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DOCUMENT FOD/SOP A-320 EDITION III

REVISION 00 ISSUE DATE 13 – JULY – 2020

A-320

STANDARD OPERATING PROCEDURES

STANDARDS INSPECTION DIVISION FLIGHT OPERATIONS DEPARTMENT

Document # FOD/SOP-ATR 42/72

Controlled Document – Do not copy without prior permission of Director Flight Operations

Standard Operating Procedure Document # FOD/SOP A-320

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APPROVAL Edition III

Revision 00 13th July, 2020



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TABLE OF CONTENTS Edition III


NORMAL OPERATIONS

00 INTRODUCTION

01 GENERAL

02 PRE-FLIGHT DUTIES

03 EXTERIOR SAFETY INSPECTION

04 COCKPIT PREPARATION

05 BEFORE PUSH BACK & START

06 ENGINE START

07 AFTER START

08 TAXI

09 TAKE OFF

10 AREA DEPARTURE & CLIMB

11 CRUISE

12 DESCENT PREPARATION

13 DESCENT

14 HOLDING SPEED & CONFIGURATION

15 APPROACH

16 ILS APPROACH

17 NON PRECISION APPROACH

18 CIRCLING APPROACH

19 VISUAL APPROACH



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TABLE OF CONTENTS Edition III


20 GO AROUND

21 LANDING

22 AFTER LANDING

23 PARKING

24 SECURING THE AIRCRAFT

25 STANDARD CALLOUTS

26 ALL WEATHER OPERATIONS FOR A-320



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INTRODUCTION Edition III


INTRODUCTION PAGE

0 SCOPE 7

0.1 DISTRIBUTION LIST 7

0.2 HOW TO FILE REVISIONS 8

0.3 RECORD OF REVISION 9

0.4 LIST OF EFFECTIVE PAGES 10

0.5 ABBREVIATION 11



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0. SCOPE

PIA Standard Operating Procedures (SOP) for A-320 pertains to specific procedures related to A-320 aeroplane only. This manual establishes sequence, designate individual and collective crew duties and furnish brief explanations in simple form for understanding. It is an elaboration and an extension of the A-320 recommended normal & non-normal procedures which for all intent and purposes refer to A-320’s latest AFM, FCOM and FCTM. This document is created and designed to be best viewed on a PDF (Portable Document Format) electronic document viewer. Any question about the content or suggestions can be directed to:

Chief Pilot Standards Inspection, Flight Operations Department,

PIA Head Office, Karachi Airport.

E-Mail: [email protected]

0.1 DISTRIBUTION LIST

Master Copy of A-320 Standards Operating Procedures (SOP) is retained and controlled by the Office of Chief Pilot Standards Inspection. Distribution list of A-320 SOP is as under:

1. Chief of Flight Operations / DFO. 2. All Chief Pilots. 3. All Flight Crew (A-320) on iPad Crew Application.

The distribution list will be maintained and updated by Chief Pilot Technical Operations according to operational needs and requirements.

mailto:[email protected]



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0.2 HOW TO FILE REVISIONS

This manual is a controlled document and is audited to ensure that it is properly maintained. HARD COPIES When a revision is issued for this manual, following instructions shall be followed as a guideline for the manual update process:

STEP 1:

Upon receipt of a revision packet, ensure that the revision received is the continuation of the last revision record.

STEP 2: Before updating this manual with the new revision, make sure the manual has the previous revisions inserted.

a) Revision records for this manual are shown on the following page. b) Compare the last revision signed off in the manual to the new revision. c) The new revision will be the next number in sequence. d) Insert the new revision and remove the old pages.

STEP 3:

When new revision is inserted, turn to the Revision Records page. Insert date and sign on the appropriate revision line.

ELECTRONIC COPIES

Electronic copies shall be uploaded on the iPad PIA Crew Application. Refer to EFB SOP for the updating procedure of electronic copies.



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0.3 RECORD OF REVISIONS

As revisions are received and entered into this manual, complete the revision record boxes. To maintain an accurate history of revisions, keep revision records sheet in this manual. If a new revision records page is received, place the new page on top of the previous page.

Note: The last column is not filled in electronic copies of this document.

Revision Number

Revision Date Date Filed Filed By

Name, Sign & P-No.

1

2

3

4

5

6

7

8

9

10

11

12



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0.4 LIST OF EFFECTIVE PAGES

CHAP DESCRIPTION EFFECTIVE PAGES

REVISION NUMBER

REVISION DATE






0.5 ABBREVIATIONS

Abbreviation Term A>B A is greater than B A≥B A is greater than or equal to B A<B A is less than B A≤B A is less than or equal to B A/BRK Auto brake A/C Aircraft A/P Autopilot AP Autopilot A/S Airspeed A/SKID Anti-skid A/THR Auto Thrust AA Airworthiness Authorities AB Abort ABCU Alternate Braking Control Unit ABN Abnormal ABV Above AC Alternating Current ACARS ARINC Communication Addressing and Reporting System ACAS Airborne Collision Avoidance System ACCEL Acceleration ACC Active Clearance Control ACCU Accumulator ACP Audio Control Panel ACSC Air Conditioning System Controller ACT Additional Center Tank ADF Automatic Direction Finder ADIRS Air Data Inertial Reference System ADIRU Air Data Inertial Reference Unit






ADM Air Data Module ADR Air Data Reference ADS-B Automatic Dependent Surveillance-Broadcast ADV Advisory AEVC Avionic Equipment Ventilation Controller AFM Airplane Flight Manual AFS Auto Flight System AGL Above Ground Level AIDS Aircraft Integrated Data System AIL Aileron AIME Autonomous Integrity Monitoring Extrapolation AIU Audio Interface Unit ALT Altitude ALTN Alternate AMI Airline Modifiable Information AMU Audio Management Unit ANT Antenna AOA Angle of Attack AOC Airline Operational Control APP Approach APPR Approach APPU Asymmetry Position Pick-off Unit APU Auxiliary Power Unit AR Authorization Required ARINC Aeronautical Radio Incorporated ARN Aircraft Registration Number ARP Aerospace Recommended Practice ARPT Airport ASAP As Soon As Possible ASI Air Speed Indicator ASP Audio Selector Panel






ATC Air Traffic Control ATM Air Traffic Management ATN Aeronautical Telecommunications Network ATE Automatic Test Equipment ATIS Automatic Terminal Information Service ATS Air Traffic Service ATSA W Airborne Traffic Situational Awareness ATSU Air Traffic Service Unit ATT Attitude AUTO Automatic AVNCS Avionics AWY Airway B/C Back Course BARO Barometric BAT Battery BCL Battery Charge Limiter BCDS Bite Centralized Data System BCU Backup Control Unit BDDV Brake Dual Distribution Valve BITE Built-In Test Equipment BIU BITE Interface Unit BFE Buyer Furnished Equipment BFO Beat Frequency Oscillator BMC Bleed Monitoring Computer BNR Binary BRG Bearing BRK Brake BRT Bright BSCU Braking Steering Control Unit BTC Bus Tie Contactor BTL Bottle






BUS Busbar C/B Circuit Breaker CB Circuit Breaker C/L Checklist CL Checklist CAB Cabin CAPT Captain, Capture CAS Calibrated Airspeed CAT Category CBMS Circuit Breaker Monitoring System CCD Cursor Control Device CDL Configuration Deviation List CDLS Cockpit Door Locking System CDSS Cockpit Door Surveillance System CDU Control Display Unit CF Cost of Fuel CFDIU Centralized Fault Display Interface Unit CFDS Centralized Fault Display System CG Center of Gravity CHAN Channel CHG Change CHK Check CI Cost Index CIDS Cabin Intercommunication Data System CKPT Cockpit CLB Climb CLR Clear CLSD Closed CM1(2) Crewmember 1 (left seat) or 2 (right seat) CM1 Crewmember 1 (left seat) CM2 Crewmember 2 (right seat)






CMPTR Computer CMS Constant Mach Segment CMS Centralized Maintenance System CNSU Cabin Network Server Unit CO Company CO RTE Company Route COND Conditioning CONF Configuration CONT Continuous CPC Cabin Pressure Controller CPCU Cabin Pressure Controller Unit CPDLC Controller-Pilot Data Link Communication CRC Continuous Repetitive Chime CRG Cargo CRS Course CRT Cathode Ray Tube CRZ Cruise CSAS Conditioned Service Air System CSCU Cargo Smoke Control Unit CSD Constant Speed Drive CSM/G Constant Speed Motor/Generator CSTR Constraint CT Cost of Time CTL Control CTL PNL Control Panel CTR Center CVR Cockpit Voice Recorder DA Drift Angle DAC Digital to Analog Converter DAR Digital AIDS Recorder DC Direct Current






DCDU Datalink Control and Display Unit DCL Digital Cabin Logbook DDRMI Digital Distance and Radio Magnetic Indicator DECEL Deceleration DES Descent DEST Destination DET Detection, Detector DFA Delayed Flap Approach DFDR Digital Flight Data Recorder DH Decision Height DIR Direction DIR TO Direct To DISC Disconnect DISCH Discharge DIST Distance DITS Digital Information Transfer System DIV Diverter DMC Display Management Computer DME Distance Measuring Equipment DMU Data Management Unit (Aids) DN Down DSDL Dedicated Serial Data Link DTG Distance To Go DTO Derated Takeoff DU Display Unit / Documentary Unit EWD Engine/Warning Display ECAM Electronic Centralized Aircraft Monitoring ECAS Emergency Cockpit Alerting System ECB Electronic Control Box (APU) ECM Engine Condition Monitoring ECON Economic






ECP ECAM Control Panel ECS Environmental Control System ECU Engine Control Unit EDP Engine-Driven Pump EEC Electronic Engine Computer EFB Electronic Flight Bag EFCS Electronic Flight Control System EFIS Electronic Flight Instruments System EFOB Estimated Fuel On Board EGPWS Enhanced Ground Proximity Warning System EGT Exhaust Gas Temperature EIS Electronic Instruments System EIU Engine Interface Unit ELAC Elevator Aileron Computer ELEC Electrics ELT Emergency Locator Transmitter ELEV Elevator ELV Elevation EMER Emergency EMER GEN Emergency Generator ENG Engine EO Engine-Out EOSID Engine-Out Standard Instrument Departure EPE Estimated Position Error (equal to EPU) EPR Engine Pressure Ratio EPU Emergency Power Unit EPU Estimated Position Uncertainty (equal to EPE) EROPS Extended Range Operation ESS Essential EST Estimated ETA Estimated Time of Arrival






ETE Estimated Time Enroute ETOPS Extended Twin Operations ETP Equal Time Point EVMU Engine Vibration Monitoring Unit E/WD Engine/Warning Display EXP Expedite EXT PWR External Power EXTN Extension F Fuel FAA Federal Aviation Administration FAP Forward Attendant Panel F/C Flight Crew F/O First Officer FO First Officer FAC Flight Augmentation Computer FADEC Full Authority Digital Engine Control System FAF Final Approach Fix FAP Forward Attendant Panel FAR Federal Aviation Regulations FAV Fan Air Valve FCDC Flight Control Data Concentrator FCMS Fuel Control and Monitoring System FCOM Flight Crew Operating Manual FCU Flight Control Unit FD Flight Director FDIMU Flight Data Interface and Management Unit FDIU Flight Data Interface Unit FDU Fire Detection Unit FEP Final End Point FF Fuel Flow FG Flight Guidance






FGC Flight Guidance Computer F-G/S FLS Glide Slope FIDS Fault Isolation and Detection System FL Flight Level FLHV Fuel Lower Heating Value F-LOC FLS Localizer FLP Flap FLS FMS Landing System FLT Flight F/CTL Flight Control FLT CTL Flight Control FLXTO Flexible Takeoff FM Flight Management FMA Flight Mode Annunciator FMGC Flight Management and Guidance Computer FMGS Flight Management and Guidance System FMS Flight Management System FNL Final FOB Fuel On Board FOM Figure Of Merit FPA Flight Path Angle F-PLN Flight Plan FPD Flight Path Director FPPU Feedback Position Pick-off Unit FPV Flight Path Vector FQI Fuel Quantity Indication FQU Fuel Quantity Unit FREQ Frequency FRT Front FRV Fuel Return Valve FU Fuel Used






FWC Flight Warning Computer FWD Forward FWS Flight Warning System G/S Glideslope GA Go-Around GAPC U Ground and Auxiliary Power Control Unit GBAS Ground Based Augmentation System GCU Generator Control Unit GDU Group of Documentary Unit GEN Generator GES Ground Earth Station GLC Generator Line Contactor GLS GBAS Landing System GLS GNSS Landing System GMT Greenwich Mean Time GND Ground GND TEMP Ground Temperature GPCU Ground Power Control Unit GPIRS Global Positioning and Inertial Reference System GPS Global Positioning System GPWS Ground Proximity Warning System GRND Ground GRP Geographic Reference Point GRVTY Gravity GS Ground Speed GW Gross Weight HC Harness Connector HCU Hydraulic Control Unit HDG Heading HDG/S Heading Selected HDL Handle






