auto) call “MINIMUM”, CM1 must immediately reply “CONTINUE” if he has
sufficient visual references and decides to continue the landing or “GO‐AROUND,
FLAPS” in all other cases.
REQUIRED VISUAL REFERENCE
CATII. To continue an approach below DH, visual reference containing a segment
of at least 3 consecutive lights being the centerline of the approach lights, or
touchdown zone lights, or runway centerline lights, or runway edge lights, or a
combination of these must be attained and maintained. This visual reference must
include a lateral element of the ground pattern, i.e. an approach lighting crossbar
or the landing threshold or a barrette of the touchdown zone lighting.
CATIIIA. To continue an approach below DH, a visual reference containing a
segment of at least three consecutive lights being the centerline of the approach
lights, or touchdown zone lights, or runway centerline lights, or runway edge lights,
or a combination of these must be attained and maintained
MANAGEMENT OF ABNORMAL AND EMERGENCY PROCEDURES DURING
LVOAPPROACH AND LANDING
In case of failure of aircraft system, instrument, or element of the FMGS during a
LVO approach, continuation or interruption of the approach depends on the nature
of the failure and the point of its occurrence.
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
Failure occurring prior Passing 1000 ft AGL on Final
If a failure/downgrade occurs prior to passing 1000ft AGL, decision to continue the
approach, to request delaying action (holding–delaying vectors) or to start an
immediate diversion is at Commander’s discretion. The proper response depends
on:
1.
The expected impact of the malfunction on the landing capability versus
minima and actual weather conditions; AND
2.
The expected time to be fully ready to resume the approach (applies if the
proper landing capability for the prepared approach might be recovered)
In any case, to continue the LVO approach below 1000 ft AAL, all the following
conditions should be fulfilled:
1.
Failure management procedures [ECAM – RESETS – CL] completed
2.
Status of the aircraft, especially its landing capability after management
of failure re‐assessed and, when applicable, corresponding adequate
landing minima inserted in MCDU
3.
Approach briefing amended taking into account the new situation

Failure Occurring Below 1000 ft AGL on Final
The necessity of interrupting the approach as documented in the following
paragraphs always depends on actual visual references. Whatever the situation, in
case visual references at the moment of the occurrence are sufficient and flying
conditions such that a visual manual landing can be safely performed, continuation
of the approach remains always an option and a crew decision. In that case, CM1
must announce: “CONTINUE”.
If the malfunction affects either the landing capability, instruments or navigation
systems (especially in case of activation of the AUTOLAND red warning), CM1 must
immediately disconnect the autopilot and take over manually and visually the
remaining part of the approach and landing, if no visual reference, go‐around has
to be performed.
Perform the landing manually using external visual references only, if no visual
references are established go‐around has to be made.
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
Master Warning Below 1000 ft AGL
In case of Master Warnings below 1000 AAL (except AP OFF), continuation or
interruption of the approach and autoland remains crew decision. In most cases
(SMOKE – FIRE – ENG OIL – CAB PR) the adequate response is continuation of the
approach and action on failure/malfunction after landing.

Downgrade in Landing Capability
The first pilot identifying a change in landing capability announces the new
capability as shown on FMA (i.e.: “CAT2”). In case the new capability is below the
required capability for the prepared and briefed approach CM1 orders and
completes ago‐around.
NOTE: For instance, if crew prepared and briefed CAT II approach with the
associated minima and experiences landing capability downgrade below 1000ft
from CAT III DUAL OR SINGLE to CAT II approach may be continued.

Failure of Auto Flight Mode Engagement
1) NO LAND MODE
Land mode engages around 350ft RA. In case of no engagement at 300ft
RA, “NO LAND” must be announced by CM1 (or CM2 if no CM1 call).
Autoland process must be interrupted (landing capability degrades toCAT
I and AP may disconnect)
2) NO FLARE MODE
Flare mode engages around 40 ft RA. In case of no engagement at 30 ft
RA, “NO FLARE” is announced by CM2. Autoland process must be
interrupted (AP may disconnect).
3) NO ROLL OUT MODE
Auto‐rollout mode engages at main wheel touchdown. In case of no
engagement at nose‐wheel touchdown, “NO ROLLOUT” is announced by
CM2. Autoland process (auto‐rollout) must be interrupted.
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NOTE: In all of the above cases if CPT decides he has enough visual references to
safely perform a manual landing with the associated rollout he may elect to do so.

Autoland Warning
The AUTOLAND red warning flashes in LAND mode when the RA is below 200 FT
and one or more of the following conditions occur:
1) The aircraft gets too far off the beam
A. Excessive deviation in LOC (1/4 dot above 15 FTRA)
B. Excessive deviation in GS (1 dot above 100 FT RA). LOC and GS scales
flash on PFD
2) Both APs fail
3) Both localizer transmitters or receiver fail above 15 FTRA
4) Both glide‐slope transmitters or receiver fail above 100 FTRA
5) Difference between both RA indications greater than 15FT
In any case, the autoland process must be interrupted (AP may disconnect). If
immediately identified by CM1, he should immediately clearly order either
“CONTINUE” (disconnect AP and perform manually the landing using only visual
references) or “GO‐AROUND FLAPS” and perform ago‐around.
If no immediately identified by CM1. CM2 must, without delay, positively announce
“AUTOLAND WARNING”.
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2.1.11 Instrument Approach
2.1.11.1 Precision Approach
For full description of precision approach procedures refer to FCOM A320‐PRO‐
NOR‐SOP‐18.
Decelerated approach technique for precision approach is to be used whenever
possible (noise and economy). Although weight, glide slope angle and weather
dependent, a good technique, for economy and noise considerations, is to select
FLAPS 2 just before GS intercept and maintain that configuration until 5 miles when
the remaining configuration steps should be started in almost continuous process.
Flap 3 landings should be considered at appropriate destinations (noise and
economy).
LVOinstrumentapproachandlandingbasedonlyonautolandprinciplesunlessvisual
reference was established.
2.1.11.2 Non‐Precision Approach
For full description of non‐precision approach procedures refer to FCOM A320‐
PRO‐NOR‐SOP‐18. Normally stabilized approach technique should be used.
For non‐precision approach flying reference is normally the FPV, which should be
selected during the initial approach; NPA should be flown as Constant Descent Final
Approach (CDFA); If there are insufficient visual references at MDA/DA, an
immediate GA is to be initiated; Full landing configuration is recommended at FAF
(minimum F3, L/G Down); Distance/altitude cross checks are to be made wherever
possible.
Fully managed guidance (lateral and vertical) may be used if GPS primary and
accuracy high and approach is stored in navigation database; approach is
monitored using raw data; approach track is intercepted before FAF (or equivalent)
For RNAV approach if OAT is 0°C or above managed/managed (FINAL APP) system
may be used.
If OAT below 0°C managed for later and selected for vertical guidance should be
used and temperature correction to altitude has to be made. Temperature
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correction table may be found in OMA 8.3.3.4.1.No corrections in to FMGS LEGS
has to be done regarding altitude. Only FCU altitude corrected by low temperature
has to be set. As well cross check altitudes has to be corrected. Approach has to be
performed in selected mode for vertical profile. On PFD pointer of vertical profile
will show to high, it has to be disregarded.
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2.1.12 Visual Approach and Circling
2.1.12.1 Circling Approach
For full description of circling approach procedures refer to FCOM A320‐PRO‐ NOR‐
SOP‐18.
The timing given in FCOM is to be considered as a minimum, as any shorter track
will reduce the final segment and compromise stabilization criteria.
When joining base leg or final, the final segment must be at least 4 miles.
2.1.12.2 Visual Approach
For full description of visual approach procedures refer to FCOM A320‐PRO‐ NOR‐
SOP‐18.
For visual approach callouts “ONE HUNDRED ABOVE” and “MINIMUM” may be
omitted.
2.1.13 VFR Approach
For some specific airports like without established instrument approach and
departure procedures may be used VFR procedures.
For VFR rules refer to OMA 8.1.3.5.7and OMA 8.3.1 as well aerodrome procedures
for visual approach
2.1.14 Missed Approach
For full description of missed approach procedures refer to FCOM A320‐PRO‐ NOR‐
SOP‐20.
Particular attention must be given to acceleration after go‐around. Aircraft will
accelerate on schedule, as in the case of a normal take off. But according to the
height at which go‐around was initiated the time before acceleration will be
considerably shortened.
PM must closely monitor speed and be ready for flaps retraction.
PM must call “SPEED” incase PF did not call for flaps retraction in due time.
Selected speed and V/S may be considered to avoid excessive speed and rate of
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climb, especially in case of high go‐around or go‐around with high energy (un‐
stabilized approach, go‐around from intermediate altitude)
2.1.14.1 Missed Approach Procedure
EVENT
GO‐AROUND decision
PF
“GO‐AROUND – FLAPS
Flaps retraction
When positive ROC
confirmed
PM
Moves flaps one step up
and monitors ROC
“GEAR UP”
“POSITIVE CLIMB”
“GEAR UP – FLAPS”
2.1.14.2 Missed Approach during LVO
During the approach and autoland, a go‐around may be initiated anytime as long
as reverse thrust has not been selected.
After touchdown, when engaging GA, the AP disengages and can be re‐engaged 5
seconds after lift‐off
2.1.15 Normal Landing
For full description of landing procedures refer to FCOM A320‐PRO‐NOR‐SOP‐ 19.
Refer to FCOM A320‐PR‐NP‐SOP‐250.For use of autobrake and reverse thrust.
When brake temperatures are not a factor, idle reverse only and additional braking
as necessary is the preferred deceleration option.
Reverse thrust is always to be used, if available. Full or idle should be selected
immediately after main gear touchdown. Idle reverse should be maintained until
taxi speed or leaving the runway. The autobrake, if required, should be selected
during approach preparation. The level of autobrake (LO/MED/NO) and reverse
thrust (Idle/Full) selected should take into consideration:

Length of the planned landing run

Runway conditions and head/tailwind
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
Brake temperatures versus turnaround time available
If autobrake is used, PF announces “MANUAL BRAKES” when disconnecting.
2.1.15.1 Landing during LVO
In limited visibility maintain automation as long as possible (except for safety
reasons), auto‐brakes should remain engaged until taxi speed.
2.1.16 After Landing
For full description of after landing procedures refer to FCOM A320‐PRO‐NOR‐
SOP‐21.
For EFB use refer to OM.EFB.1.7.
Monitor time when idle reverse is selected (if more than idle reverse has been
used, engine cooling time is 3 minutes). After leaving the runway CM1 disarms
spoilers to trigger after landing check list and sets strobe light auto, turnoff lights
off, landing lights off. CM2 APU master on, RADAR/PWS off, flaps zero, TCAS SBY
and silent checklist.
PM announces “AFTER LANDING CHECKLIST COMPLETED” when finished with the
checklist.
2.1.16.1 After Landing during LVO
During CAT III operations, only normal LVO turn‐off and subsequent exit lights are
illuminated. Report "RUNWAY VACATED" (if required by the procedure) only once
the aircraft is well clear of the runway and outside of the protected area (tail
beyond the CATII/III holding point). If no further taxi clearance is received, stop and
wait – ask for instructions.
2.1.17 Parking
For full description of parking procedures refer to FCOM A320‐PRO‐NOR‐SOP‐ 22.
For EFB use refer to OM.EFB.1.7.
Delay APU start to conserve APU life and fuel.
Switch APU bleed on after Parking Brake is set to avoid fume ingestion.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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Chapter 2 ‐ 58
FEB 2020
NORMAL PROCEDURES
CM1 switches ENG Masters (after 3 minutes cooling time), Seat Belts and Beacon
off (Beacon at <10% N1).
DuringtransitstopPMperformsreadanddoPreliminaryCockpitPreparationtransit
items from QRH A320‐NP.
2.1.18 Securing the Aeroplane
For full description of parking procedures refer to FCOM A320‐PRO‐NOR‐SOP‐ 23.
For EFB securing refer to OM.EFB.1.8.
2.1.19 Operations on Wet and Contaminated Runways
For Take‐Off and Landing performance calculations use AIB Take‐Off and AIB
Landing applications. Additionally refer to FCOM A320‐PER‐TOF‐CTA.
For RW condition assessment refer to QRH A320‐IFP‐PER‐A\
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 3 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪ABNORMAL AND EMERGENCY PROCEDURES‬‬
‫‪OMB‬‬
‫‪3. ABNORMAL AND EMERGENCY‬‬
‫‪PROCEDURES‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 3 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪ABNORMAL AND EMERGENCY PROCEDURES‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 3 ‐ 3
FEB 2020
ABNORMAL AND EMERGENCY PROCEDURES
3. ABNORMAL AND EMERGENCY PROCEDURES
Table of Contents
3.1
Flight Deck Procedures
3‐7
3.1.1
Abnormal and Emergency Callouts
3‐7
3.2
Abnormal Emergency Crew Coordination
3‐9
3.2.1
Operations Manual Cabin Crew
3‐9
3.2.2
Door Numbering
3‐9
3.2.3
NITS Briefing
3‐9
3.2.4
Emergency Calls (On‐Ground)
3 ‐ 10
3.2.5
Emergency Calls (in the Air)
3 ‐ 11
3.2.6
Emergency Descent
3 ‐ 11
3.3
Simulated Emergency Training
3 ‐ 11
3.4
Crew Incapacitation
3 ‐ 12
3.5
Fire and Smoke Drills
3 ‐ 12
3.6
Unpressurised and Partially Pressurized Flight
3 ‐ 12
3.7
Exceeding Structural Limits
3 ‐ 12
3.8
Lightning Strikes
3 ‐ 12
3.9
Distress Communications
3 ‐ 12
3.10
Engine Failure
3 ‐ 12
3.11
System Failures
3 ‐ 13
3.12
Guidance for Diversion
3 ‐ 13
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 3 ‐ 4‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪ABNORMAL AND EMERGENCY PROCEDURES‬‬
‫‪3 ‐ 13‬‬
‫‪GPWS Warning‬‬
‫‪3.13‬‬
‫‪3 ‐ 13‬‬
‫‪TCAS Warning‬‬
‫‪3.14‬‬
‫‪3 ‐ 13‬‬
‫‪Wind Shear‬‬
‫‪3.15‬‬
‫‪3 ‐ 13‬‬
‫‪Emergency Landing / Ditching‬‬
‫‪3.16‬‬
‫‪3 ‐ 13‬‬
‫‪Departure Contingency Procedures‬‬
‫‪3.17‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
Chapter 3 ‐ 5
FEB 2020
OM PART B
ABNORMAL AND EMERGENCY PROCEDURES
Table of References to AIR‐OPS
AIR‐OPS
REFERENCE TO CHAPTER
AMC3 ORO.MLR.100.B.3(a)
12
AMC3 ORO.MLR.100.B.3(b)
12
AMC3 ORO.MLR.100.B.3(c)
12
AMC3 ORO.MLR.100.B.3(d)
12
AMC3 ORO.MLR.100.B.3(e)
12
AMC3 ORO.MLR.100.B.3(f)
12
AMC3 ORO.MLR.100.B.3(g)
13
AMC3 ORO.MLR.100.B.3(h)
13
AMC3 ORO.MLR.100.B.3(i)
13
AMC3 ORO.MLR.100.B.3(j)
13
AMC3 ORO.MLR.100.B.3(k)
13
CAT.IDE.A.155
13
AMC3 ORO.MLR.100.B.3(l)
14
AMC3 ORO.MLR.100.B.3(m)
14
AMC3 ORO.MLR.100.B.3(n)
14
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 3 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪ABNORMAL AND EMERGENCY PROCEDURES‬‬
‫‪Intentionally Left Blank‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 3 ‐ 7
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ABNORMAL AND EMERGENCY PROCEDURES
3.1 Flight Deck Procedures
Provided the nominated sector PF has the appropriate instrumentation available
and is not incapacitated, no role change should occur for any abnormal or
emergency situation. However, this is subject to the Commander’s discretion and
authority for particular events.
Abnormal and emergency procedures frequently require a high degree of CRM. It
is recognized that it may not always be possible to follow the task sharing
philosophies used during normal operations. However, the crew should adhere as
closely as possible to normal procedures. For guidance regarding urgency or
distress refer to OMA 12.12.3 and OMA 12.12.4.
3.1.1 Abnormal and Emergency Callouts

“I HAVE CONTROL AND COMMUNICATION” is commanded by PF when
required.

“CLEAR … (title of the system)?” is asked by the PM for confirmation by
the PF, that all actions have been taken/reviewed on the present ECAM
WARNING/CAUTION or SYSTEM PAGE. e.g. “CLEAR HYDRAULIC?”

“CLEAR … (title of the system)” is the command by the PF that the action
and review is confirmed. For status page “REMOVE STATUS” will be used.

“ECAM ACTIONS COMPLETED” is the announcement by the PM that all
applicable actions have been completed.

Should the PF require any action from the PM during ECAM procedures,
the order “STOP ECAM” will be used. When ready to resume the ECAM
the order “CONTINUE ECAM” will be used.
The aim of such callouts is to callout the appropriate procedure by calling out, in
most cases, the title of the procedure. This will allow the crew to be aware of the
situation and be prepared to properly react (crew coordination, task sharing and
communication).
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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Chapter 3 ‐ 8
FEB 2020
ABNORMAL AND EMERGENCY PROCEDURES

GPWS
As soon as avoidance maneuver is envisaged: “PULL UP TOGA

Windshear
“WINDSHEAR TOGA”

Unreliable speed indication
“UNRELIABLE SPEED”

TCAS
As soon as traffic warning is triggered: “TCAS, I HAVE CONTROL”

Emergency descent
“EMERGENCY DESCENT”

Loss of braking
“LOSS OF BRAKING”

Stall recovery
As soon as any stall indication is recognized: “STALL I HAVE CONTROLS”

Stall warning at Lift‐Off
“STALL, TOGA 15 DEGREES”
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
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Chapter 3 ‐ 9
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ABNORMAL AND EMERGENCY PROCEDURES
3.2 Abnormal Emergency Crew Coordination
3.2.1 Operations Manual Cabin Crew
All pilots should be familiar with the content of the Operations Manual Cabin Crew
in order to understand what actions are expected by them and of them. An
emergency can occur at any time and may result in either a PREPARED or an
UNPREPARED crash landing or ditching. Flight Crew actions will have to depend on
the time available and no published procedure can ever be guaranteed to cover
any eventuality.
3.2.2 Door Numbering
AAW Cabin Crew are trained to use a door numbering system which includes all
exits. Thus, the forward doors are 1L and 1R, the over wing exits are 2 and 3 L and
R, the rear doors are 4L and 4R.
3.2.3 NITS Briefing
In the event of an incident or emergency when time permits, the Commander is to
brief the SCC on the situation using the following format:

Nature of the emergency

Intentions (crash landing, ditching, diversion, continue, etc.)