HF High Frequency HI High HLD Hold HM Holding Pattern with a Manual Termination HMU Hydrau-Mechanical Unit HMS Heat Management System HP High Pressure HPA Hectopascal HPV High Pressure Valve HUD Head Up Display HYD Hydraulic I/O Inputs/Outputs I/P Input or Intercept Profile IAF Initial Approach Fix IAS Indicated Airspeed IATA International Air Transport Association ICAO International Air Transport Organization IDENT Identification IDG Integrated Drive Generator IFE In Flight Entertainment IFR Instrument Flight Rules IGGS Inert Gas Generation System IGN Ignition ILS Instrument Landing System IM Inner Marker IMM Immediate INB Inbound INBO Inboard INCREM Increment INIT Initialization INOP Inoperative






INR Inner INST Instrument INTCP Intercept INV Inverter IP Intermediate Pressure IPC Intermediate Pressure Check valve IPPU Instrumentation Position Pick-off Unit IR Inertial Reference IRS Inertial Reference System ISA International Standard Atmosphere ISDU Initial System Display Unit ISIS Integrated Standby Instrument System ISOL Isolation ISPSS In Seat Power L/G Landing Gear LAF Load Alleviation Function LAT Latitude LAT REV Lateral Revision LAV Lavatory LCD Liquid Crystal Display LCN Load Classification Number LDA Landing Distance Available Localizer Directional Aid LDG Landing LDS Laptop Docking Station LED Light Emiting Diode LEDU List of Effective Documentary Units LEOEB List of Effective Operations Engineering Bulletins LESS List of Effective Section/Subsections LF Low Frequency LGCIU Landing Gear Control Interface Unit LGPIU Landing Gear Position Indicator Unit






LH Left-Hand LIM Limitation LIS Localizer Inertial Smoothing LK Lock LL Latitude/Longitude LLS Left-Line Select key LO Low LOC Localizer LONG Longitude LP Low Pressure LRRA Low Range Radio Altimeter LRU Line Replaceable Unit LS Loudspeaker LSK Line Select Key LT Light LTS Load and Trim Sheet LVL Level LVL/CH Level Change LVR Lever LW Landing Weight MABH Minimum Approach Break-off Height MAC Mean Aerodynamic Chord MAG Magnetic MAGDEC Magnetic Declination MAGVAR Magnetic Variation MAINT Maintenance MAN Manual MAP Missed Approach Point MAX Maximum MAXCLB Maximum Climb MAXDES Maximum Descent






MAXEND Maximum Endurance MC Master Caution MCDU Multipurpose Control and Display Unit MCT Maximum Continuous Thrust MCU Modular Concept Unit MDA Minimum Descent Altitude MDDU Multifunction Disk Drive Unit MDH Minimum Descent Height MECH Mechanic MEA Minimum En Route Altitude MED Medium MEL Minimum Equipment List MFA Memorized Fault Annunciator MIN Minimum MKR Marker MLA Maneuver Load Alleviation MLS Microwave Landing System MLW Maximum Landing Weight MM Middle Marker MMEL Master Minimum Equipment List MMO Maximum Operating Mach MMR Multi Mode Receiver MN Mach number MORA Minimum Off Route Altitude MRIU Maintenance and Recording Interface Unit MSA Minimum Safe Altitude MSG Message MSL Mean Sea Level MSU Mode Selector Unit MTBF Mean Time Between Failure MTOW Maximum Takeoff Weight






MZFW Maximum Zero Fuel Weight N/A Not Applicable NA Not Applicable N1 Low Pressure Rotor Speed (in %) N2 High Pressure Rotor Speed (in %) NACA National Advisory Committee for Aeronautics NAI Engine Nacelle Anti-Ice NAV Navigation NAVAID Navigation Aid NCD Non Computed Data ND Navigation Display NDB Non Directional Beacon NLG Nose Landing Gear NORM Normal NW Nosewheel NWS Nosewheel Steering O/P Output OANS On-board Airport Navigation System OAT Outside Air Temperature OBRM On Board Replaceable Module OEB Operations Engineering Bulletin OFF/R Off Reset OFST Offset OIS Onboard Information System OIT Onboard Information Terminal OM Outer Marker OP Open OPP Opposite OPS Operations OPT Optimum OUTB Outbound






OUTR Outer OVBD Overboard OVHD Overhead OVHT Overheat OVRD Override OVSPD Overspeed OXY Oxygen P/N Part Number PN Part Number PA Passenger Address P-ALT Profile Altitude PAX passenger PBE Protective Breathing Equipment P-CLB Profile Climb PCU Power Control Unit P-DES Profile Descent PDB Performance Data Base PDU Pilot Display Unit PERF Performance PES Passenger Entertainment System PF Pilot Flying PFC Porous Friction Course PFD Primary Flight Display PHC Probes Heat Computer P-MACH Profile Mach PM Pilot Monitoring PNL Panel POB Pressure Off Brake POS Position PPOS Present Position PPU Position Pick-off Unit






PR Pressure PRED Prediction PRESS Pressure, Pressurization PROC Procedure PROCT Procedure Turn PROF Profile PROG Progress PROTEC Protection P-SPEED Profile Speed PSL Product Structure Level PSU Passenger Service Unit PT Point PTR Printer PTT Push To Talk PTU Power Transfer Unit (Hydraulic) PVI Paravisual Indicator PWR Power PWS Predictive Windshear System QAR Quick Access Recorder QFE Field Elevation Atmosphere Pressure QFU Runway Heading QNE Sea Level Standard Atmosphere Pressure (1013 hPa) QNH Sea Level Atmosphere Pressure QRH Quick Reference Handbook QT Quart (US) QTY Quantity R/I Radio/Inertial RA Radio Altimeter / Resolution Advisory RACC Rotor Active Clearance Control RAD Radio RAIM Receiver Autonomous Integrity Monitoring






RAT Ram Air Turbine RATC Remote ATC Box RCDR Recorder RCL Recall RCVR Receiver REAC Reactive REC Recommended RED Reduction REG Regulation REL Release REV Reverse RH Right-Hand RLSK Right Line Select Key RMI Radio Magnetic Indicator RMP Radio Management Panel RNAV Area Navigation RNG Range RNP Required Navigation Peformance ROP Runway Overrun Protection ROPS Runway Overrun Prevention System ROW Runway Overrun Warning RPCU Residual Pressure Control Unit RPM Revolution Per Minute RPTG Repeating RQRD Required RSV Reserves RTE Route RTL Rudder Travel Limit RTO Rejected Takeoff RTOW Regulatory Takeoff Weight RUD Rudder






RVSM Reduced Vertical Separation Minimum RWY Runway S South S/C Step Climb S/D Step Descent / Shut Down S/F Slats/Flaps S/N Serial Number SN Serial Number SAAAR Special Aircrew and Aircraft Authorization Required SAT Static Air Temperature SAT COM Satellite Communication SC Single Chime SCP Software Control Panel SD System Display SDAC System Data Acquisition Concentrator SDCU Smoke Detection Control Unit SDF Simplified Directional Facility SEC Spoiler Elevator Computer SEL Selector SFCC Slat/Flap Control Computer SFE Seller-Furnished Equipment SID Standard Instrument Departure SIM Simulation SLT Slat SPD Speed SPD LIM Speed Limit SPLR Spoiler SRS Speed Reference System STAR Standard Terminal Arrival Route STAT Static STAT INV Static Inverter






STBY Standby STD Standard STEER Steering STRG Steering STS Status SWTG Switching SYNC Synchronize SYS System T.O Takeoff T/O Takeoff TO Takeoff T/C Top of Climb T/D Top of Descent TA Traffic Advisory TAC Taxiing Aid Camera TACAN Tactical Air Navigation TACT Tactical TAS True Air Speed TAT Total Air Temperature TAU Time to intercept TAWS Terrain Awareness and Warning System TBC To Be Confirmed TBD To Be Determined TCAS Traffic Alert and Collision Avoidance System TDU Temporary Documentary Unit TEMP Temperature TFTS Terrestrial Flight Telephon System TGT Target THR Thrust THS Trimmable Horizontal Stabilizer TK Tank / Track Angle






TKE Track Angle Error TLA Throttle Lever Angle TLU Travel Limitation Unit TMR Timer TOG A Takeoff - Go-Around TOG W Takeoff Gross Weight TOW Takeoff Weight T-P Turn Point TPIS Tire Pressure Indicating System TR Transformer Rectifier T-R Transmitter-Receiver TRANS Transition TRK Track TROPO Tropopause TRU Transformer Rectifier Unit TRV Travel TSM Trouble Shooting Manual TTG Time to Go TVMC Minimum Control Speed Temperature TWY Taxiway UFD Unit Fault Data ULB Underwater Locator Beacon UNLK Unlock UP Up, Upper UTC universal Coordinated Time V/S Vertical Speed V1 Decision Speed V2 Takeoff Safety Speed VAPP Approach Speed VBV Variable Bypass Valve VC Calibrated airspeed






VDEV Vertical Deviation VEL Velocity VERT Vertical VERTREV Vertical Revisor VFE Maximum Speed for each Flap configuration VFEN VFE Next VFTO Final Takeoff Speed VHF Very High Frequency VHV Very High Voltage VIB Vibration VIP Vertical Intersection Point VLE Maximum Landing Gear Extended Speed VLS Lowest Selectable Speed VLV Valve VM Maneuvering Speed VMAX Maximum Allowable Speed VMC Visual Meteorological Conditions VMCA Minimum Control Speed in the Air VMCG Minimum Control Speed on Ground VMCL Minimum Control Speed at Landing VMIN Minimum Operating Speed VMO Maximum Operating Speed VMU Minimum Unstick Speed VOR VHF Omnidirectional Range VOR-D VOR-DME VR Rotation Speed VREF Landing Reference Speed VSI Vertical Speed Indicator VSV Variable Stator Vane VU Visual Unit WAI Wing Anti-Ice






WARN Warning WBC Weight and Balance Computer WBS Weight and Balance System WGD Windshield Guidance Display WHC Window Heat Computer WNDW Window WPT Waypoint WSHLD Windshield WGT Weight WTB Wing Tip Brake WXR Weather Radar XBLD Crossbleed XCVR Transceiver XFR Transfer XMTR Transmitter XPDR Transponder XTK Crosstrack Error ZFCG Zero Fuel Center of Gravity ZFW Zero Fuel Weight ZFWCG Zero Fuel Weight Center of Gravity field



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GENERAL Edition III


1. GENERAL: The PIA Standard Operating Procedures (SOP) for A320 pertains to specific procedures related to A320 aero plane only. They establish sequence, designate individual crew duties, and where necessary, furnish brief explanations.

1.1 ADHERENCE:

The procedure in SOP are supplement to the procedures given in the OM and FCOM and shall be strictly adhered to. Captain has the authority to override these procedures when required under unusual circumstances, however, he will announce his intentions when doing so.

Revisions in FCOM resulting in modification of existing procedures shall deem to be a part of the SOP (FCOM procedures, if modified shall supersede the SOP till it is amended).

To maintain company policy/consistency throughout the entire PIA fleet, some items/procedures will remain constant regardless of the FCOM revision, this will help the pilots, especially when transitioning from one equipment type to another equipment. Such items/procedures will be marked by * (asterisk), in the SOP.

However, not withstanding anything above, circulars or bulletins may be issued as per requirement, which will have precedence.

1.1.1 CREW DEFINITION:

¾ Pilot Flying (PF) and Pilot Monitoring (PM) are terms describing an individual‘s role on a specific flight.

¾ CM 1: The crewmember occupying left seat, normally Captain of the flight.

¾ CM 2: The crewmember occupying right seat, normally the nominated First Officer of the flight.

The Captain will decide the PF and PM duties for the sector. At Captain‘s discretion, the duties and tasks of PF and PM may be exchanged between pilots during the course of the flight.

PF during the flight shall be responsible for: Normal flight procedures (i.e. manipulation of flight controls and Thrust Levers etc.), ¾ Flight path,



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GENERAL Edition III


¾ Navigation. PM will be responsible for:

¾ Monitoring PF, ¾ Normal flight procedures, ¾ Checklist reading and actions, ¾ Communication, ¾ Tasks requested by PF, ¾ Using the engine master switches, cockpit C/Bs, IR and guarded

switches, with PF's confirmation (except on ground). 1.1.2 CONTROL HANDOVER:

These procedures have been compiled for clarity as CM1 being PF. However, when CM2 is the PF at CM1s discretion, then the CM1 shall perform the duties of PM.

In case of an emergency, CM1 may take over the controls by announcing, “MY CONTROL”. CM2 will hand over the controls and announce, “YOUR CONTROL”.

CM1 may, at his discretion, give the Taxi to CM2. (If approved, this will be implemented after the FOs are trained for taxi as per company instructions).

1.4 SEATBELT AND SHOULDER HARNESS:

Seat belts will be fastened during all phases of flight. Shoulder harnesses will be worn for all operations below 10000 ft AAL and while flying during moderate to severe turbulence, as defined in OM-A, chapter 15-Use of Equipment. Seatbelt sign is handled by PM. When turbulence is anticipated or encountered, the SEAT BELT SIGN should be selected ON by the PM when requested by the Captain.