Time remaining before landing

Special instructions
Briefing may also be given in the WHAT, WHEN, WHERE, SPECIAL format.
In the special instructions the Commander is to clearly instruct the SCC whether to
prepare the cabin for normal or emergency landing.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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ABNORMAL AND EMERGENCY PROCEDURES
3.2.4 Emergency Calls (On‐Ground)
On the ground, e.g. following an RTO or crash landing, the following calls are to be
made using the PA system. Each call is to be repeated:

“ATTENTION CREW! AT STATIONS”
This call is to alert the crew. Following this command the cabin crew will proceed
as follows:
1) If circumstances are not evident whether an evacuation is required or not:
they will wait 2 minutes, then SCC calls the cockpit to seek information
from flight deck crew.
2) If it is evident that the evacuation is necessary (e.g. uncontrollable fire,
dense smoke, severe structural damage, unusual cabin attitude, ditching):
cabin crew will start evacuation which will be “assisted” by the flight deck
crew, starting the evacuation signals with the EVAC switch on the
overhead panel.

“REMAIN SEATED”
This call is to instruct the cabin crew that an evacuation will not be required; the
SCC will proceed to the flight deck for further instructions.

“EVACUATE”
This call is to order an evacuation.
NOTE: The Commander should not normally specify the direction of evacuation
but should allow the cabin crew to assess the usability of their designated exits.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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Chapter 3 ‐ 11
FEB 2020
ABNORMAL AND EMERGENCY PROCEDURES
3.2.5 Emergency Calls (in the Air)
Whenever possible, to avoid alarming passengers unnecessarily, the SCC should be
called to the flight deck using the normal crew call functions. However, if an urgent
need to brief the SCC arises, the Commander should make a PA announcement:
“PURSER TO THE COCKPIT”
For an emergency situation requiring immediate action by all crew members (e.g.
stowage of service trolleys etc.), the EMER CALL button should be used. (This
causes a triple Hi‐Lo chime and flashing crew call lights in the cabin and an
EMERGENCY CALL message on Attendant Information Panels).
During the final stages of approach to a crash landing, ditching or emergency
landing (when the Commander considers it appropriate), the following calls are to
be made from the flight deck using the PA system. Each call is to be repeated:

“EMERGENCY STATIONS”
This call is made when passing about 2000 ft AGL/ASL to instruct the cabin crew to
take their assigned emergency seating positions.

“BRACE FOR IMPACT”
This call is made when passing 500 ft AGL/ASL
3.2.6 Emergency Descent
When the aircraft has reached safe altitude following an emergency descent, the
flight deck crew shall announce “PURSER TO THE COCKPIT “. The SCC shall enter
the flight deck to report cabin status. This is the signal that all cabin crews can
remove their oxygen masks and resume procedure after emergency call.
Commander is to give NITS briefing.
3.3
Simulated Emergency Training
The simulating of emergencies in flight is strictly prohibited
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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Chapter 3 ‐ 12
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ABNORMAL AND EMERGENCY PROCEDURES
3.4
Crew Incapacitation
Refer to OMA 8.3.14; FCOM A320‐PRO‐ABN‐80; FCOM A320‐AO‐090.
3.5
Fire and Smoke Drills
Refer to FCOM320‐AO‐026; FCOM A320‐PRO‐ABN‐26; QRH A320‐ABN‐26.
3.6
Unpressurised and Partially Pressurized Flight
Refer to FCOM A320‐PRO‐SPO‐20; QRH A320‐IFP‐PER‐H.
3.7
Exceeding Structural Limits
Refer to FCOM A320‐PRO‐ABN‐80; QRH A320‐ABN‐80; FCOM A320‐AO‐090.
3.8
Lightning Strikes
Maintenance action should be done on the ground.
3.9
Distress Communications
Use STO Radio to inform OCD if time permits. For STO Radio refer to OMC 1.10.1.
3.10 Engine Failure
Refer to FCOM A320‐PRO‐ABN‐10;
FCOM A320‐PRO‐ABN‐70;
QRH A320‐ABN‐70;
QRH A320‐ABN‐80;
FCOM A320‐AO‐020;
FCOM A320‐AO‐070
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 3 ‐ 13
FEB 2020
ABNORMAL AND EMERGENCY PROCEDURES
3.11
System Failures
Refer to FCOM A320‐PRO‐ABN sec:
21/22/23/24/25/26/27/28/29/30/31/32/34/36/46/49/52/70.
QRH A320‐ABN sec: 21/22/24/25/26/27/28/29/30/31/32/34/36/70.
FCOM A320‐AO sec: 22/24/26/27/28/29/32/34/70.
3.12
Guidance for Diversion
On ECAM LAND ASAP, for more refer to A320 QRH guidance and OMA 8.10.
3.13
GPWS Warning
Refer to FCOM A320‐PRO‐SUP‐34;
FCOM A320‐PRO‐ABN‐34;
QRH A320‐ABN‐34.
3.14
TCAS Warning
Refer to FCOM A320‐PRO‐SUP‐34;
FCOM A320‐PRO‐ABN‐34;
QRH A320‐ABN‐34
3.15
Wind Shear
Refer to FCOM A320‐PRO SUP‐91‐20;
FCOM A320‐PRO‐ABN‐80;
QRH A320‐ABN‐80;
OMA 8.3.8.4.
3.16
Emergency Landing / Ditching
Refer to FCOM A320‐PRO‐ABN‐80;
QRH A320‐ABN‐80;
FCOM A320‐AO‐090.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 3 ‐ 14
FEB 2020
ABNORMAL AND EMERGENCY PROCEDURES
3.17
Departure Contingency Procedures
Refer to EFB AIB Take‐Off application for specific aerodrome calculation.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 4 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪OMB‬‬
‫‪4. PERFORMANCE‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪Intentionally Left Blank‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 4 ‐ 3
FEB 2020
PERFORMANCE
4. PERFORMANCE
Table of Contents
4.1
Performance Data
4‐7
4.1.1
Introduction
4‐7
4.1.2
Terminology
4 ‐ 10
4.1.3
Performance Calculations using EFB
4 ‐ 13
4.1.3.1
General
4 ‐ 13
4.1.3.2
Example Slides of the Take‐Off App
4 ‐ 14
4.1.3.3
Example Slides of the Landing App
4 ‐ 19
4.1.4
Contingency Procedures if EFB is Inoperative
4 ‐ 22
4.1.5
Gradient Losses for banked Climb
4 ‐ 22
4.1.6
En‐Route Climb Limits
4 ‐ 23
4.1.7
Approach Climb Limits
4 ‐ 23
4.1.8
Landing Climb Limits
4 ‐ 23
4.1.9
Landing Field Length Assessment
4 ‐ 23
4.1.10
Brake Energy Limits
4 ‐ 24
4.1.11
Speeds of Various Phases of Flight
4 ‐ 24
4.1.12
Supplementary Data for Performance Calculations
4 ‐ 24
4.2
Additional Performance Data
4 ‐ 24
4.2.1
One Engine Inoperative Case
4 ‐ 25
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
Chapter 4 ‐ 4
FEB 2020
OM PART B
PERFORMANCE
Table of References to AIR‐OPS
AIR‐OPS
REFERENCE TO CHAPTER
CAT.POL.A.100
7
CAT.POL.A.105
7‐8
CAT.POL.A.200
7‐8
CAT.POL.A.205
7, 8, 15, 16
CAT.POL.A.210
9, 15, 18
AMC1 CAT.POL.A.205
8, 15, 16
GM1 CAT.POL.A.205
8
AMC1 CAT.POL.A.210
9, 15, 18
AMC2 CAT.POL.A.210
9, 15, 18
AMC3 CAT.POL.A.210
9
GM1 CAT.POL.A.210
26
AMC3 ORO.MLR.100.B.4.0
13
AMC3 ORO.MLR.100.B.4.1(a)/(b)/(c)
13‐22
AMC3 ORO.MLR.100.B.4.1(d)
22
AMC3 ORO.MLR.100.B.4.1(e)
23
AMC1 CAT.POL.A.215
23
AMC3 ORO.MLR.100.B.4.1(f)
24
AMC2 CAT.POL.A.225
24
GM1 CAT.POL.A.225
24
AMC3 ORO.MLR.100.B.4.1(g)
24
AMC3 ORO.MLR.100.B.4.1(h)
24
AMC1 CAT.POL.A.225
24
CAT.POL.A.230
24
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 4 ‐ 5‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪24‬‬
‫‪GM1 CAT.POL.A.230‬‬
‫‪24‬‬
‫‪CAT.POL.A.235‬‬
‫‪24‬‬
‫)‪AMC3 ORO.MLR.100.B.4.1(i‬‬
‫‪24‬‬
‫)‪AMC3 ORO.MLR.100.B.4.1(j‬‬
‫‪25‬‬
‫‪AMC3 ORO.MLR.100.B.4.1.1‬‬
‫‪25‬‬
‫)‪AMC3 ORO.MLR.100.B.4.2(a)/(b)/(c)/(d)/(f‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪Intentionally Left Blank‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 4 ‐ 7
FEB 2020
PERFORMANCE
4.1 Performance Data
4.1.1 Introduction
Afriqiyah Airways operates Performance class an aeroplanes. And company
aeroplanes are operated in accordance with AIR‐OPS.PART‐CAT‐SUBPART C‐
SECTION 1‐CHAPTER 2.
Afriqiyah Airways ensures that the mass of the aeroplane at the start of the Take‐ Off
or, in the event of In‐Flight Re‐Planning; at the point from which the revised
Operational Flight Plan applies, is not greater than the mass at which the
requirements of the AIR‐OPS.PART‐CAT‐SUBPART C‐SECTION 1‐CHAPTER 2 can be
complied with for the flight to be undertaken, allowing for expected reductions in
mass as the flight proceeds and uses for this Take‐Off and Landing runway analysis
as well route planning system, depressurization and drift down procedures in
terrain sensitive areas.
Afriqiyah Airways ensures that the approved performance data are used to
determine compliance with the requirements of the AIR‐OPS.PART‐CAT‐SUBPART
C‐SECTION 1‐CHAPTER 2. Afriqiyah Airways for performance calculations uses SCAP
(Standard Computerized Airplane Performance) or electronic Airplane Flight
Manual in other words.
The premium and sole source for Take‐Off and Landing performance calculations is
the Electronic Flight Bag (EFB).
Afriqiyah Airways and her contracted performance provider AIB meets the
following requirements when determining the maximum permitted Take‐Off mass
when using EFB for Take‐Off calculations:

The accelerate‐stop distance must not exceed the accelerate‐stop
distance available

The take‐off distance must not exceed the take‐off distance available,
with a clearway distance not exceeding half of the take‐off run available

The take‐off run must not exceed the take‐off run available

Compliance with this paragraph must be shown using a single value of V1
for the rejected and continued take‐off
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
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Chapter 4 ‐ 8
FEB 2020
PERFORMANCE

On a wet or contaminated runway, the take‐off mass must not exceed that
permitted for a take‐off on a dry runway under the same conditions.

Obstruction limited weight – the maximum weight at which obstruction
clearance required by the appropriate airworthiness rules can be attained.
The obstruction limit weight is a function of aircraft configuration,
obstacle height and distance, airport elevation, temperature, and wind.
Unless otherwise stated, all take‐off assume a straight out take‐off flight
path along the extended runway center line

Brake energy – the maximum weight at which the aircraft brakes can
absorb the amount of energy required to stop the aircraft

Tire speed – the maximum weight so as not to exceed the maximum tire
speed limitations.
The following are taken into Takeoff/Landing Performance calculations:

The pressure altitude at the aerodrome

The ambient temperature at the aerodrome

The runway surface condition and the type of runway surface

The runway slope in the direction of take‐off/landing

Not more than 50 % of the reported head‐wind component or not less
than 150 % of the reported tailwind component

The loss, if any, of runway length due to alignment of the aeroplane prior
to take‐off

a full stop landing from 50 ft above the threshold within 60 % of the
landing distance available (LDA)
For dispatching the aeroplane OCD has to assume that the aeroplane will land on
the most favorable runway, in still air and the aeroplane will land on the runway
most likely to be assigned, considering the probable wind speed and direction, the
ground handling characteristics of the aeroplane and other conditions such as
landing aids and terrain.
All Engine‐Out SID procedures are designed to comply requirements with speeds
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
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Chapter 4 ‐ 9
FEB 2020
PERFORMANCE
and bank angle sufficient for airplane performance.
All track changes are calculated to comply requirements for maximum bank angle:
Maximum Bank Angle During A Turn
Below 56 ft
No turn allowed
Between 56 ft and 400 ft
15 deg
Above 400 ft
25 deg
For specific airports maximum bank angles may be increased and specific
procedures will be established within safe flight envelope. Approval of local
authorities will be obtained if needed.
EFB calculations are based on AIR‐OPS described departure sector which clears all
obstacles in that sector:
Departure sector when heading change is less or equal than 15 deg.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 4 ‐ 10
FEB 2020
PERFORMANCE
Departure sector when heading change is more than 15 deg.
4.1.2 Terminology

ACCELERATE‐STOP DISTANCE AVAILABLE (ASDA)
The length of the take‐off run available plus the length of stop way, if such stop
way is declared available by the appropriate Authority and is capable of bearing
the mass of the airplane under the prevailing operating conditions.

CONTAMINATED RUNWAY
A runway is considered to be contaminated when more than 25% of the runway
surface area (whether in isolated areas or not) within the required length and width
being used is covered by the following:
1) Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow,
equivalent to more than 3 mm (0.125 in) of water
2) Snow which has been compressed into a solid mass which resists further
compression and will hold together or break into lumps if picked up
(compacted snow); OR
3) Ice, including wet ice
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 4 ‐ 11
FEB 2020
PERFORMANCE

DAMP RUNWAY
A runway is considered damp when the surface is not dry, but when the moisture
on it does not give it a shiny appearance

DRY RUNWAY
A dry runway is one which is neither wet nor contaminated, and includes those
paved runways which have been specially prepared with grooves or porous
pavement and maintained to retain "effectively dry" braking action even when
moisture is present

LANDING DISTANCE AVAILABLE (LDA)
The length of the runway which is declared available by the appropriate Authority
and suitable for the ground run of an airplane landing.

MAXIMUM APPROVED PASSENGER SEATING CONFIGURATION
The maximum passenger seating capacity of an individual airplane, excluding pilot
seats or flight deck seats and cabin crew seats as applicable, used by the operator,
approved by the Authority and specified in the Operations Manual

TAKE‐OFF DISTANCE AVAILABLE (TODA)
The length of the take‐off run available plus the length of the clearway available

TAKE‐OFF MASS
The take‐off mass of the airplane shall be taken to be its mass, including everything
and everyone carried at the commencement of the take‐off run

TAKE‐OFF RUN AVAILABLE (TORA)
The length of runway which is declared available by the appropriate Authority and
suitable for the ground run of an airplane taking off

WET RUNWAY
A runway is considered wet when the runway surface is covered with water, or
equivalent, less than specified in contaminated runway above or when there is
sufficient moisture on the runway surface to cause it to appear reflective, but
without significant areas of standing water
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 4 ‐ 12‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪Intentionally Left Blank‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 4 ‐ 13
FEB 2020
PERFORMANCE
4.1.3 Performance Calculations using EFB
4.1.3.1
General
Performance calculations provided on EFB can be used without difficulty and they
cover all needed information for pilots.
WARNING: EFB calculated performance restrictions (performance limited TOW,
FLEX TEMP., etc.) should not be violated. In case the actual TOW is above
performance calculated, the alternate route has to be used (offload payload,
choose different RW or Take‐Off configuration).
WARNING: Regardless of the AFM/FCOM performance data a Take‐Off and
Landing shall not be made on runways with a reported braking action "poor" (or
a braking coefficient less than 0.20).
For Take‐Off performance calculations refer to OM.EFB.0.6.3.4. For Landing
performance calculations refer to OM.EFB.0.6.3.5.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 4 ‐ 14‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪Example Slides of the Take‐Off App‬‬
‫‪4.1.3.2‬‬
‫‪The following example slides are for reference during AIB Take‐Off usage.‬‬
‫‪HOME PAGE‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 15‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪1ST PAGE OF CALCULATIONS‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 16‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪1ST PAGE OF CALCULATIONS WHEN TOW IS OVER MTOW PERF‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 17‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫)‪2ND PAGE OF CALCULATIONS (FMGS LIKE‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 18‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪3RD PAGE OF CALCULATIONS‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 19‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪Example Slides of the Landing App‬‬
‫‪4.1.3.3‬‬
‫‪The following example slides are for reference during AIB Landing usage.‬‬
‫‪1ST PAGE‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 20‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪2ND PAGE‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 4 ‐ 21‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪PERFORMANCE‬‬
‫‪3RD PAGE‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 4 ‐ 22
FEB 2020
PERFORMANCE
4.1.4 Contingency Procedures if EFB is Inoperative
Refer to OM.EFB.2.2 and OM.EFB.2.2.4.4/2.2.4.5.
4.1.5 Gradient Losses for banked Climb
Minimum height for turn after Take‐Off is 400 ft AGL for normal and OEI case.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 4 ‐ 23
FEB 2020
PERFORMANCE
4.1.6 En‐Route Climb Limits
Refer to FCOM A320‐PER‐CLB for climb capabilities.
For en‐route with One Engine Inoperative refer to QRH A320‐IFP‐PER‐L. For more
detailed OEI procedures refer to FCOM A320‐PER‐OEI. When flights are planed over
high terrain calculations should always be done according drift down requirements.
For drift down Obstacle Strategy is recommended. If needed specific calculations
has to be done with approved Performance Engineer Program as per AFM.A320‐
PERF‐FLT. For information regarding climb gradient refer to tables below:
TWO ENGINES CLIMB GRADIENT (%) A320‐214
CONDITIONS WEIGHT
PRESSURE ALTITUDE (FT)
1500
5000 10000 14100
(KG)
ISA
47000
12.6
11.1
8.6
6.7
Air Cond. ON
57000
9.8
8.6
6.5
5.0
Anti Ice OFF
67000
7.8
6.8
5.0
‐‐‐‐‐‐
Max Climb thrust
Clean CONF
77000
6.3
5.4
‐‐‐‐‐‐
‐‐‐‐‐‐
4.1.7 Approach Climb Limits
Refer to AIB Landing 3rd page
4.1.8 Landing Climb Limits
Refer to AIB Landing 3rd page.
4.1.9 Landing Field Length Assessment
The landing mass of the aeroplane shall not exceed the maximum landing mass (in
normal operations) specified for the altitude and the ambient temperature
expected for the estimated time of landing at the destination aerodrome and
alternate aerodrome. Landing field length and mass should be calculated according
OM.EFB.0.6.3.5.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 4 ‐ 24
FEB 2020
PERFORMANCE
4.1.10 Brake Energy Limits
For wheel brake energy limits refer to EFB AIB Take‐Off calculations. If brakes are
factors TOW PERF will be limited by brake energy limit.
4.1.11 Speeds of Various Phases of Flight
Refer to FCOM A320‐PERF and QRH A320‐IFP‐PER‐A/E/G.
4.1.12 Supplementary Data for Performance Calculations
Supplementary Data such icing conditions, inoperative systems are covered in AIB
Take‐Off and Landing applications as MEL/CDL selectable items.
4.2 Additional Performance Data
Operational Data Supplement document was established to provide additional
information required for flight data calculations such as depressurization, drift
down in terrain sensitive areas, performance limited aerodromes, etc.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 4 ‐ 25
FEB 2020
PERFORMANCE
The effect of de‐icing/anti‐icing fluids is that the residual fluid causes a decrease in
lift and increase in drag, however, the effects are temporary. Use the normal
takeoff rotation rate.
For flight with landing gear down refer to QRH A320‐IFP‐PER and FCOM A320‐PRO‐
NOR‐SUP‐LG‐LG‐DN.
For all engine climb gradient refer to OMB A320.4.1.6
4.2.1 One Engine Inoperative Case
Most of Runways has straight out OEI procedure. It is visible on the AIB Take‐Off
app 1st page. Procedure means that FC should climb on extended RW heading till
1500 ft AGL and then make Right/Left turn to the aerodrome facility (VOR, NDB,
RNAV point) for available holding or immediate landing procedure. FC should
consider that they need to continue climbing while turning to the published MSA.
It is strongly recommended to use ATC for particular sector MSA as well. MSA
information available on
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 4 ‐ 26
FEB 2020
PERFORMANCE
Some aerodromes has Special Departure Procedures in case OEI. These procedures
as well are visible in text format on the AIB Take‐Off app 1st page. FC should follow
these procedures while climbing to the MSA.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 5 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪FLIGHT PLANNING‬‬
‫‪OMB‬‬
‫‪5 FLIGHT PLANNING‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 5 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪FLIGHT PLANNING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 5 ‐ 3
FEB 2020
FLIGHT PLANNING
5. Flight Planning
Table of Contents
5.1
Data and Instructions for Pre‐Flight and In‐Flight Planning
5‐7
5.1.1
One Engine Inoperative Case
5‐7
5.2
Methods of Fuel Calculations
5‐7
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 5 ‐ 4‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪FLIGHT PLANNING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 5 ‐ 5‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪FLIGHT PLANNING‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪AIR‐OPS‬‬
‫‪7‬‬
‫‪AMC3 ORO.MLR.100.B.5.1‬‬
‫‪7‬‬
‫‪CAT.OP.MPA.140‬‬
‫‪7‬‬
‫)‪GM1 CAT.OP.MPA.140(c‬‬
‫‪7‬‬
‫‪AMC3 ORO.MLR.100.B.5.1‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 5 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪FLIGHT PLANNING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 5 ‐ 7
FEB 2020
FLIGHT PLANNING
5.1 Data and Instructions for Pre‐Flight and In‐Flight Planning
The primary source for flight planning is the Operational Flight Plan. OFP should be
prepared for each flight. For additional information crew should refer to A320‐PER‐
FPL; QRH A320‐IFP‐PER and OMA 8.1.10.
5.1.1 One Engine Inoperative Case
In case of One Engine Inoperative maximum distance to an adequate
aerodrome is 400 NM (no wind factor, for planning) to land within 60 minutes,
speed for planning is TAS 400kts. For more details refer to QRH A320‐IFP‐PER‐
L. When using QRH table for calculations remember that time with OEI is
limited to 60 minutes.
For take‐off alternate planning use 60 min radius rule and distance up to 250
NM (no wind), long range speed.
5.2
Methods of Fuel Calculations
Primary source of fuel calculations and checks is the Operational Flight Plan.
Additionally, pilots can check OFP calculations using FCOM A320‐PER‐FPL tables.
The methods of proper fuel calculations are described in OMA 8.1.7/8.3.7.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 5 ‐ 8‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪FLIGHT PLANNING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪OMB‬‬
‫‪6 MASS AND BALANCE‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 6 ‐ 3
FEB 2020
MASS AND BALANCE
6. Mass and Balance
Table of Contents
6.1
Introduction and Instructions for Calculations
6‐7
6.1.1
Last Minute Changes
6‐7
6.1.2
Example Slides of the Loadsheet
6‐8
6.2
Limiting Masses and CG
6 ‐ 15
6.3
DOW and DOI.
6 ‐ 15
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 6 ‐ 4‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 5‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪AIR‐OPS‬‬
‫‪7‬‬
‫)‪AMC3 ORO.MLR.100.B.6(a‬‬
‫‪7‬‬
‫)‪AMC3 ORO.MLR.100.B.6(b‬‬
‫‪16‬‬
‫)‪AMC3 ORO.MLR.100.B.6(c‬‬
‫‪16‬‬
‫)‪AMC3 ORO.MLR.100.B.6(d‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 6 ‐ 7
FEB 2020
MASS AND BALANCE
6.1 Introduction and Instructions for Calculations
The primary and source for mass and balance calculations is the EFB program AIB
Loadsheet.
For normal procedures to calculate the Loadsheet refer to OM.EFB.0.6.3.6. For
abnormal procedures refer to OM.EFB.2.2.4.3.
When exporting the Loadsheet via e‐mail there is no copy left on board. To have
copy on board for inspections and to confirm that Loadsheet is well dispatched, FC
has to add aircraft e‐mail to the list of loadsheet receivers (add aircraft e‐mail
address in copy).
Once e‐mail with Loadsheet is dispatched successfully, the copy will appear on e‐
mail inbox, indicating that LS dispatched successfully.
6.1.1 Last Minute Changes
Max LMC is +/‐ 500 kg fuel and/or payload.
For LMC procedure refer to OM.EFB.0.6.3.6
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 6 ‐ 8‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪6.1.2 Example Slides of the Loadsheet‬‬
‫‪Below are some example slides for Loadsheet calculation steps.‬‬
‫‪FIRST PAGE OF THE LOADSHEET‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 9‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪CREW COMPOSITION‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 10‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪CATERING CODE‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 11‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪PASSENGER DISTRIBUTION‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 12‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪CARGO AND FUEL DISTRIBUTION‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 13‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪1ST PAGE OF THE LOADSHEET‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 6 ‐ 14‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 6 ‐ 15
FEB 2020
MASS AND BALANCE
6.2 Limiting Masses and CG
Normally for Loadsheet calculation limiting weights maximum structural weights
defined by manufacture. But in some cases MTOW could be limited by
performance, MEL etc. in that case on the AIB Loadsheet app FC could enter new
limiting weight value in the LIMITING WEIGHTS window. For CG limits refer to the
AIB Loadsheet app or AHM.A320.
6.3 DOW and DOI
For specific aeroplane DOW and DOI refer to EFB and/or AHM.A320 of current
aeroplane.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 6 ‐ 16‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MASS AND BALANCE‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 7 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LOADING‬‬
‫‪OMB‬‬
‫‪7 LOADING‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 7 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LOADING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 7 ‐ 3‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LOADING‬‬
‫‪7. Loading‬‬
‫‪Table of Contents‬‬
‫‪7‐7‬‬
‫‪Procedures for Loading and Securing‬‬
‫‪7.1‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 7 ‐ 4‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LOADING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 7 ‐ 5‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LOADING‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪7‬‬
‫‪AIR‐OPS‬‬
‫‪AMC3 ORO.MLR.100.B.7‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 7 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LOADING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
Chapter 7 ‐ 7
FEB 2020
OM PART B
LOADING
7.1 Procedures for Loading and Securing
The Commander shall not commence a flight unless he/she is satisfied that the load
is properly distributed and safely secured.
For proper loading and securing of cargo and baggage refer to AHM A320 and
FCOM A320‐PER‐LOD.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 7 ‐ 8‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪LOADING‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 8 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪CONFIGURATION DEVIATION LIST‬‬
‫‪OMB‬‬
‫‪8 CONFIGURATION DEVIATION LIST‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 8 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪CONFIGURATION DEVIATION LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 8 ‐ 3‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪CONFIGURATION DEVIATION LIST‬‬
‫‪8. Configuration Deviation List‬‬
‫‪Table of Contents‬‬
‫‪8‐7‬‬
‫‪Procedures for CDL Usage‬‬
‫‪8.1‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 8 ‐ 4‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪CONFIGURATION DEVIATION LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 8 ‐ 5‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪CONFIGURATION DEVIATION LIST‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪7‬‬
‫‪AIR‐OPS‬‬
‫‪AMC3 ORO.MLR.100.B.8‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 8 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪CONFIGURATION DEVIATION LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 8 ‐ 7
FEB 2020
CONFIGURATION DEVIATION LIST
8.1 Procedures for CDL Usage
The Commander is only final authority to dispatch with CDL items.
The CDL is incorporated in A320 AFM. For CDL items and procedures refer to
AFM.A320 and OMA 8.6
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 8 ‐ 8‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪CONFIGURATION DEVIATION LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 9 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MINIMUM EQUIPMENT LIST‬‬
‫‪OMB‬‬
‫‪9 MINIMUM EQUIPMENT LIST‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 9 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MINIMUM EQUIPMENT LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 9 ‐ 3‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MINIMUM EQUIPMENT LIST‬‬
‫‪9. Minimum Equipment List‬‬
‫‪Table of Contents‬‬
‫‪9‐7‬‬
‫‪Procedures for MEL Usage‬‬
‫‪9.1‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 9 ‐ 4‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MINIMUM EQUIPMENT LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 9 ‐ 5‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MINIMUM EQUIPMENT LIST‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪7‬‬
‫‪AIR‐OPS‬‬
‫‪AMC3 ORO.MLR.100.B.9‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 9 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MINIMUM EQUIPMENT LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 9 ‐ 7
FEB 2020
MINIMUM EQUIPMENT LIST
9.1
Procedures for MEL Usage
The Commander is only final authority to dispatch with MEL items. MEL is the
separate document. For MEL items and procedures refer to OM.MEL.A320.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 9 ‐ 8‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪MINIMUM EQUIPMENT LIST‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 10 ‐ 1‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN‬‬
‫‪OMB‬‬
‫‪10 SURVIVAL AND EMERGENCY‬‬
‫‪EQUIPMENT INCLUDING OXYGEN‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 10 ‐ 2‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 10 ‐ 3
FEB 2020
SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
10. Survival and Emergency Equipment Including Oxygen
Table of Contents
10.1
List of Survival Equipment
10 ‐ 7
10.2
Amount of Oxygen
10 ‐ 7
10.3
Portable Oxygen (O2)
10 ‐ 7
10.3.1
Requirements
10 ‐ 7
10.3.2
Technical Characteristics
10 ‐ 7
10.3.3
Activation
10 ‐ 8
10.3.4
Pre‐Flight Check
10 ‐ 8
10.3.5
Pre‐Flight Check
10 ‐ 10
10.4
Safety Signs
10 ‐ 11
10.5
Passenger Seat Belts
10 ‐ 12
10.6
Passengers Safety Card
10 ‐ 12
10.7
Halon Fire Extinguisher (BCF)
10 ‐ 14
10.7.1
Technical Characteristics
10 ‐ 14
10.7.2
Pre‐Flight Check
10 ‐ 15
10.7.3
Operation
10 ‐ 16
10.7.4
First Aid Measures
10 ‐ 16
10.8
First Aid Measures
10 ‐ 17
10.9
Fire Gloves
10 ‐ 18
10.10
Crash Axe
10 ‐ 19
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
OM PART B
Chapter 10 ‐ 4
FEB 2020
SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
10.10.1
PBE Dragger
10 ‐ 20
10.10.1.1
Pre‐Flight Check
10 ‐ 20
10.10.1.2
Operation
10 ‐ 21
10.10.1.3
Recommendations
10 ‐ 22
10.11
Smoke Goggles
10 ‐ 23
10.12
Flash Light
10 ‐ 23
10.12.1
Description
10 ‐ 24
10.11.2
Pre‐Flight Check
10 ‐ 24
10.13
Life Jacket
10 ‐ 25
10.13.1
Adult Life West
10 ‐ 26
10.13.2
Infant Life West
10 ‐ 26
10.14
Megaphone
10 ‐ 27
10.14.1
Pre‐Flight Check
10 ‐ 28
10.15
Emergency Locator Transmitters
10 ‐ 28
10.15.1
Model 406 AP/AF
10 ‐ 28
10.15.1.
General
10 ‐ 28
10.15.1.2
System Functional Description and Operation
10 ‐ 29
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 10 ‐ 5‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪AIR‐OPS‬‬
‫‪7‬‬
‫‪AMC3 ORO.MLR.100.B.10.1‬‬
‫‪7‬‬
‫‪AMC3 ORO.MLR.100.B.10.2‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 10 ‐ 6‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
OM PART B
Chapter 10 ‐ 7
FEB 2020
SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
10.1
List of Survival Equipment
For the list of Survival and Emergency Equipment as well the procedures for
checking the serviceability of the equipment refer to Emergency Equipment List
located at each aeroplanes cabin or in the Forms folder in the cockpit.
10.2
Amount of Oxygen
Minimum portable oxygen in the cabin must be not less than Cabin Crew on that
flight.
For minimum oxygen required for dispatch for Flight Crew can be found in FCOM
A320‐LIM‐35.
For more detailed requirements and depressurization escape routes refer to OMA
8.8.
10.3
Portable Oxygen (O2)
10.3.1 Requirements
One portable oxygen bottle is required per required Cabin Crew. Cabin
crewmembers carried in addition to the minimum number of the cabin crew
members required and additional crewmembers shall be considered as passengers
for the purpose of oxygen supply.
10.3.2 Technical Characteristics
First aid and sustaining portable oxygen cylinders are installed at suitable locations
in the passenger cabin (see the emergency equipment checklist for specific
location). These cylinders are fitted with a pressure gage, pressure regulator,
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
Chapter 10 ‐ 8
FEB 2020
OM PART B
SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
on/off valve, a disposable mask and can be used for therapeutic purposes or as
walk around units. The cylinders are pressurized to 1800 psi. At this pressure and a
temperature of 700F (210C), the cylinders have a capacity of 4.25 (120 l) or 11 (311
l) cubic feet of free oxygen.
The AVOX portable cylinder assembly (POCA) is a light weight oxygen b0ttel the
AVOX portable cylinder unit contains 311 liters of usable oxygen, the unit has both
HIGH and LOW outlet channels through one outlet.
DURATION
SIZE
AVOX (311 L)
2 LPM
4 LPM
155
78
10.3.3 Activation