In case of moderate to severe turbulence following speed schedule shall be adhered to:

250 Kts up to FL 200, 275/.76 above FL 200.

1.5 STERILE COCKPIT:

From the beginning of Engine start until passing 10,000ft AAL and during descent from 10,000ft AAL till engine shutdown, crew shall not involve themselves in any task other than required for the specific



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GENERAL Edition III


phase of flight. The concept of a sterile cockpit as given in OM- A chapter 8, shall be strictly adhered to.

1.6 COCKPIT TIDINESS:

Objects not stowed in the dedicated area in the cockpit may fall and cause hazards such as damage to the equipment or accidentally operate controls or pushbuttons. It is highly recommended that the flight crew places and stows all objects in their dedicated area in the cockpit.

¾ Cups in the cup holders. ¾ Books and papers, if any, in the lateral stowage. ¾ Trash in the waste bin in the lateral console ¾ Meal trays on the floor behind the flight crew. The flight attendant

shall collect the meal trays as soon as possible. ¾ Personal equipment properly secured in the various stowage

areas. 1.7 COCKPIT DISCIPLINE:

From the start of pre-flight till the completion of shutdown checklist, crew will not involve themselves in other activities not related to the flight, nor will they leave the cockpit unless their absence is necessary for performance of their duties or due to their physiological needs.

COCKPIT DOOR will be locked at all times during the flight.

1.8 ITEMS TO CARRY:

Crew members will carry the following: ¾ iPad ( Updated and charged). ¾ Flash Light. ¾ Valid License. ¾ Valid medical. ¾ High visibility ramp jacket. ¾ Health certificate (if required). ¾ Valid passport with valid VISA as per requirement. ¾ Crew member certificate (if issued). ¾ Certificate of Competency & Low Visibility Operations. ¾ Flight Crew certificate of training with valid endorsements of CRM,

SEP, DGR, Evacuation/Fire Drill, Wet Drill.



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GENERAL Edition III


1.9 COMMUNICATION & RADIO SETTINGS:

VHF 1 will be used for communication with ATC.

VHF 2 will be used to monitor the Emergency/Guard freq 121.5. It may be temporarily used for Company/ Ground Handling agent/ Weather/ ATIS or any specific frequency required in special airspace. However, as soon as any of these temporary usage is no longer needed, VHF 2 must be tuned to monitor the Emergency/ Guard Frequency immediately.

VHF 3 will be used for DATA and for recording P.A announcements. It may be used for voice communication, if either VHF-1 or VHF-2 radio is not serviceable or when utilisation of all three VHF radios is absolutely essential.

NOTE: It is recommended that the pilot should normally use his onside RMP to tune any one of the VHF or HF radios.

1.10 USE OF HEADSETS:

Headsets along with Boom Mic shall be used to monitor all conversation with ground agencies and ATC until top of climb and also when operating in high-density traffic areas. Loud speakers with hand held mic may be used during cruise until reaching top of descent. Thereafter headsets with boom mic shall be used till engines shut down.

Whenever headset with boom mic is used, the loudspeaker should be selected to OFF and the INT/RAD selector on the ACP should be selected to INT, whereas while using the loudspeaker the volume may be selected as per requirement and the INT/RAD selector on the ACP should be set to Neutral.

HF monitoring will be carried out on headsets only.

1.11 TASK SHARING:

FMGS entries are performed by PM when flying below 10,000 ft AAL. PM performs the entries upon PF requests. PM will confirm before inserting any data in the FMGS.



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When flying with Auto Pilot ON, PF will make all changes on FCU. During Manual Flight PM makes all changes on the FCU when commanded by PF, (except AP / A/THR that may be selected on by the PF). Upon FCU selections PF should check and announce FMA. PM must cross check and announce “CHECKED”. Whatever the status of the AP, the PF and the PM must perform their onside EFIS CP selections.

Communication is vital for any flight crew. Each time a flight crew member adjusts or makes ANY change on the flight deck, the other flight crew member must be notified, and a confirmation and /or acknowledgement must be obtained.

Such adjustments and/or changes include but are not limited to:

¾ FMGS alterations/any direct route. ¾ Changes in speed or Mach or any other changes on the FCU. ¾ Tuning navigation aids. ¾ Flight path modifications. ¾ System selections (e.g. anti-ice system, packs temp adjustment

etc). ¾ For supplementary procedures the task sharing should be:

If the procedure is related to engine start, it is recommended to read the entire procedure first, including L1/L2, Note, CAUTION, WARNING, and then:

CM2 reads the actions only. CM1 acts on commands. For all other supplementary procedures:

¾ The procedures should be applied in accordance with the READ & DO principle, i.e. the PM reads the procedure and the PF or the PM acts on the controls, depending on the context.

1.12 NORMAL CHECKLIST:

The Normal Checklist includes nine flight phases. The Before Start, Before Takeoff, and After Takeoff checklists are divided into two sections, Down to the Line and Below the Line sections. This format is designed to help the flight crew to manage the workload.



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GENERAL Edition III


The PF requests the Normal Checklist, and PM reads it. The checklist actions are referred to as Challenge / Response type actions. The PF responds to the challenge only after checking the current status of the aircraft. If the configuration does not correspond to the checklist response, the PF must take corrective actions before responding to the challenge. If corrective action is not possible, then PF must modify the response to reflect the real situation (with the specific answer). When necessary the other flight crew member must cross check the validity of the response. The PM waits for the response before proceeding with the checklist. For the checklist items that are identified as AS RQRD, the response should corresponds to the real condition or configuration of the system.

The AFTER LANDING checklist is done silently and “AFTER LANDING CHECKLIST COMPLETE”, announced after its completion. AIRCRAFT SECURING checklists is READ and DO. “SECURING THE AIRCRAFT CHECKLIST COMPLETE” announced after its completion.

1.13 WX RADAR AND TERRAIN MODE SELECTION:

Before Takeoff, the PF will select the WX Radar display on the ND, and the PM will select Terrain Mode on the ND.

¾ During climb, passing 10000’AAL or the highest MSA (whichever

is later), the PM will select WX Radar on the ND. ¾ During descent, while passing 10000’AAL or the highest MSA

(whichever is earlier) the PM will select Terrain Mode on the ND. 1.14 HYDRAULIC PRESSURISATION:

Whenever there is a need to pressurise any hydraulic system on ground, clearance from ground crew should be obtained prior to switching ON yellow / blue electric pump.

1.15 STANDARD CALLOUTS:

Standard phraseology is essential to ensure effective crew communication. The phraseology should be concise and exact.

Standard callouts are also designed to promote situational awareness, and to ensure crew understanding of systems status and their use in line operation. Crew must follow Standard Callouts as per Chapter 25 of this SOP.



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GENERAL Edition III


*1.16 TCAS TRAFFIC SELECTOR:

The TCAS Traffic Selector will be selected as follows: � During cockpit preparation it will be selected to ABV. � At TOC it will be selected to ALL. � At TOD it will be selected to BLW.

*1.17 OPERATIONS ON NARROW RUNWAY:

For detailed procedure refer to FCOM PRO-SPO-60. PIA has the approval, from PCAA, to operate A320 To/From Narrow Runways (30m wide), subject to the procedures and limitations as defined in FCOM Special Operations.

*1.18 SINGLE ENGINE CRUISE DISTANCE:

For A320 the single engine cruise distance in still air, ISA conditions is 350nm.

*1.19 SMOKING ON BOARD: Refer to OM–A Chapter No. 11 clause 11.3.3. *1.20 TRAVEL ON THE FLIGHT DECK:

For detailed procedure refer to OM–A Chapter No. 14 clause 14.1.2.

*1.21 LOCKING / UNLOCKING OF FLIGHT DECK DOOR: For detailed procedure refer to OM–A clause 14.1.3, 14.1.4 and 14.1.5.

*1.22 ONE FLIGHT CREW MEMBER LEAVING THE FLIGHT DECK: For detailed procedure refer to OM–A Chapter No. 14 clause 14.1.6. *1.23 EMERGENCY CONTROL TAKEOVER BY PM:

For detailed procedure refer to OM–A Chapter No. 21 clause 21.11.5. (Emergency Authority).



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PREFLIGHT DUTIES Edition III


2.0 PREFLIGHT DUTIES: Captain and First Officer will receive the following briefing from Dispatch or carry out self-briefing if required.

2.1 TECHNICAL STATUS OF AEROPLANE: Dispatch will brief the crew on the aeroplane status with regard to airworthiness, Carried Forward Items, any MEL waivers, and also the calculated revised performance and operational procedures with penalties if applicable.

2.2 WEATHER/ALTERNATE BRIEFING:

Flight Dispatcher will brief, actual and expected weather conditions for takeoff and climb out including runway condition:

¾ En-route significant weather, winds, temperature and

Alternates. ¾ A terminal forecast for destination and alternate airports,

including the designated Takeoff/ Enroute alternates when applicable.

¾ Actual weather for destination and alternate for short- range flights (less than one hours cruise flight time) and, if available, recent weather.

¾ Survey of Met conditions at airports along the planned route and sector wise alternates will be mentioned in CFP.

¾ Central Dispatch will assist Captain/First Officer in all operational matters related to the flight and provide details/ information as desired by him/her to make the flight safe.

¾ Designated En-route alternates for the sectors shall be indicated on the CFP for emergency situations.

2.3 NAV / COM FACILITIES:

Central Dispatch will brief and the crew will examine the latest relevant NOTAMS and will check that all required facilities at departure, destination and alternates are operational and fulfil the requirements.

2.4 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS:

¾ Crew will check the Company flight plan with respect to routing, altitudes, flight time, burn off and relevant FMS co route.



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¾ Crew will check the estimated load figures and maximum allowed Take off and Landing weights.

¾ Captain will decide if additional fuel is needed over and above the required fuel for safe conduct of flight. The same shall be notated in the CFP.

¾ First Officer will ensure that the Nav Bag contains the relevant Route Manuals for the sectors to be flown. Crew should also ensure that, all relevant charts are available for the Departure, Destination and Alternate airports.

Note: In most cases the flight crew uses the computer derived flight plan to obtain the correct fuel requirements. These computerised requirements are normally accurate. However, in case of any doubt, the flight crew must check the requirements for gross errors and the easiest way to do this is to use the “Quick Determination of F-PLN” tables in FCOM, (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78). Although the aircraft will fly at ECON MACH that is based on the cost index, the M 0.78 table is accurate enough to permit the crew to check for gross error.

2.5 ARRIVAL ON AEROPLANE:

The Captain and the First Officer will arrive at the aircraft at least 45 mins before departure. After arriving at the aircraft, the Captain or First Officer will check: � Technical status of the aeroplane. � Reported snags on the previous flights and their rectification. � Any periodic checks that are due. � If any discrepancy is observed during pre-flight, it will be reported

to the Engineering and logged in the Tech Log along with the time. Captain will inform central dispatch regarding any penalty as specified in MEL/CDL which may require revised flight plan or revised fuel.

� The Captain shall ensure that the correct type and quantity of fuel and oil is carried on board. Units of weight shall be the same as on the cockpit fuel gauges.

� First Officer will ensure that the following are on board and as per List: Airline Operating Certificate, (AOC). German Certificate /KSA GACA Certificate, (If required). Certificate of Airworthiness.



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Certificate of Compliance with noise emission standards. Certificate of Registration. Weight Schedule. Fuel Carnet. Wireless License Emergency Equipment Location Chart Insurance Certificate. Residual Disinfection Certificate. Technical Logbook. A file is being kept on board, which consists the list of

required manuals/books to be on board. First Officer will check that the latest revision file has been updated within the past 20 days. Crew is also advised that during cruise whenever time permits the contents of the Technical Library may be checked.

Contents of the Technical library contain the following items: FCOM in iPad. QRH in iPad & Hard Copy. SOP in iPad. Weight and Balance manual in iPad. RTOGW manual in iPad. MEL/MMEL in iPad & Hard copy. Dangerous goods manual. Emergency Response Guide, ERG~Red Book. Operations Manual in iPad (Part A/B). OETBs, Route & Navigation, Training, Standard Bulletins in

iPad. A file containing the following blank forms/performas:

9 Fuel Loading instructions. 9 ATC and Company Flight Plan. 9 AIREP. 9 Near Miss. 9 Bird strike. 9 Aircraft occurrence Initial report. 9 Lightning strike report. 9 Birth and Death on Board. 9 Post Flight information report. 9 Trim sheet. 9 Flight Attendants Allocation card. 9 Unruly passenger



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All forms / performas are also available on the iPad.

2.6 CABIN CREW BRIEFING:

The Captain will give a pre-flight briefing to the entire cabin crew. The suggested contents of the briefing are:

¾ Introduction of crew. ¾ Estimated taxi time. ¾ Flight time. ¾ Cruising Altitude. ¾ Enroute weather. ¾ Any anticipated turbulence. ¾ Routing. ¾ Destination weather. ¾ Emergency procedures. ¾ Code of the day. ¾ Any special instructions.

Note: The Cabin Crew Briefing may be conducted in the lounge or on

board. 2.7 BOARDING CLEARANCE:

Duty station manager or his representative will obtain passenger boarding clearance in coordination with GOC and central dispatch. The Captain will remain the final authority to stop boarding and/or disembark passengers if deemed necessary in his/her judgment. In case of destination weather being marginal / below minimum, the Captain in coordination with central flight dispatch will give boarding clearance.



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EXTERIOR SAFETY INSPECTION Edition III


3.0 EXTERIOR SAFETY INSPECTION: For detailed procedure refer to FCOM PRO-NOR-SOP-03. The safety inspection ensures that the aircraft and its surroundings are safe for operations. On arriving at the aircraft, check for obstructions in the vicinity, engineering activity, refuelling, etc. with particular attention to: ¾ Wheel Chocks. ¾ Landing Gear doors. ¾ APU Area.

3.1 PRELIMINARY COCKPIT PREPARATION:

The objectives of the preliminary cockpit preparation is to ensure that all the required checks are performed before applying electrical power to avoid inadvertent operation of systems and danger to the aircraft and personnel. First Officer will do preliminary cockpit preparation as per FCOM PRO-NOR-SOP-04.

3.1.1 PRELIMINARY PERFORMANCE DETERMINATION:

Captain & First Officer will obtain the Airfield Data/ATIS. The First Officer will compute the Preliminary Takeoff Perf Data, note it on the CFP, and hand it over to the Captain. The Captain, using his own RTOW charts, will cross check the Data computed by the First Officer.

3.1.2 PREFLIGHT AND AIRCRAFT ACCEPTANCE:

After reviewing the Aircraft Technical Log Book the Captain or the First Officer will sign the Pre-flight section of the Technical Log, while also writing the name, date and time. The Captain will ACCEPT and Sign the Technical Log Book.

3.2 EXTERIOR WALKAROUND:

For detailed procedure refer to FCOM PRO- NOR-SOP-05.

The exterior walk around ensures that the general condition of the aircraft is satisfactory and that the visible aircraft components and equipment are safe for the flight: ¾ There is no impact damage to the structure. ¾ There is no evident fuel, oil, or hydraulic leak.



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EXTERIOR SAFETY INSPECTION Edition III


¾ All ground access doors are closed. ¾ Wheels and tires are free from cut, wear, cracks. ¾ Landing Gear Locks are removed.

First Officer will carry out the exterior walk around before flight and during transit stops. The parking brake must be set to ON during the exterior walk around, in order to enable the flight crew to check brake wear indicators. When conducting walk around the high visibility ramp jacket MUST be worn.



Chapter 4 Page - 1

COCKPIT PREPARATION Edition III


4.1 COCKPIT PREPARATION: The Scan pattern varies, depending on the pilot status, i.e. PF / PM, CM1 or CM2, and the areas of responsibilities. Captain being the PF on the ground will carry out the scan of PF and CM1 as per his area of responsibility. The First Officer, will perform the scan of PM and CM2. However, the Captain may designate the First Officer to perform the cockpit preparation. ¾ Overhead Panel. ¾ Centre Instrument Panel. ¾ Pedestal. ¾ FMGS preparation. When both pilots are seated: ¾ Glare shield. ¾ Lateral Consoles. ¾ CM1 / CM2 panels.

For detailed procedure refer to FCOM PRO-NOR-SOP-06.

4.1.1 ADIRS POSITION INITIALISATION:

� For the Aircraft equipped with IRS Alignment Based on GPS Position, the IRS initialisation is automatic to the GPS position.

� For Aircraft not equipped with IRS Alignment Based on GPS Position, the Captain will manually align the IRS, thru the MCDU, to the GPS position or to the Gate Co ordinates (If GPS position is not available). The Captain will confirm the manually modified position with the First Officer before inserting/confirming it.

4.1.2 FMGS PROGRAMMING:

At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time (3 min) for tests' completion, and do not start to press pushbuttons until the tests are over. If the “PLEASE WAIT” message appears, do not press any MCDU key until the message clears.

FMGS will be initialised in two steps, inserting navigation data and then performance data.

Navigation Data: ¾ Status.



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¾ Init A. ¾ F-Plan. ¾ SEC F-Plan. ¾ RAD NAV, only to be modified if SID not available in NAV Data

Base.

Performance Data: ¾ Init B. ¾ PERF. On the Progress Page, insert the reference RWY threshold in the BRG/DIST field for position monitoring. This sequence of entry is the most practical. INIT B should not be filled immediately after INIT A, because the FMGS would begin to compute F-PLN predictions. These computations would slow down the entry procedure.

History climb winds, Cruise Winds for planned and two more flight levels ( one higher and one lower flight level), descent winds and alternate wind must be inserted before filling INIT B. Wind entries should be made at waypoints when there is a difference of either 30 ° or 30 kt for the wind data and 5 °C for temperature deviation. This will ensure that the FMS fuel and time predictions are as accurate as possible. Also Step Climb/Descent, if planned, must also be inserted. Thrust Reduction Altitude is 1000 ft AAL and Acceleration Altitude is 3000 ft AAL. The max QNH alt from the RTOW chart will be inserted as the ENG OUT ACC. Cost Index will be inserted as per the company circulars.

When the Captain finishes the FMGS preparation, the First Officer must check the Captains entries. The First Officer performs this check via a check of the different FMGS pages, in the same order as the FMGS preparation.

Once the Flight Plan is inserted in FMGS, the crew will cross check the route in CFP against the route in the FMGS.



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The Captain will select the PLAN mode on his ND and read the way points from his ND, this will ensure the proper sequencing of the flight plan. The First Officer will crosscheck these way points from the CFP. Data on F-Plan page including total distance, flight time and F.O.B must be cross checked with the CFP.

4.1.3 ALTIMETER CHECK:

Captain and First Officer will cross check that the difference between each altitude indication (in the QNH reference) displayed on PFDs and the airport elevation is less than 75 ft. The maximum difference between both PFDS on ground is+/- 20 feet and between the ISIS and the PFDs is +/-100 feet. The First Officer will note the altimeter readings on the CFP.

4.1.4 OPERATION ENGINEERING BULLETINS (OEB):

Both pilots will cross check the QRH against the MSN for Registration of the AC, The Revision Date of the QRH, and the List of Effective OEB (LEOEB). Both pilots will review all OEBs (particularly red OEBs) that are applicable to the aircraft.

4.1.5 TAKEOFF BRIEFING:

The PF, of the sector, should perform the takeoff briefing at the gate, when the flight crew workload permits, Cockpit preparation has been completed and, before engine start. The takeoff briefing should be relevant, concise and chronological. When a main parameter is referred to by the PF, both flight crew members must crosscheck that the parameter has been set or programmed correctly. The takeoff briefing covers the following:

¾ Miscellaneous:

Aircraft type and model (Tail strike awareness). Aircraft technical status (MEL and CDL considerations,

relevant OEB). NOTAMS. Weather. RWY conditions. Use of ENG/Wing Anti Ice. ENG Start Procedure. Push Back.



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Expected Taxi Clearance. Use of Radar. Use of Packs for Takeoff.

¾ INIT B Page:

Block Fuel, cross check with FOB on EWD. Estimated TOW. Extra time at destination.

¾ Takeoff Perf Page:

TO RWY. TO CONF. FLEX / TOGA. V1, VR, V2, crosscheck V1, V2 on PFD. TRANS ALT. THR RED / ACC Altitude.

¾ Flight Plan:

SID Briefing, from the JEPPESEN. PM will crosscheck from the MCDU and the ND in Plan mode. RAD NAV page will also be crosschecked, if required.

Noise Abatement Procedure. Lost Comms procedure.

4.1.6 EMERGENCY BRIEFING:

Captain will carry out emergency briefing before the first leg of the flight or in case of a crew change. On subsequent sectors the term ‘STANDARD BRIEFING’ may be used. It will include rejecting takeoff before V1 and actions in case of engine failure after V1, cleanup procedures and crew coordination.

Rejected Take-Off is always performed by the Captain. If the First Officer is the PF, he should, when instructed by the Captain, transfer the controls to the Captain and act as PM.

Briefing:

¾ This will be left/right hand seat takeoff. ¾ Any failure before 100 knots or V1 is reached, clearly call out

the malfunction and I will call “STOP or GO”.



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¾ If the call is STOP, I will apply the Rejected Takeoff procedure and bring the aeroplane to a complete stop. Set the parking brake and call “ATTENTION CREW AT STATION”.

¾ You will monitor and announce “REV GREEN”, “DECEL”, silence any aural warning and inform ATC.

¾ Thereafter you will carry out ECAM actions on my command. ¾ If evacuation is required we will carry out the, Emergency

Evacuation Checklist. ¾ Any failure after V1, takeoff will be continued and no action

before 400 feet AGL, except silencing of any aural warning and gear up.

¾ Reaching 400 feet AGL ECAM actions on my command. ¾ When reaching ENG OUT ACC and the engine is secured

stop ECAM, level off, accelerate and cleanup. Otherwise continue climbing until engine secured, but not above EO maximum acceleration altitude.

¾ At green dot select OPEN CLB, set MCT. ¾ Continue ECAM, complete after T/O CLIMB C/L, check

Status, ¾ ENG OUT routing or follow SID, radar vectors, or request

immediate turn back. 4.1.7 REJECTED TAKEOFF:

A rejected takeoff is a potentially hazardous manoeuvre and the time for decision making is limited. To assist in the decision making process, the takeoff is divided into low and high speeds regimes, with 100 kt being chosen as the dividing line. The speed of 100 kt is not critical but was chosen in order to help the Captain make the decision and to avoid unnecessary stops from high speed. It is also a check for unreliable air speed and Pilot incapacitation. The Takeoff should be rejected:

¾ Below 100 kt:

Any ECAM warning/caution is activated.

¾ Above 100 kt, and below V1: Fire warning, or severe damage. Sudden loss of engine thrust. If the airplane is unsafe to fly for any reason. Wind Shear. Any RED ECAM warning. Any AMBER ECAM caution listed below:



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F/CTL L(R) SIDE-STICK FAULT. ENG 1(2) FAIL. ENG 1(2) REVERSER FAULT. ENG 1(2) REVERSE UNLOCKED. ENG 1(2) THR LEVER FAULT.

In case of tire failure between V1 minus 20 kt and V1, unless debris from the tires has caused serious engine anomalies, it is far better to get airborne, reduce the fuel load, and land with a full runway length available. The V1 call has precedence over any other call.

If the decision is made to reject the takeoff, the Captain calls “STOP”. This call confirms the decision to reject the Takeoff and also states that Captain has controls.

4.1.8 CAPTAINS TAKE OFF ONLY:

A Line Captain may allow a First Officer to carry out a takeoff if: ¾ The runway is not contaminated (Slippery or Wet). ¾ The crosswind component does not exceed 15kts. ¾ The RVR/visibility is 800meters or more. ¾ Take of gross weight does not exceed 90% of allowed maximum

take-off gross weight.



Chapter 5 Page - 1

BEFORE PUSH BACK & START Edition III


5.0 BEFORE PUSH BACK & START: 5.1 LOAD/TRIM SHEET:

First Officer will check the trim sheet (e.g flight number, aircraft registration, configuration, crew compliment, Fuel on Board, Taxi fuel, pantry, wt. report, etc.) on receipt. The First Officer will announce the “ZFW” and “ZFWCG”, which will be inserted in the FMS by the Captain. The First Officer will also announce “TO FUEL and TOCG”. The Captain will announce the TOW from the FMS and the First Officer will confirm from the trim sheet. Block Fuel will be cross checked by both crew members against FPL and ECAM. First Officer will handover the trim sheet to the Captain who will cross check it.

First Officer will calculate the THS using Trim scale given on the bottom of normal checklist. Captain will cross check THS on PITCH TRIM wheel before entering it in FMS.

5.2 TRIM SHEET ACCEPTANCE:

Captain will record time and sign on the trim sheet when all formalities of boarding, loading and security are completed.

5.3 PERFORMANCE CALCULATIONS:

First Officer will calculate V1, VR, V2 and FLEX temperature according to revised weights. Captain will cross check the calculations and will insert them in MCDU.

5.4 MCDU SELECTION FOR TAKEOFF:

For Takeoff MCDU setting will be TAKE OFF PERF page on PF side and F-Plan page on PM side.

5.5 BEFORE START CHECKLIST:

Captain will make sure that all externals (AC VAN, GPU etc.) are disconnected. Captain will ask for the “BEFORE START CHECKLIST”. First Officer will read the checklist down to the line and announce “DOWN TO THE LINE”.



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BEFORE PUSH BACK & START Edition III


5.6 CLOSING OF DOORS:

The LCC will inform the cockpit crew, “All Doors Closed”. After confirming on DOOR SD page that all doors are closed, First Officer will announce on PA: “CABIN CREW PREPARE FOR DEPARTURE, ARM THE DOOR SLIDES AND CROSS CHECK”. The arming of the slides will be checked on the DOOR SD page.