Rotate ON – OFF valve fully counter clockwise to start oxygen flow.
Remember that oxygen will only flow when an oxygen mask is attached
to any outlet (as required remove the mask from plastic bag and attach
oxygen mask to required outlet).

Check there are no signs of grease on the bottle and the mask. Place mask
over nose and mouth. Breathe normally.
10.3.4 Usage
For the therapeutic purposes use 4 lpm flow. When the casualty feels better it is
recommended to switch to 2 lpm.
For immediate use in decompression, use 4 lpm oxygen flow. At safe altitude
(10000 ft or below) it is recommended to switch to 2 lpm oxygen flow for cabin
walk around.
Before using the oxygen, it is necessary to remove grease (cosmetics) from the
casualty’s face. Ensure oxygen is available (green indicator expands), help to pull
on the mask, tell to breath normally. The oxygen bottle must be secured with the
seatbelt on the seat and/or with the bottle’s tape on the armrest. Check casualty’s
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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condition and oxygen bottle pressure frequently. Change the oxygen bottle when
it becomes empty.
10.3.5 Pre‐Flight Check
Cabin crew must ensure oxygen bottles are:

Accessible

Secured in brackets

Sealed

Functional: pressure gauge indicate at least 1500 PSI

An oxygen mask is attached to the outlet

Oxygen mask tubes are free from apparent cracks, cuts or holes.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 10 ‐ 10‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN‬‬
‫‪Safety Signs‬‬
‫‪10.4‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
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Chapter 10 ‐ 11
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10.5
Passenger Seat Belts
Passenger seat belts are provided on every seat. They consist of two parts to be
secured tightly during take‐off, landing and any time the passenger is seated.
10.6
Passengers Safety Card
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 10 ‐ 12‬‬
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‫‪OM PART B‬‬
‫‪SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
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10.7
Halon Fire Extinguisher (BCF)
10.7.1 Technical Characteristics
The BCF (Bromo Chlorodi Fluoromethane) exists in the container as a liquid, and is
pressurized with nitrogen.
When the trigger is activated, the BCF is discharged through a nozzle. It may be
used to a range of 1‐2 m. Fire extinguishers may be of different volume, ranging
from 1 kilogram to 3 kilograms, thus they operate for different time, and average
time is 10‐13 seconds. Pressure indicator may be at the top or at the bottom of the
bottle shows the pressure inside of the bottle. Pressure indicator operates in
clockwise direction. If needle does not reach green range ‐ the extinguisher is
empty. All extinguishers are protected from unintended pressing of lever. A safety
pin with a pull ring prevents accidental trigger movement. The most common pins
are ring type, however there are also collapsible pins. When such pin is broken
(bent), the seal (intact seal shows that extinguisher has not been used before) is
broken.
The extinguisher is effective on all types of fires, but primarily on electrical, fuel
and grease fires.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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10.7.2 Pre‐Flight Check

Check red safety guard or ring pin is in place

Check sealing

Check pressure (pressure gauge is in green range)

Check date
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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10.7.3 Operation