5.8 PUSHBACK:

First Officer will obtain pushback/start-up clearance from the ATC. First Officer will set the ATC transponder for operation in accordance with local airport requirements. The Captain will set beacon switch to ON, crew will check Windows.

¾ ATC Transponder shall remain at STBY position at airports where

there is no ground radar or not so required by regulations. ATC Transponder shall be set to AUTO as late as possible for Takeoff.

¾ ATC Transponder shall be selected to AUTO before push back or start up, as required by local airport ATC procedure.

Captain will check THRUST LEVERS to idle and PARK BRK to ON and ask for “BELOW THE LINE” checklist. First Officer will read the checklist below the line and once completed, will announce “BEFORE START CHECKLIST COMPLETE”.

Captain will confirm with ground crew if they are ready for push back and will confirm with them: ¾ Start sequence. ¾ ATC push back clearance. Captain will release PRK BRK when asked by ground crew and will announce off blocks time. First Officer will note down time and will start the clock for elapsed time.



Chapter 6 Page - 1

ENGINE START Edition III


6.0 ENGINE START: 6.1 AUTOMATIC ENGINE START:

Use the automatic engine start procedure in most circumstances. However, if the start aborts due to insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from an external pneumatic power group), it is recommended to use the manual start procedure, instead the automatic procedure. Preferably engines are started during push back [sequence 2 and 1] unless APU is unserviceable or some other malfunction requires engine starting at the ramp.

For detailed procedure refer to FCOM PRO-NOR-SOP-08. Both pilots will monitor the Engine start parameters carefully and not involve themselves in ANY other work till the both engines have started.

6.2 MANUAL ENGINE START:

Manual starting is recommended in the following cases: ¾ After aborting a start, because of:

Engine stall Engine EGT over limit. Low start air pressure.

¾ When expecting a start abort, because of:

Degraded bleed performance, due to hot conditions, or at a high-altitude airfields.

An engine with a reduced EGT margin, in hot conditions, or at a high-altitude airfields.

Marginal performance of the external pneumatic power group. Intermittent ECAM ENG 1(2) IGN A(B) FAULT alert, during

the first start of the day.

First Officer will read the entire MANUAL ENGINE START procedure from FCOM Supplementary Procedure. Then the First Officer will read the do items ONLY and the Captain will act on the commands. (Refer to TASK SHARING in chapter 1 of this SOP).

For detailed procedure refer to FCOM PRO-NOR-SUP-ENG.



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AFTER START Edition III


7.0 AFTER START:


Once engine parameters are stabilised, Captain will bring Engine Mode Selector to NORM position. This is a cue for both pilots to do AFTER START procedure as defined in PRO-NOR-SOP-09 (After Start). Captain will call the ground crew and will command “CLEAR TO DISCONNECT, HAND SIGNAL TO THE LEFT/RIGHT”. Captain will check N/W STEER DISC MEMO not displayed.

Either Captain or First Officer (depending on the side of ground crew), after receiving the Hand signal from the ground crew will call “HAND SIGNAL RECEIVED AND BYPASS PIN SIGHTED”. The Captain will ask for “AFTER START CHECKLIST”. First Officer will read the checklist and announce “AFTER START CHECKLIST COMPLETE”.



Chapter 8 Page - 1

TAXI Edition III


8.0 TAXI: *8.1 FLIGHT CONTROLS CHECK:

Flight controls will be checked before getting the Taxi clearance. 8.2 TAXI CLEARANCE:

After receiving Ground clearance, First Officer will obtain Taxi clearance from ATC. Taxi will be commenced after announcement of “CLEAR LEFT SIDE/CLEAR RIGHT SIDE” by both pilots.

8.3 EXTERIOR LIGHTS:

Before starting the Taxi, Captain will select Taxi light ON. He will also switch ON Runway Turn Off lights, if required.

8.4 THRUST USE DURING TAXI:

Idle thrust is adequate for taxiing under most conditions. A slightly higher thrust setting may be required to begin taxi in case of heavy weight. Allow time for aircraft response before increasing thrust.

8.5 BRAKES:

When the aircraft starts to roll, Captain will check the brakes effectiveness by applying brake pedal pressure gently, he will announce “BRAKE CHECK”. First Officer will check and announce “PRESSURE ZERO” after ensuring that there is no brake pressure indication on triple gauge.

The FCOM limits brake temperature to 300 ̊C before takeoff is started. With brake fans running brake temperature limit is 150 ̊C. Brake fans should not be used during takeoff, in order to avoid FOD to fans and brakes.

If an arc is displayed above the brake temperature on the WHEEL SD page, set the brake fans to ON.

8.6 TAXI SPEED

Normal taxi speed should be 20kts on straight taxi routes, with no ATC or ground traffic constraints the Captain should allow the aircraft to accelerate to 30kts, and then use one smooth brake application to decelerate to 10kts. For all turns, except high speed runway exit, the aircraft speed should be maximum 10kts.



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TAXI Edition III


The GS indication on the ND should be used to assess taxi speed. Both Pilots shall keep a look out for obstructions and other traffic, if noticed by any Pilot it will be announced.

8.7 ATC CLEARANCE:

First Officer will obtain ATC clearance and will note down on the CFP, while captain will monitor the same. First Officer will set the squawk, will confirm that FMGS and FCU are set as per clearance and will make necessary changes if required (at most airports ATC clearance is given before push and start clearance).

¾ If a heading is required by the ATC after takeoff, in case of a radar vector departure, the First Officer will preset the heading on the FCU. NAV mode will be disarmed. RWY TRK mode will keep the aircraft on the runway track.

¾ If there is an altitude constraint in instrument departure and ATC altitude clearance is above that constraint then it is recommended to set the constraint altitude as FCU altitude, Unless ATC has given unrestricted climb.

¾ All changes on FMGS must be executed after confirmation from Captain.

¾ The TAKEOFF BRIEFING CONFIRMATION should only review any changes that may have occurred since the full TAKEOFF BRIEFING done at the parking bay (e.g. change of SID, change in runway conditions, etc.).

In case of change in runway, Crew is to make sure that the Take Off Speeds are recalculated and SID is reprogrammed prior to initiating take off.

8.8 WEATHER RADAR:

First Officer will switch ON, The Weather Radar, when out of congested area.

If the weather is good, or not significant, in order to check the radar is operating correctly, down tilt until displaying ground echoes. It is a good practice to set the ND outer ring to max range for radar display.



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TAXI Edition III


*8.9 TERRAIN MODE:

After checking the weather radar, the PM for the sector will select Terrain Mode on the ND.

8.10 CABIN REPORT:

On receiving confirmation of CABIN READY from LCC, First Officer will press T.O. Config PB, and will check T.O. Memo no blue. Captain will call for “BEFORE TAKE OFF CHECKLIST”. The First officer will read the checklist down to the line and announce “DOWN TO THE LINE”.

8.11 LINE UP:

Once cleared to enter the runway, the Captain will select the Strobe lights to ON and both pilots will check the approach/runway clear of traffic on their respective sides and announce “APPROACH AND/OR RUNWAY CLEAR ON MYSIDE”.

First Officer will announce on PA “CABIN CREW TAKE YOUR STATIONS FOR TAKE OFF”. Captain will ask for “BELOW THE LINE” checklist. First Officer will read and announce “BEFORE TAKE OFF CHECKLIST COMPLETE”.

For detailed procedure refer to FCOM PRO-NOR-SOP-10 & FCOM PRO-NOR-SOP-11.



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TAXI Edition III




Chapter 9 Page - 1

TAKE OFF Edition III


9.0 TAKE OFF: For detailed procedure refer to FCOM PRO-NOR-SOP-12 and PRO-NOR-SOP-13.

Once Take Off clearance is received the Captain will select the Nose light to T.O, Rwy Turn Off to ON and Landing Lights to ON.

9.1 THRUST SETTING:

The below procedure is the standard procedure, however rolling takeoff is permitted. ¾ The PF will announce “TAKE OFF”, then apply power as follows:

If cross wind at or below 20 KT and there is no tail wind: ¾ THRUST LEVERS ....................................................... 50%N1.

PF apply half forward stick until the air speed reaches 80KT. Release the side stick gradually to reach neutral at 100KT.

¾ BRAKES ...................................................................RELEASE. ¾ THRUST LEVERS ...............................................FLX or TOGA.

Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his hand on the thrust levers until the aircraft reaches V1.

In case of tail wind, or if cross wind is greater than 20KT: ¾ THRUST LEVERS ....................................................... 50%N1. ¾ The PF applies full forward side stick ¾ BRAKES ...................................................................RELEASE. ¾ THRUST LEVERS ...............................................FLX or TOGA.

The PF rapidly increases thrust to about 70 % N1 then progressively to reach takeoff thrust by 40 kt ground speed, while maintaining sidestick full forward up to 80 kt. Release the sidestick gradually to reach neutral at 100 kt.

Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his hand on the thrust levers until the aircraft reaches V1. The Thrust Setting procedure ensures that all engines will accelerate similarly. If not properly applied, this may lead to asymmetrical thrust increase, and, consequently, to severe directional control problem.

Once the thrust is set, the PF announces the indications on the FMA. The PM must check that the thrust is set by 80 kt and must announce "THRUST SET". The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX notch and until V1.



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¾ CHRONO ..................................................................... START.

The PM will start the Chrono once the Thrust levers are advanced by the PF.

The use of tiller is not recommended during T/O roll, because of its high efficiency, which might lead to aircraft over reaction. The recommended rotation rate for takeoff is about 3 /̊s. Fast rotation rate increases the risk of TAIL STRIKE, but a slow rate increases takeoff distance.

9.2 NOISE ABATEMENT PROCEDURE:

Noise abatement procedures will not be conducted in conditions of Significant turbulence or windshear. NADP1 is to be used for takeoff Unless the local airport requires the use of NADP2.

9.3 REJECTED TAKEOFF AND EMERGENCY EVACUATION:

The decision to reject a takeoff rests solely with captain and must be made in time, so that stopping action can be completed before V1 is reached. When PM recognizes the malfunction on ECAM he will clearly and precisely call out the malfunction. Captain will make the decision to reject or continue takeoff. He will use clear and concise words i.e “STOP” or “GO”.

FCTM PR-AEP-MIS ‘Rejected Take Off’ defines guidelines, procedures and task sharing in case of rejected takeoff.

9.4 AFTER TAKE OFF:

The PF will keep the hand off the thrust levers. Once ‘LVR CLB’ flashes on the FMA, the PF will use the hand to bring the thrust lever to the Climb notch.

Once the PF sets the Thrust Levers to the Climb notch, the PM will reset the Chrono. PM will carry out After Takeoff procedure according to FCOM PRO-NOR-SOP-13 ‘After Take Off’. After clean up, PF will ask for “AFTER TAKE OFF CLIMB CHECKLIST”. PM will read and announce “DOWN TO THE LINE”.



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Passing Transition Altitude, PM will call “TRANSITION ALTITUDE”, then both pilots will set Altimeters to STD and call:

¾ PF: “SET STANDARD”. ¾ PM: “STANDARD CROSS CHECKED, PASSING

FL_____ NOW” (Rounded off to the nearest 100). ¾ PF: “CHECKED”.

The Captain will also set the ISIS to STD. PF will ask for “BELOW THE LINE”, the PM will read and announce, “AFTER TAKE OFF CLIMB CHECKLIST COMPLETE”.



Chapter 10 Page - 1

AREA DEPARTURE & CLIMB Edition III


10.0 AREA DEPARTURE & CLIMB:

For detailed procedure refer to FCOM PRO-NOR-SOP-14. 10.1 CLIMB SPEED:

Normally pilots will use managed speed for climb. When required, pilots can use selected speed due to ATC requirements or turbulence. Green Dot gives best lift/drag speed, best rate of climb speed falls between green dot to ECON climb speed. Thumb rule for best rate of climb is turbulence speed.

10.2 10,000 FEET AAL:

At 10,000 Feet AAL, PM will call “TEN THOUSAND FEET”. The PF will ask for “TEN THOUSAND FEET CHECKS”. PM will carry out checks as follows: ¾ LANDING LIGHTS __ __________RETRACT. ¾ SEAT BELTS SW. ____________AS RQRD. Seat belts will be switched ON/OFF at the Captains discretion. ¾ EFIS CP __ _____________ ARPT. ¾ ECAM MEMO REVIEW. ¾ RADNAV CLEAR (if manually tuned for departure). ¾ SEC F-PLN COPY ACTIVE. ¾ OPT/MAX FL. CHECK and ANNOUNCE. ¾ WEATHER RADAR SELECT ON ND. PF will select CSTR for Grid MORA (if available), on the EFIS CP. PF will select CLB PERF page and the PM will select the F-PLAN page on the MCDU. PM will call “TEN THOUSAND FEET CHECKS COMPLETE”.



Chapter 10 Page - 2

AREA DEPARTURE & CLIMB Edition III




Chapter 11 Page - 1

CRUISE Edition III


11.0 CRUISE: For detailed procedure refer to FCOM PRO-NOR-SOP-15.

11.1 LEVEL OFF

PM will call “ONE THOUSAND FEET TO GO”, when the aircraft is above or below 1000ft from the assigned altitude. PF will call “CHECKED”. Monitor ROC when approaching the assigned altitude, reduce to avoid RA (Resolution Advisory) in congested areas. Refer JEPPESEN, OPERATION OF AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) EQUIPMENT.

Reaching Cruise: PF will review the ECAM MEMO. PF will review the ECAM SD Pages. PM will note the TOC flight plan data. (Time, Fuel, etc). PM will select the TCAS traffic selector to ALL. PF will select PROG or CRZ PERF page and PM will select F-PLAN page on the MCDU.

11.2 FUEL SCORE & ECAM SD PAGES:

PM will maintain fuel score on the CFP at maximum 30 mins interval. Fuel score will be maintained by comparing the actual fuel remaining onboard versus the predicted fuel remaining on the CFP. The PM will announce the Fuel Score in terms of Fuel Onboard as “FUEL AT (waypoint) +-_____KGS”. PF will review the ECAM SD pages hourly during cruise.

11.3 WIND AND TEMPERATURE:

When reaching cruise FL, the crew will ensure that the wind and temperature are correctly entered and the lateral and vertical F- PLN reflect the CFP. PM will occasionally check the inserted wind and temp and update ONLY if the difference in actual and already inserted data is more than as defined in FMGS PROGRAMMING 4.1.2.

11.4 PAPER WORK:

PM will accomplish paper work, when workload permits on ground or during cruise.



Chapter 11 Page - 2

CRUISE Edition III


11.5 TURBULENCE: Turbulence speed up till FL200 is 250 kts, above FL200 speed is 275kts/ M.76.

Maximum cruise altitude shall be avoided when flying through areas where significant turbulence is anticipated. When flying in moderate or severe turbulence, large fluctuations of indicated airspeed are likely to occur.

Aim at the turbulence penetration speed, seat belts signs ON and IGN as required.

Refer to the QRH-OPS DATA (Severe Turbulence), for severe turbulence procedure and speeds.

11.6 BUFFET MARGIN:

For maintaining an adequate buffet margin as well as fuel economy, when requesting or accepting cruising levels and step climbs, FMGS optimum and maximum altitudes should be considered.

The REC MAX FL, recommended maximum altitude (in magenta), is computed based on the current gross weight and temperature, and assuming that the anti-ice is off (if icing conditions are expected, Refer to QRH/PER-M Optimum & Maximum Altitudes (Paper Only).

It is important to note that OPT FL displayed on the PROG page is meaningful only if wind and temp profile has been accurately entered.

11.7 EN ROUTE/ ALTERNATE WEATHER:

PM will obtain and keep an update of actual weather for enroute alternate airports and note down on the CFP.

11.8 RVSM ALTIMETER READINGS:

For detailed RVSM procedure refer to FCOM PRO-SPO-50.

PM will note the Altimeter readings on the CFP once every hour during cruise. PM will check that the difference between the altitude indications on PFDs is less than the specified tolerance. For more information, See table in "Before Entering RVSM airspace". Regular check of the flight deck instruments should be sufficient.



Chapter 12 Page - 1

DESCENT PREPARATION Edition III


12.0 DESCENT PREPARATION: For detailed procedure refer to FCOM PRO-NOR-SOP-16.

12.1 GENERAL:

PM will take destination and alternate weather approx. 15 minutes before Top of Descent. PF will prepare FMGS for approach, during this time transfer controls to PM.

Perform an in-flight landing performance assessment if the landing conditions changed compared with landing computation at dispatch or with a previous computation (e.g. runway, weather conditions, in flight failure effecting performance, diversion.)

12.2 ARRIVAL MESSAGE:

PM will call the Company cut channel or Ground handling agency and pass ETA, technical status of the aircraft and any special handling requirements.

12.3 FMGS PREPARATION:

The following sequence of pages should be used to prepare the FMGS: F-PLN. RAD NAV. PROG. PERF. FUEL PRED. SEC F.PLN.

Once the FMGS is prepared by the PF, the PM should cross check the information entered.

PF will select desired AUTO BRAKE considering runway conditions and weight.

12.4 HOLDING TIME CALCULATION:

If Holding is expected, the PM will check fuel predictions for the destination and alternate to calculate any extra holding time available.

12.5 APPROACH BRIEFING:

PF will brief the approach. It should be concise and conducted in logical order. PF will carry out briefing in following order Aeroplane Technical Status.



Chapter 12 Page - 2



NOTAMs for destination and alternate. Weather for destination and alternate. FMGS briefing In same ‘HAT’ order, it will also include taxi routing

after landing and possible parking stand.

*During the briefing the Captain will set and select the destination QNH on the ISIS.

12.6 CAPTAIN’S LANDING ONLY:

Line Captain must perform the Approach and Landing whenever any of the following conditions exist:

Crosswind exceeds 15 kts. Contaminated or slippery runway. Any abnormality. The cloud base is such that either the runway or its

lighting is visible from not less than 1000 feet above the runway threshold for a non-precision approach, and not less than 500ft. for a precision approach.

12.7 MINIMUM FUEL ADVISORY & FUEL EMERGENCY:

The PIC shall ensure that the minimum fuel quantity upon landing is not less than that required to fly the airplane for 30 minutes at clean holding speeds, at 1500 feet AAL, under standard atmospheric conditions. This restriction shall also ensure that it is better than the minimum landing fuel requirement. A landing must be made with not less than ”Final Reserve” fuel remaining. The final Reserve Fuel, which corresponds to holding fuel, is the fuel required to fly for 30 minutes at 1500 feet above the alternate aerodrome or, if an alternate aerodrome is not required, at destination aerodrome at holding speed in ISA conditions. Any time the fuel on board is expected to go below Final Reserve Fuel, an emergency must be declared. The final reserve fuel is indicated on the CFP as STP HOLD or HOLD fuel.

i. MINIMUM FUEL ADVISORY:

� Initially, advice ATC of your minimum fuel status when your fuel supply has reached a state where, upon reaching destination / alternate you cannot accept any undue delay & any change to existing clearance may result in less than the final reserve (30 mins).

� When, having committed to land at a specific airport, the PIC calculates that any FURTHER change to the existing



Chapter 12 Page - 3



clearance to that airport may result in landing with less than planned final reserve fuel, the PIC should declare “MINIMUM FUEL”.

� The intent of a “MINIMUM FUEL” declaration is to inform ATC that the flight has committed to land at a specific airport and any change to the existing clearance may result in landing with less than planned final reserve fuel (30 mins). This is not an emergency situation, but rather an indication that an emergency situation IS possible should any additional delay and/or change in clearance occur.

� Be aware a minimum fuel advisory does not imply a need for traffic priority.

ii. FUEL EMERGENCY:

� When the calculated usable fuel on landing is less than the final reserve fuel (30mins) at the nearest adequate aerodrome, where a safe landing can be performed, the PIC shall declare an emergency and need for traffic priority to ensure a safe landing by announcing “MAYDAY, MAYDAY,MAYDAY FUEL” and report fuel remaining in minutes to the ATC.

12.8 SEAT BELT SIGNS & TCAS TRAFFIC SELECTOR:

Just before TOD, the PM will cycle the seat belts twice. This is an indication to the cabin crew to start preparing the cabin for landing. PM will also select the TCAS Traffic selector to BLW.



Chapter 13 Page - 1

DESCENT Edition III


13.0 DESCENT: For detailed procedure refer to FCOM PRO-NOR-SOP-17.

13.1 DESCENT CLEARANCE:

The PM will obtain descent clearance and the PF will select assigned altitude on FCU. Descent will be verified by calling out FMA changes.

13.2 MCDU SELECTION:

The PF will set preferably the MCDU PROG or PERF DES page as required (PROG page provides VDEV in NAV mode and BRG/DIST information, PERF DES page provides predictions down to any inserted altitude in DES/OP DES modes) whereas the PM will set the MCDU F-PLN page. In mountainous areas, the selection of TERR ON ND enhances the pilot awareness and can be used in any flight phase.

13.3 10,000 FT AAL CHECKS: At 10000 ft AAL, the PM will call “TEN THOUSAND FEET“. The PF will call “TEN THOUSAND FEET CHECKS”. The PM will carry out 10,000ft checks as follows: ¾ Landing lights selector ON ¾ Seat Belt Signs ON. ¾ EFIS option PB CSTR. ¾ LS PB Select the LS PB (for ILS, ILS G/S

out, LOC only approaches). ¾ RAD NAVAIDS Selected/Identified. ¾ ENG MODE SELECTOR. As required. ¾ TERRAIN MODE Select on ND. The PF will select as follows: ¾ EFIS option PB CSTR (if not already selected). ¾ LS PB Select the LS PB (for ILS, ILS G/S

out, LOC only approaches). ¾ NAV ACCURACY Check. On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS PRIMARY function is available. Otherwise, crosscheck NAV ACCURACY using the PROG page (BRG/DIST computed data), and the ND (VOR/DME raw data).



Chapter 13 Page - 2

DESCENT Edition III


¾ The PM will call “TEN THOUSAND FEET CHECKS COMPLETE”. 13.4 ALTIMETER SETTING (QNH):

Passing Transition Level, PM will call “TRANSITION LEVEL”, then both pilots will set Altimeters to QNH and call:

¾ PF: “SET QNH_____”. ¾ PM: “QNH CROSS CHECKED, PASSING ALTITUDE _____

FEET NOW” (Rounded off to the nearest 100). ¾ PF: “CHECKED”.

If the aircraft is above the Transition Level and is cleared to descend below the transition level to an altitude on the QNH, then both pilots will set their Altimeters to the QNH, provided approach clearance has been given by ATC and no level flight is expected and/or anticipated above the transition level.

13.5 APPROACH CHECKLIST:

Passing 10000ft AAL or passing the Transition Level, which ever happens later, the PF will ask for the “APPROACH CHECKLIST”. The PM will read the checklist and announce “‘APPROACH CHECKLIST COMPLETE”.

13.6 DESCENT SPEED SCHEDULE:

The following speed shall be maintained: ¾ .78/300 kts up to FL100 / 10000ft MSL. ¾ 250 kts below FL100 / 10000ft MSL.



Chapter 13 Page - 3

DESCENT Edition III




Chapter 14 Page - 1

HOLDING SPEED & CONFIGURATION

Edition III Revision 00

13th July, 2020

14.0 HOLDING SPEED & CONFIGURATION:

Whenever holding is anticipated, it is preferable to maintain cruise level and reduce speed to green dot, with ATC clearance, to minimise the holding requirement. As a rule of thumb, a M 0.05 decrease during 1 h equates to 4 min hold. However, other operational constraints might make this option inappropriate. A holding pattern can be inserted at any point in the flight plan or may be included as part of the STAR. In either case, the holding pattern can be modified by the crew.

If a hold is to be flown, provided NAV mode is engaged and the speed is managed, an automatic speed reduction will occur to achieve the hold speed when entering the holding pattern.

The default hold speed is the lowest of the following: Maximum Endurance speed. ICAO limit holding speed. Speed constraint (if any).

When no specific speed limit applies, the default hold speed is the Maximum Endurance speed, which is approximately equal to Green Dot and provides the lowest hourly fuel consumption. If the Maximum Endurance speed is greater than the ICAO or state maximum holding speed, the crew should select flap 1 below 20 000 ft and fly S speed. Fuel consumption will be increased when holding in anything other than clean configuration and Maximum Endurance speed.

The holding pattern is not included in the descent path computation since the FMGS does not know how many patterns will be flown. When the holding fix is sequenced, the FMGS assumes that only one holding pattern will be flown and updates predictions accordingly.

To exit the holding pattern, the crew should select either: ¾ IMM EXIT (The aircraft will return immediately to the hold fix, exit

the holding pattern and resume its navigation), or ¾ HDG if radar vectors, or ¾ DIR TO if radar vectors.

For local speed & Holding Procedures, refer to JEPPESEN ATC-State Rules and Procedures.



Chapter 15 Page - 1

APPROACH Edition III


15. APPROACH:

For detailed procedure refer to FCOM PRO-NOR-SOP-18-A & PRO-NOR-SOP-18-B

15.1 GENERAL:

Regardless of weather conditions prevailing or the type of arrival /instrument approach being conducted, pilots must make use of all avionics / automatic equipment available to reduce workload. This will also ensure optimum crew coordination and enhanced cockpit discipline. The CROSS REFERENCE TABLE in the FCOM SOP, provides Guidance Modes that may be used depending on the Approach Types.

15.2 APPROACH PREPARATION:

Complete approach preparation before arrival in terminal area. In addition to approach briefing, the following actions must be accomplished: ¾ Set DA/DH/MDA. ¾ Check ADF/ VOR frequencies and courses on NAVRAD page. All approaches are divided into three parts Initial, Intermediate and Final.

15.2.1 INITIAL APPROACH:

¾ Prior to any approach navigation accuracy check is to be carried out, although no navigation accuracy check is required as long as GPS PRIMARY is available.

¾ Use the FD cross bars as flying reference for approach using vertical guidance (LOC GS, FINAL APP).

¾ The FPV (bird) with FPD is used for approach using FPA guidance (LOC FPA, NAV FPA and TRK FPA).