Unsnap “Quick release” mounting strap and remove the extinguisher

Release safety lock or pull ring pin from lever and handle

Press the trigger entirely or squeeze the lever downward

Direct the liquid from one side of the burning material to the other, at the
base of the fire

Hold the extinguisher vertically during operation
 Extinguishing may be interrupted by releasing the trigger
NOTE: Discharging directly on persons should be avoided, due to possibility of
indisposition
10.7.4 First Aid Measures
 EYE CONTACT
Immediately flush eyes with plenty of water for at least 15 minutes while holding
lids open. If redness, itching or a burning sensation develops, get medical attention.
 SKIN CONTACT
Wash the material off the skin with copious amounts of soap and water for at least
15 minutes. If redness, itching or a burning sensation develops, get medical
attention.
 INHALATION
Remove victim to fresh air. If cough or other respiratory systems occur, consult
medical personnel. If not breathing, give artificial respiration, preferably mouth‐to‐
mouth. If breathing is difficult, give oxygen. Consult medical personnel.
 INGESTION
If patient is conscious, give 1 or 2 glasses of warm water to drink and get medical
attention. DO NOT INDUCE VOMITING. Have victim lie down and keep warm.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 10 ‐ 16‬‬
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‫‪OM PART B‬‬
‫‪SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN‬‬
‫‪Fire Gloves‬‬
‫‪10.8‬‬
‫‪The fire protection gloves protect user against burned hands in firefighting‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
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10.9
Crash Axe
The axe is intended for use in emergencies (breaking the windows, locked access
panels, doors etc.) The rubber insulation on the handle protects user against
electrical shocks.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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10.10 Protective Breathing Equipment (PBE)
The PBE is a closed circuit breathing apparatus designed to help protect the wearer
eyes and respiration in case of smoke, or other harmful gases.
The PBE envelopes the head in a breathable atmosphere by a demand based
chemical air regeneration system, which supplies oxygen and removes carbon
dioxide and water vapor from the exhalation. The chemical processes produce heat
and a heat build‐up within the PBE during use is normal.
The duration of the PBE depending on type is approximately 15–20 min. for the
heaviest workload.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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10.10.1
PBE Dragger
10.10.1.1
Pre‐Flight Check
The indicator (2.1) has to be checked. If the yellow indicator is broken, insufficient
performance data have to be expected, as the vacuum may have gone and the KO2
may have been in contact with ambient humidity. The equipment shall not be used
and has to be removed from service.
Only for units with attached seal (2.6):
Check seal (2.6) for being undamaged to ensure the serviceability of the device.
2.1 Serviceability indicator
2.2 Container
2.3 Locking clamp
2.4 Handle
2.5 Container
2.6 Seal
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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10.10.1.2
Operation

Take the mask out of its container.

Tear at the indicated ends of the bag to open.

Pull out and don.

Pull lanyard to activate the starter candle manually. The starter oxygen
production is accompanied by a slightly hissing sound that stops after
some 50 seconds. This initial oxygen production will fill the breathing bag.
 Check the fit of the inner mask.
The mask has to cover the user's mouth and nose tightly.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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CAUTION: If the bag did not blow up, the starter could not be activated. The
equipment can, however, also be started with increased breathing resistance by
inhaling some deep breaths through the anti‐suffocation valve in the mask. The
breathing gas in that case will be taken from the hood, to fill the breathing bag
sufficiently, the breathing hose shall be closed during inhalation. If the volume of
the hood is empty lift the neck seal. Open breathing hose and exhale into the unit.
Repeat the procedure until the breathing bag is filled.
WARNING: Before you start the above procedure make sure that the unit has not
been used before.
10.10.1.3
Recommendations

Avoid physical effort. With a lower respiration frequency the OXYCREW
protection will last longer.

During operation the air will be warmed up. This is due to the chemical
reaction within the KO2 cartridge and it is quite normal.

A slightly salty or dusty taste may occur, which may derive from particles
from the cartridge and which will not impair the function of the OXYCREW.

If the user or somebody else leans upon the breathing bag during the use
of the equipment, the expiration will be harder and the user expires into
the hood. This situation has to be stopped immediately, as otherwise the
oxygen reserve will run out and the CO2 share will increase, especially
when the user inhales the air from the hood. This design feature is built in
to let the user feel that this situation should not last longer than a few
seconds.

The OXYCREW has to be handled with care. The contact with peaked
objects and obstacles has to be avoided.

The increased respiration resistance and temperature indicates the end of
the operating time. In this case the anti‐suffocation valve opens and the
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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user inhales the air from the hood.
CAUTION: if this situation occurs, go immediately to a safe place and take off the
equipment.
10.11 Smoke Goggles
Smoke goggles are in pair with oxygen mask and can be used separately or together
with the oxygen mask in addition to the quick donning mask in case of smoke
and/or gas development. Usually they are at the cockpit, and are intended for
pilots.
10.12 Flash Light
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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10.12.1
Description

The housing of the torch is made of impact resistant nonabrasive plastic
and requires no special care at all

The torch is battery powered with 2 dry batteries

The burning time: Approx. 5 Hours

Weight: 0.35 Kg with batteries
10.12.2
Pre‐flight Check
 Correct location

Secured

Press ON/Off switch to test.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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10.13 Life Jacket
The unconscious person should be turned over by the lifejacket. Lifejacket on the
chest causes the unconscious person to float on his/her back. Lifejacket under the
neck brings nose and mouth above water. Lifejacket placed on the side of the neck
cause the unconscious person to “hang” with his/her head in the life vest.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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10.13.1
Adult Life West
The life vests for passengers are yellow and for crew members having emergency
duties are red.
The life vests are made of rubberized nylon fabric and have:

Two separated buoyancy chambers

One or two straps – for strapping around the waist

Two separate inflation facilities – one for each chamber, with two CO2
cartridges

Two mouth tubes – one for each chamber, for inflation and deflation
 One rescue lamp – with battery which is automatically activated when in
contact with water. Approximately 8 hour’s duration of light for spotting
in darkness.
NOTE: Inflation of adult life vests is only permitted outside the aircraft.
A life vest may be used as a water reservoir. For this purpose cut off the mouth
valve, fill life vest as much as possible with drinking water, insert valve again after
cleaning valve from rubber.
10.13.2
Infant Life West
The life vest is intended for infants less than 2 years of age.
Every infant must have personal life vest. No seat is booked for infants; therefore,
no vest is immediately attainable.
The vest is of the same kind as the adult vest with some small differences:

Smaller size

One buoyancy chamber only

One inflator CO2

One mouth tube

One chinstrap – in addition
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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But the vest still features:

One lamp with battery
 Two straps for strapping round the waist
NOTE: the parents should inflate infant life vest inside the airplane after ditching
10.14 Megaphone
Megaphones are located in the passenger cabin and are battery powered. A
volume control knob under the microphone is to adjust the volume. Some
megaphones are fitted with the automatic emergency signal transmitter.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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10.14.1
Pre‐Flight Check

Squeeze the handle and make sure the green led indicator starts blinking.

Pull out the signal transmitter pin to check emergency signal transmission.
10.15 Emergency Locator Transmitters
10.15.1
10.15.1.1
Model 406 AP/AF
General
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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10.15.1.2
System Functional Description and Operation
TRANSMISSION
The transmitter can be activated either automatically when the crash occurs or
manually. The transmitter is designed to transmit on two frequencies (121.5 and
406 MHz). The 121.5 MHz is mainly used for homing in the final stages of the rescue
operations. The 406 MHz frequency is used by the COSPAS‐SARSAT satellites for
precise pinpointing and identification of the aircraft in distress.
Once activated, the transmitter operates continuously on 121.5 MHz. During
operations, a digital message is transmitted on 406.037 MHz every 50 seconds.
CONTROLS and CONNECTORS
The following controls are to be found on the ELT front panel (from left to right):

3‐position switch ARM/OFF/ON;

Visual indicator (red);

DIN 12 socket for connection to an optional Remote Control Panel, a
programming dongle, dongle IF GPS RS232 or a programming equipment;

BNC connector for the external or auxiliary antenna.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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WORKING MODE INFORMATION
The ELT has 4 different modes:

OFF

Self‐test (temporary mode)

Armed (standby mode to enable automatic activation by the shock sensor
or by an optional remote control panel)

ON (transmission)
Transmission is effective if the beacon is activated (either manually on the ELT
control panel, automatically by the shock sensor, or remotely by the "ON" switch
of an optional remote control panel when connected).
 OFF
The ELT is off when the switch is in position "OFF", no part of the ELT is energized.
This mode must only be selected when the ELT is removed from the aircraft or
when the aircraft is parked for a long period or for maintenance.
 Self‐Test
The self‐test mode is a temporary mode (max duration 15 sec) in which the ELT
checks the main characteristics of the transmitter (Battery voltage, Programming)
and enables digital communication with programming and test equipment. This
mode is selected:
1) When switching from "OFF" to "ARM";
2) When switching to "RESET / TEST" on an optional Remote Control
 Armed
In order to enable activation by the G‐Switch or with an optional Remote Control
Panel, the ELT must be in standby mode with the switch in the "ARM" position. This
mode is mandatory during flight. The ELT should remain in the "ARM" position
except when the aircraft is parked for a long period or for maintenance.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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 ON
This mode is selected:
1) Manually by switching the ELT to "ON"
2) By switching an optional Remote Control Panel switch to "ON" (provided
that the ELT switch is in the "ARM" position)
3) Automatically when a crash occurs (provided that the ELT switch is in the
"ARM" position). When this mode is selected, the ELT starts transmitting.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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‫‪Chapter 11 ‐ 1‬‬
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‫‪EMERGENCY EVACUATION PROCEDURES‬‬
‫‪OMB‬‬
‫‪11 EMERGENCY EVACUATION‬‬
‫‪PROCEDURES‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 11 ‐ 2‬‬
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‫‪Intentionally Left Blank‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
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Chapter 11 ‐ 3
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11. Emergency Evacuation Procedures
Table of Contents
11.1
Instructions for Emergency Evacuation
11 ‐ 7
11.2
Emergency Evacuation Procedures
11 ‐ 8
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
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‫‪Intentionally Left Blank‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 11 ‐ 5‬‬
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‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪AIR‐OPS‬‬
‫‪7‬‬
‫‪AMC3 ORO.MLR.100.B.11.1‬‬
‫‪8‬‬
‫‪AMC3 ORO.MLR.100.B.11.2‬‬
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‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Chapter 11 ‐ 6‬‬
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‫‪Intentionally Left Blank‬‬
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‫‪REV 00‬‬
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11.1
Instructions for Emergency Evacuation
The Commander shall order the Cabin Crew to have the passenger cabin prepared
for an emergency landing when any of the following abnormal or emergency
situations occur or is expected to occur:

Partial or gear up landings

Ditching

Landings on unprepared ground

Uncontrollable engine or fuselage fires

Uncontrollable electrical smoke or fire

Loss of all engines
An evacuation could be expected following these scenarios. Landing with a flat tire
could in rare cases lead to an evacuation if the tire rupture leads to other damages,
such as a fuel leak.
Normally it is not considered necessary to prepare the cabin for an emergency
landing during the following situations:

Single engine landings

Flaps UP landings (All or partial)
Even though an emergency situation is declared during single engine operation, it
is expected that, under normal circumstances, a safe landing will be made.
If an evacuation is planned and time permits, a thorough briefing and preparation
of the crew and passengers improve the chances of a successful evacuation.
Reseating of passengers may be considered. Able bodied passenger should be
briefed about the over wing exits. Flight deck preparations should include a review
of pertinent checklists and any other actions to be accomplished. Appropriate use
of autobrakes should be discussed.
Refer to QRH A320‐C2 for evacuation checklist.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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11.2
Emergency Evacuation Procedures
The goal of an evacuation is to evacuate all occupants safely within the available
time window. The evacuation is initiated after the decision to evacuate has been
taken. For unplanned evacuations, the Commander needs to analyze the situation
carefully before initiating an evacuation order. A certain decision time is needed.
Quick actions in a calm and methodical manner improve the chances of a successful
evacuation.
The evacuation time is the time it takes to evacuate all occupants. The evacuation
time is greatly affected by pre‐briefing of able bodies, exit availability, passenger
behavior and the actions of the crew during the evacuation. A thorough briefing of
able bodied passengers at the over wing exits will reduce the evacuation time since
well‐briefed passengers will respond faster when opening the over wing exits.
In any unprepared emergency the reaction of the cabin crewmembers will depend
largely on their situational awareness skills. The ability to identify an abnormal
situation and react accordingly. Time lost during the initial part of the evacuation
can never be recovered.
Once a decision to evacuate is made, the crew must decide which exits to use in
evacuating the aeroplane. In an ideal situation, all exits would be used to get
passengers off the aeroplane as quickly as possible; however, this ideal is very
rarely achieved because:

Exits are blocked by obstacles or by hazards such as fire or smoke

Doors or slides malfunction
 Weather conditions prevent the immediate use of a slide
In the event of fire or smoke flight crew should not limit the use of any exits or
make PA announcements indicating particular exits to use but leave this decision
to the cabin crew and able bodied passengers. Limiting the number of exits used
during an evacuation can have a dramatic effect on evacuation times, especially if
one of the other exits or slides fails.
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
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The availability of various exits may differ for each situation. Cabin crew must
monitor outside conditions and make the decision as to which exits are available
for the circumstances. All available exits should be used. Exit availability may
change during the evacuation.
In a study approximately one‐quarter of accidents had door or slide malfunctions.
Cabin Crew should therefore be prepared to help colleagues with jammed exits or
the need for manual inflation of slides. Redirect passengers to other exits as
needed.
Refer to following table for flight crew procedures during the evacuation:
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
Chapter 11 ‐ 10
FEB 2020
OM PART B
EMERGENCY EVACUATION PROCEDURES
COCKPIT CREW EVACUATION DUTIES ON GROUND
CM 1
CM 2
1.
ORDER EVACUATION
2.
TAKE FLASHLIGHT AND AXE
3.
ENTER CABIN AND ENSURE QUICK
EVACUATION(EVEN IF NO SIGN OF
FIRE)
4.
CHECK CABIN IS CLEARED AND
AEROPLANE IS EMPTY
5.
LEAVE
THE
AEROPLANE
(THROUGH THE REAR DOOR IF
POSSIBLE)
6.
ASSEMBLE AND
PASSENGERS
7.
PLAN FURTHER ACTIONS
COUNT
THE
1.
ASSIST CM1 IN ORDERING
EVACUATION IF CIRCUMSTANCES
REQUIRE
2.
TAKE FLASHLIGHT
EXTINGUISHER
3.
EVACUATE THROUGH SUITABLE
FORWARD EXIT (CREW SLIDE
WINDOW OR MAIN DOOR)
4.
TAKE COMMAND OUTSIDE THE
AEROPLANE
5.
ASSIST PASSENGERS EVACUATING
AEROPLANE
6.
DIRECT PASSENGERS AWAY FROM
DANGEROUS AREA ORDER BODY
ABLE PASSENGERS TO ASSIST IN
EVACUATION AND TO ASSIST TO
TAKE PASSENGERS AWAY
7.
WHEN EVACUATION COMPLETED
ASSIST CM1 IN HIS DUTIES
AND
FIRE
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
Chapter 11 ‐ 11
FEB 2020
OM PART B
EMERGENCY EVACUATION PROCEDURES
COCKPIT CREW EVACUATION DUTIES AFTER DITCHING
CM 1
1.
ORDER EVACUATION
2.
GUARD MAIN DOOR AND DIRECT
PASSENGERS TO OVER WING EXITS
3.
CM 2
1.
ASSIST CM1 IN ORDERING
EVACUATION IF CIRCUMSTANCES
REQUIRE
CHECK CABIN IS CLEARED
2.
4.
EVACUATE THROUGH LEFT OVER
WING EXIT
GUARD MAIN DOOR AND DIRECT
PASSENGERS TO OVER WING EXITS
3.
5.
ASSIST PASSENGERS ON THE LEFT
SIDE
EVACUATE THROUGH RIGHT OVER
WING EXIT
4.
ASSIST PASSENGERS
RIGHT SIDE
ON
THE
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪Chapter 11 ‐ 12‬‬
‫‪FEB 2020‬‬
‫‪OM PART B‬‬
‫‪EMERGENCY EVACUATION PROCEDURES‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪OMB‬‬
‫‪12 AEROPLANE SYSTEMS‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪12. AEROPLANE SYSTEMS‬‬
‫‪Table of Contents‬‬
‫‪12 ‐ 7‬‬
‫‪Description of Aeroplane Systems‬‬
‫‪12.1‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Table of References to AIR‐OPS‬‬
‫‪REFERENCE TO CHAPTER‬‬
‫‪AIR‐OPS‬‬
‫‪7‬‬
‫‪AMC3 ORO.MLR.100.B.12‬‬
‫‪7‬‬
‫‪CAT.IDE.A.100‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
‫‪Intentionally Left Blank‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬
12.1
Description of Aeroplane Systems
A320 systems are described in the Flight Crew Operations Manual. Refer to the
FCOM A320 following chapters for the system description:

DSC‐20 Aircraft General

DSC‐21 Air Conditioning / Pressurization / Ventilation

DSC‐22_10 Auto Flight ‐ General

DSC‐22_20 Auto Flight ‐ Flight Management

DSC‐22_30 Auto Flight ‐ Flight Guidance

DSC‐22_40 Auto Flight ‐ Flight Augmentation

DSC‐22_45 Auto Flight ‐ AOC Functions

DSC‐22_46 Auto Flight ‐ Print Interface

DSC‐23 Communications

DSC‐24 Electrical

DSC‐25 Equipment

DSC‐26 Fire Protection

DSC‐27 Flight Controls

DSC‐28 Fuel

DSC‐29 Hydraulic

DSC‐30 Ice and Rain Protection

DSC‐31 Indicating / Recording Systems

DSC‐32 Landing Gear

DSC‐33 Lights

DSC‐34 NAV Navigation

DSC‐34 SURV Navigation

DSC‐35 Oxygen

DSC‐36 Pneumatic

DSC‐38 Water / Waste

DSC‐45 Maintenance System

DSC‐46 Information Systems

DSC‐49 APU
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
ISSUE (01)
REV 00
‫‪DSC‐52 Doors‬‬
‫‪‬‬
‫‪DSC‐56 Cockpit Windows‬‬
‫‪‬‬
‫‪DSC‐70 Engines‬‬
‫‪‬‬
‫ــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــــ‬
‫‪REV 00‬‬
‫)‪ISSUE (01‬‬