¾ Approach phase activates automatically when in NAV and sequencing the deceleration pseudo way point.



Chapter 15 Page - 2



When in HDG MODE e.g. for radar vectoring, the crew will activate the approach phase manually. In HDG/TRK mode activate and confirm APPROACH phase approximately 20 nm from touchdown.

¾ The decelerated approach technique refers to an approach where

the aircraft reaches 1000ft in landing configuration at VAPP. In most cases, this equates to aircraft being in CONF1 and at S speed at the FAF. This technique is recommended for ILS and FINAL APP(vertical managed guidance)

¾ The early stabilised approach technique refers to an approach where the aircraft reaches FAF in landing configuration at VAPP. This technique is recommended for non-precision approaches (LOC FPA, NAV FPA and TRK FPA). To get a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should enter VAPP as a speed constraint at the Final Descent Point-FDP.

¾ F- PLN sequencing is done automatically in NAV mode and in HDG / TRK mode if aircraft flies closed to the planned route. Correct flight plan sequencing is important to ensure that the planned missed approach route is available in case of go around. In HDG/ TRK mode if automatic waypoint sequencing does not occur, the F PLN will be sequenced by either using the DIR TO RADIAL IN function or by deleting the FROM WPT on the flight plan page until the next likely WPT to be over flown is displayed as the TO WPT on the ND.

15.2.2 INTERMEDIATE APPROACH:

The purpose of the intermediate approach is to bring the aircraft at proper speed, altitude and configuration at FAF. ¾ Managed speed is recommended for the approach. ¾ FLAPS 1 should be selected at least 3nm before the final descent

point. ¾ For decelerated approaches, the aircraft must reach or be

established on the final descent with FLAPS 1 and "S" speed at or above 2 000 ft AGL.

¾ Flaps 2 should be selected at 2000’ AAL minimum. ¾ For ILS approach, if the aircraft intercepts the flight path below

2000ft AGL, select FLAPS 2 at one dot below the glide path. ¾ The change of flap setting is almost continuous, taking into

account the extension time of the surfaces. However VFE next



Chapter 15 Page - 3



which is displayed on the PFD, has to be considered in certain cases (aircraft heavy).

¾ To minimise flaps wear, extend flaps at VFE-15 kt when possible.

*15.3 STABILISATION HEIGHT: For VMC/IMC Stabilisation Height is 1000’ AAL. For CAT II/IIIA/IIIB the stabilisation height is 1500’ AAL.

15.4 STABILISED APPROACH CRITERIA:

In order for the approach to be stabilised, all of the following conditions must be satisfied before, or at the stabilisation height: ¾ The aircraft is on the correct lateral and vertical flight path and

only small changes in heading/pitch are required to maintain the correct flight path.

¾ The aircraft is in the desired landing configuration. ¾ The thrust is stabilised, usually above idle, and the aircraft is at

target speed for approach. ¾ The flight crew does not detect any excessive flight parameter

deviation. ¾ The aeroplane speed is not more than VREF+10 Knots indicated

airspeed and not less than VREF or as adjusted by minimum ground speed techniques.

¾ Rate of decent is no greater than 1,000 feet per minute below 2000 feet AGL. If an approach requires a rate of descent greater than 1,000 feet per minute, a special briefing should be conducted.

¾ All briefings and checklists have been completed. ¾ Instrument Landing System (ILS) approaches must be flown

within one dot of the glide slope and localiser. If one of the above-mentioned conditions is not satisfied, the flight crew must initiate a go-around, unless they estimate that only small corrections are required to recover stabilised approach conditions. The PM will call out: ¾ "SPEED" if the speed decreases below the speed target -5 kt or

increases above the speed target +10 kt. ¾ "SINK RATE" when the descent rate exceeds 1 000 ft/min. ¾ "BANK" when bank angle becomes greater than 7 °. ¾ "PITCH" when pitch attitude becomes lower than -2.5 ° or higher

than +10 °.



Chapter 15 Page - 4



¾ "LOC" or "GLIDE" when either localiser or glide slope deviation is:

½ dot LOC ½ dot GS. ¾ "CROSS TRACK" when the XTK is greater than 0.1 NM. ¾ “V/DEV" when the vertical deviation is greater than ½ dot. ¾ "COURSE" when greater than ½ dot or 2.5 ° (VOR) or 5 ° (ADF). ¾ "__ FT HIGH (LOW)" at altitude checks points. The PM announces the attitude deviations until landing.

15.5 LANDING LIGHTS:

Use of landing lights during low visibility approach conditions can be detrimental to operation. Reflected light from Fog particles, water or snow will actually impair visibility. Therefore landing lights should be used judiciously.

15.6 ENGINE FAILURE / FIRE:

¾ In case of engine failure above 1000FT AAL, continue if, approach has not destabilised.

¾ In case of engine fire above 1000FT AAL, carry out the ECAM & C/L and continue approach if it does not get destabilised.

¾ Engine fire below 1000FT AAL, requires high situational awareness. In some cases engine fire ECAM & C/L may have to be executed before reaching minimums. Getting close to minimums, the ECAM and/or C/L may be deferred to after landing / go around procedure.

¾ In case of engine fire below DA/MDA and sufficient visual references available, continue approach and land. After coming to a full stop with parking brake set, carry out the ECAM and/or Checklist.



Chapter 16 Page - 1

ILS APPROACH Edition III


16.0 ILS APPROACH:

For detailed procedure refer to FCOM PRO-NOR-SOP-18-C. 16.1 GENERAL:

The following items are to be performed in addition to SOP chapter for APPROACH.

16.2 MDA REFERENCE:

Refer to FCOM DSC-22_20-85 INSERTION OF APPROACH MINIMA.

For CAT 1 ILS, ‘DA’ shall be inserted into BARO or MDH field of the MCDU PERF APPR page.

Insertion of ‘DH’ into RADIO or DH field of the MCDU PERF APPR page for CAT1 ILS is not authorised.

16.3 APPROACH PHASE ACTIVATION:

For a standard ILS, the crew should plan a decelerated approach. However, if forecast tail wind at landing exceeds 10 kts, an early stabilised approach is recommended. At same time avoid dragging approach as far as possible.

16.4 MONITORING OF APPROACH:

Both pilots should closely monitor the A/P, Auto Thrust and FMA changes throughout the approach.

The LS PB is to be checked pressed in the first stage of the approach, 10000’AAL Checks. The crew will check: LOC and GS scales and deviations are displayed on PFD. IDENT is properly displayed on the PFD. If no or wrong ident

displayed, the crew will check the audio ident.



Chapter 17 Page - 1

NON PRECISION APPROACH Edition III


17.0 NON PRECISION APPROACH:

For detailed procedure refer to FCOM PRO-NOR-SOP-18-C. 17.1 GENERAL:

All non precision approaches will be flown using the CDFA Technique. Non precision approaches include: ¾ VOR approach. ¾ NDB approach. ¾ LOC only approach. ¾ R-NAV/RNP approach with LNAV/VNAV minima or LNAV minima.

Following guidance modes may be used for these approaches: ¾ FINAL APP. ¾ LOC FPA. ¾ NAV FPA. ¾ TRK FPA. ¾ For detailed information refer to FCOM PRO-NOR-SOP-18-A, CROSS-REFERENCE TABLE.

17.2 APPROACH STRATEGY:

As per PIA policy the overall strategy of NPA compliance is to fly it like, “ILS alike”, with the same mental image or representation and similar procedure. The use of AP is recommended for NPA, as it reduces crew workload and facilitates monitoring the procedures and flight path.

17.3 ADD-ONS TO MDA (50FT):

Crew will apply Add-On as follows for height loss adjustments: ¾ For approaches with charted labels of DA/MDA(H) or MDA(H)

Add +50’ to the Charted Minimum. ¾ For approaches with charted label of DA(H) NO add on is

required. 17.4 VOR APPROACH FROM OVERHEAD:

If non-precision VOR Approach is made from overhead with TRK/FPA (selected/ selected) Approach. ¾ Activate approach phase.



Chapter 17 Page - 2

NON PRECISION APPROACH Edition III


¾ PF ND selected to Rose VOR. ¾ PM ND selected to Rose NAV. ¾ 3nm before the overhead Select Flaps-1. ¾ Change from HDG/VS to TRK/FPA on FCU.

After station passage( when RMI needles reverse): ¾ PM will start the Chrono, to cater for Outbound timings. ¾ Tracking outbound, descend to the procedure turn altitude using

OPEN DES. ¾ In the absence of DME, keep track of the time outbound. ¾ Approx 1nm before the end of the outbound leg, PM will Change

OBS to the inbound course on RAD NAV page for both pilots. At the start of the Procedure Turn: ¾ Maintain procedure turn altitude until established on course

inbound. (Half the full scale deflection for VOR and +-5° for NDB). Once established inbound: ¾ At 5 nm from FDP…….Flaps 2. ¾ At 4 nm from FDP .......LDG Gear Down. ¾ At 3 nm from FDP….....Flaps3. ¾ At 2 nm from FDP…….Flaps Full. ¾ At 1 nm from FDP…….Pre Set FPA. ¾ At 0.3nm from FDP…...Pull FPA Selector and confirm on FMA. ¾ When the aircraft altitude is below the GA Altitude……Set GA on

the FCU. Descent further to the inserted Approach Minimum and follow the FCOM procedure for Landing or Go Around.



Chapter 18 Page - 1

CIRCLING APPROACH Edition III


18.0 CIRCLING APPROACH: For detailed procedure refer to FCOM PRO-NOR-SOP-18-C.

18.1 GENERAL:

The circling approach is the visual phase of an instrument approach to bring an aircraft into position for landing on a runway, which is not suitably located for a straight-in approach.

The flight crew must conduct the flight within the circling area, while maintaining required visual references at all times. The briefing for the applicable instrument approach should include the Missed Approach Procedure and how this procedure would be regained following loss of visual reference during the circling manoeuvre

. 18.2 VISUAL CONTACT ESTABLISHED:

If visual contact with the surface is established and maintained, flight may continue towards the Missed Approach Point, at the highest altitude which is clear of cloud, but not below MDA (H).

Once visual contact with the airport is established and maintained, the circling manoeuvre may be continued towards the landing runway, otherwise initiate a go-around at the Missed Approach Point.

During the circling manoeuvre, visual contact with the surface and visual reference with the landing runway must be maintained. The altitude flown should be the highest consistent with visual contact and separation from the cloud ceiling. Descent below the MDA (H) is not permitted until established on a 3° approach slope.

18.3 CEILING & VISIBILITY REQUIREMENT:

The PIA ceiling and visibility requirements for a circling approach for A320 are as under:

¾ MDH 600’ (AGL). ¾ Visibility 1600m. ¾ Or as published on Jeppesen Charts whichever is higher.



Chapter 18 Page - 2

CIRCLING APPROACH Edition III




Chapter 19 Page - 1

VISUAL APPROACH Edition III


19.0 VISUAL APPROACH: For detailed procedure refer to FCOM PRO-NOR-SOP-18-C.

A visual approach shall ONLY be accepted if following criteria is met: ¾ Visibility is more than 5 km. ¾ Positive contact with the ground. ¾ Vertical distance from cloud base at least 2000ft. ¾ Any other proceeding traffic is in sight. ¾ During day only. During the conduct of a visual approach, pilot is responsible for adequate terrain clearance and traffic avoidance. If, at any time after the acceptance of visual approach, the above said criteria is not met, the visual approach must be discontinued and ATC informed accordingly.

19.1 GENERAL:

Perform the approach on a nominal 3 ° glideslope using visual references. Approach to be stabilised by 1000 ft AGL on the correct approach path, in the landing configuration, at VAPP.

Method: ¾ The AP is not used ¾ Both FDs are OFF ¾ FPV use is recommended ¾ A/THR use is recommended with managed speed.

Note: If the forecasted tailwind at landing is greater than 10 kt, decelerated approach is not allowed, and the speed should be stabilized around VREF + 5 kt in final.

19.2 INITIAL/INTERMEDIATE APPROACH:

The flight plan selected on the MCDU should include the selection of the landing runway. The downwind leg may also be part of the flight plan. This may be a useful indication of the aircraft position in the circuit on the ND. However, visual references must be used. Therefore, at the beginning of the downwind leg: ¾ Manually ACTIVATE APPR PHASE. ¾ Select FDs to OFF. ¾ Select TRK FPA to have FPV displayed. ¾ Check A/THR active.



Chapter 19 Page - 2



Extend the downwind leg to 3 s/100 ft (± 1 s/1 kt of headwind / tailwind). Turn into base leg with a maximum of 30 ° of bank. Descent with approximate FPA, in FLAPS 2, at F speed.

19.3 FINAL APPROACH:

The speed trend arrow and FPV help the flight crew make timely and correct thrust settings (if in manual thrust), and approach path corrections. Avoid descending through the correct approach path with idle thrust. (Late recognition of this situation without a prompt thrust increase may lead to considerable speed decay and altitude loss). Ensure that the aircraft is stabilised on the final descent path at VAPP (or ground speed mini) in the landing configuration with the thrust stabilised (usually above idle) at 1000 ft above airfield elevation. If the aircraft is not stabilised, the flight crew must initiate a go around, unless they think that only small corrections are necessary to rectify minor deviations from stabilised conditions due, amongst others, to external perturbations. Avoid any tendency to “duck under” in the late stages of the approach. Avoid destabilising the approach in the last 100 ft, in order to have the best chance of performing a good touchdown at the desired position.



Chapter 19 Page - 3





Chapter 20 Page - 1

GO AROUND Edition III


20.0 GO AROUND:

For detailed procedure refer to FCOM PRO-NOR-SOP-20. Failure to recognise the need for and to execute a go-around, when required, is a major cause of approach and landing accidents. Because a go-around is an infrequent occurrence, it is important to be "go-around minded". The decision to go-around should not be delayed, as an early go-around is safer than a last minute one at lower altitude.

20.1 DECISION MAKING:

The flight crew must consider performing a go-around if: ¾ There is a loss or a doubt about situation awareness, or ¾ There is a malfunction which jeopardizes the safe completion of

the approach e.g. major navigation problem, or ¾ ATC changes the final approach clearance resulting in rushed

action from the crew or potentially unstable approach, or ¾ The approach is unstable in speed, altitude, or flight path in such

a way that stability is not obtained by 1 000 ft AAL, or is not maintained until landing, or

¾ Adequate visual references are not obtained at minima or lost below minima.

Any of the following alerts occur: ¾ GPWS. ¾ TCAS. ¾ Windshear.

20.2 GO-AROUND NEAR THE GROUND:

The PF must NOT initiate a go-around after the selection of the thrust reversers. If the PF initiates a go-around, the flight crew MUST complete the go-around manoeuvre. If the flight crew performs a go-around near the ground, they should take into account the following:

¾ The PF should avoid excessive rotation rate, in order to prevent a

tailstrike. ¾ A temporary landing gear contact with the runway is acceptable.



Chapter 20 Page - 2



Only when the aircraft is safely established in the go-around, the flight crew retracts flaps one step and the landing gear. If the aircraft is on the runway when the PF applies TOGA thrust CONFIG ECAM red warning(s) may transiently trigger. The flight crew should disregard these alerts.

20.3 ENGINES ACCELERATION:

When the pilot sets TOGA thrust for go-around, it takes some time for the engines to spool up due to the acceleration capability of the high by pass ratio engines. Therefore, the pilot must be aware that the aircraft will initially lose some altitude. This altitude loss will be greater if initial thrust is close to idle and/or the aircraft speed is lower than VAPP.

20.4 PROCEDURE:

Apply the following three actions simultaneously: ¾ THRUST LEVERS................................................................TOGA.

If TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust levers as required. This enables to engage the GO-AROUND phase, with associated AP/FD modes. The flight crew may use CL detent to have benefit of A/THR.

Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the GO-AROUND phase, and flying over, or close to the airport will sequence the Destination waypoint in the F-PLN.

¾ ROTATION...................................................................PERFORM.

Initiate rotation towards 15 ° of pitch with all engines operative (approximately 12.5 ° if one engine is out) to get a positive rate of climb, then follow the SRS Flight Director orders. When near the ground, avoid excessive rotation rate in order to prevent a tail strike.

¾ “GO AROUND” ..........................................................ANNOUNCE. ¾ “FLAPS”................................................. lever SELECT AS RQRD

Retract one step of flaps. ¾ FMA........................................................................... ANNOUNCE.

The following modes are displayed: MAN TOGA / SRS / GA TRK or NAV / A/THR (in blue). Depending on the guidance modes during approach, NAV mode is either automatically armed or automatically engaged.

¾ “POSITIVE CLIMB” ..................................................ANNOUNCE.



Chapter 20 Page - 3



¾ “L/G UP”............................................................................ORDER. ¾ L/G.............................................................................SELECT UP. ¾ NAV or HDG mode....................................................... AS RQRD.

Reselect NAV or HDG, as required (minimum height 100 ft). ¾ AP...................................................................................AS RQRD. Note: Go-around may be flown with both autopilots engaged. Whenever any other mode engages, AP 2 disengages. AT GO-AROUND THRUST REDUCTION ALTITUDE: � THRUST levers.............................CL. LVR CLB flashing on FMA.

AT GO-AROUND ACCELERATION ALTITUDE: Monitor that the target speed increases to green dot. � If the target speed does not increase to green dot:

¾ ALT knob...........................................CHECK and PULL.

� At F speed: ¾ “FLAPS 1”.............................................................ORDER. ¾ FLAPS1................................................................SELECT.

� At S speed:

¾ “FLAPS 0”...................................................................ORDER. ¾ FLAPS 0.....................................................................SELECT. ¾ GND SPLRS...............................................................DISARM. ¾ NOSE sw..........................................................................OFF. ¾ RWY TURN OFF sw.........................................................OFF. ¾ OTHER EXTERIOR LIGHTS...................................AS RQRD

The flight crew can maintain the LAND LIGHTS selector set to ON, until 10000’ checks.

Note: Consider the next step:

¾ “Engage NAV mode, to follow the published missed approach procedure, or

¾ Prepare for a second approach by selecting the ACTIVATE APP PHASE, and CONFIRM on the PERF page. AFTER TAKEOFF/CLIMB CHECKLIST down to the line..................COMPLETE.



Chapter 21 Page - 1

LANDING Edition III


21. LANDING: For detailed procedure refer to FCOM PRO-NOR-SOP-19.

A stabilised approach is essential for achieving successful landings. It is imperative that the flare height be reached at the appropriate airspeed and flight path angle. The A/THR and FPV are effective aids to the pilot.

VAPP should be determined with the wind corrections by using the FMGS functions. As a reminder, when the aircraft is close to the ground, the wind intensity tends to decrease and the wind direction to turn (direction in degrees decreasing in the northern latitudes). Both effects may reduce the head wind component close to the ground and the wind correction to VAPP is there to compensate for this effect. When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to maintain a close tracking of the glideslope. Priority should be given to the attitude and sink rate. If a normal touchdown distance is not possible, a go-around should be performed.

If the aircraft has reached the flare height at VAPP, with a stabilised flight path angle, the normal SOP landing technique will lead to the right touchdown attitude and airspeed.

During the flare, the pilot should not concentrate on the airspeed, but only on the attitude with external cues. Specific PM call outs have been reinforced for excessive pitch attitude at landing:

¾ PM will call “PITCH, PITCH”, if the pitch angle reaches 10 ̊ ¾ PM will call “BANK, BANK”, if the bank angle reaches 7 ̊ Note: A tail strike occurs, if the pitch attitude exceeds 13.5 ̊ (11 ̊with landing gear compressed).

A wingtip or engine scrape occurs, if the roll angle exceeds 20 ̊ (16 ̊ with landing gear compressed).



Chapter 21 Page - 2

LANDING Edition III


21.1 BOUNCING AT TOUCH DOWN:

In case of light bounce, maintain the pitch attitude and complete the landing, while keeping the thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate.

In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a second touchdown during the go-around. Should it happen, it would be soft enough to prevent damage to the aircraft, if pitch attitude is maintained.

Only when safely established in the go-around, retract flaps one step and the landing gear. A landing should not be attempted immediately after high bounce, as thrust may be required to soften the second touchdown and the remaining runway length may be insufficient to stop the aircraft.

21.2 BRAKES:

The use of auto brake versus pedal braking should observe the following guidelines: The use of A/BRAKE is usually preferable because it minimizes

the number of brake applications and thus reduces brake wear. Additionally, the A/BRAKE provides a symmetrical brake pressure application which ensures an equal braking effect on both main landing gear wheels on wet or evenly contaminated runway. More particularly, the A/BRAKE is recommended on short, wet, contaminated runway, in poor visibility conditions and in Auto land.

The use of LO auto brake should be preferred on long and dry runways.

The use of MED auto brake should be preferred for short or contaminated runways.

The use of MAX auto brake is not recommended.

On very short runways, the use of pedal braking is to be envisaged since the pilot may apply full pedal braking with no delay after touchdown.



Chapter 21 Page - 3

LANDING Edition III


On very long runways, the use of pedal braking may be envisaged if the pilot anticipates that braking will not be needed. To reduce brake wear, the number of brake application should be limited.

In case of pedal braking, do not ride the brakes but apply pedal braking when required and modulate the pressure without releasing. This minimises brake wear.

The green DECEL light comes on when the actual deceleration is 80 % of the selected rate.

21.3 FLARE AND TOUCHDOWN:

Prior to flare, avoid destabilisation of the approach and steepening the slope at low heights in attempts to target a shorter touchdown. If a normal touchdown point cannot be achieved or if destabilisation occurs just prior to flare, a go-around (or rejected landing) should be performed. The PM monitors the rate of descent and should call "SINK RATE" if the vertical speed is excessive prior to the flare.

From stabilised conditions, the flare height is about 30 ft. This height varies due to the range of typical operational conditions that can directly influence the rate of descent. Compared to typical sea level flare heights for flat and adequate runway lengths, be aware of factors that will require an earlier flare, in particular: High airport elevation: Increased altitude will result in higher

ground speeds during approach with associated increase in descent rates to maintain the approach slope.

Steeper approach slope (compared to nominal 3 °).

Tailwind: Increased tailwind will result in higher ground speed during approach with associated increase in descent rates to maintain the approach slope.

Increasing runway slope: Increasing runway slope and/or rising terrain in front of the runway will affect the radio height callouts down to over flying the threshold used by the PF to assess the height for the start of flare possibly causing flare inputs to be late. The visual misperception of being high is also likely.



Chapter 21 Page - 4

LANDING Edition III


Avoid under flaring: The rate of descent must be controlled prior to the initiation of the flare (rate not increasing).

Start the flare with positive (or "prompt") back-pressure on the side-stick and holding as necessary.

Avoid forward stick movement once Flare initiated (releasing back-pressure is acceptable).

At 20 ft, the "RETARD" auto call-out reminds the PF to retard thrust levers. It is a reminder rather than an order. When best adapted, the PF will rapidly retard all thrust levers: depending on the conditions, the PF will retard earlier or later. However, the PF must ensure that all thrust levers are at IDLE detent at the latest at touchdown, to ensure ground spoilers extension at touchdown. In order to assess the rate of descent in the flare, and the aircraft position relative to the ground, look well ahead of the aircraft. The typical pitch increment in the flare is approximately 4 °, which leads to -1 ° flight path angle associated with a 10 kt speed decay in the manoeuvre. Do not allow the aircraft to float or do not attempt to extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. A prolonged float will increase both the landing distance and the risk of tail strike.

After touchdown, the PF must "fly" the nosewheel smoothly, but without delay, on to the runway, and must be ready to counteract any residual pitch up effect of the ground spoilers. However, the main part of the spoiler pitch up effect is compensated by the flight control law itself. It is not recommended to keep the nose high in order to increase aircraft drag during the initial part of the roll-out, as this technique is inefficient and increases the risk of tail strike. Furthermore, if auto brake MED is used, it may lead to a hard nose gear touchdown.

PM will check and Announce “SPOILERS, REVERSE GREEN, DECEL”. If Spoilers do not extend PM should announce “NO SPOILERS”. (If ground spoilers are not armed, ground spoilers extend at reverser thrust selection). If ground spoilers are not extended, the auto brake is not activated.



Chapter 21 Page - 5

LANDING Edition III


The flight crew must select reverse thrust immediately after main gear touchdown. It is better to reduce thrust when passing 70KT. Note: Avoid the use of reverse thrust at low speed, unless required due to an emergency.

Crew will monitor the auto brake, if it is ON. In case of manual braking it is recommended to delay braking until the nose wheel has touchdown.

21.4 ROLLOUT:

When PM announces 70kts, the PF will select REVERSE IDLE (Do not unreverse).It is better to reduce reverse thrust to Idle, when passing 70 kt. However, high levels of reverse thrust may be used in order to control aircraft speed in the case of an emergency.

21.5 TAXI:

Reaching Taxi Speed (Max 30kts), if First Officer is the PF, the Captain will call “MY CONTROL”. The First Officer will hand over the controls to the Captain, who will STOW the reverses. When deselecting the reversers, be careful not to apply forward thrust by moving the thrust levers beyond the FWD IDLE position. The Captain will use the brake pedals to disengage the autobrake before reaching 20kts. Avoid using reverse thrust on taxiways, as it may lead to FOD ingestion. On snow covered areas snow will re circulate into the air inlet, and may cause an engine flameout.



Chapter 22 Page - 1

AFTER LANDING Edition III


22. AFTER LANDING:


After vacating the runway or during back track, the Captain will disarm the ground spoilers. It will be a cue to the First Officer to start the after landing procedure. APU start may be delayed if long taxi is involved. Captain will select the Strobe Light to AUTO on vacating the runway. Flaps should be retracted to position 1 when OAT is above 30 ̊C. However, in case of terminating flights where a crew change is involved and securing aircraft C/L is to be completed the flaps should be retracted to position 0. Once procedure is complete and runway has been vacated the First officer will carry out the AFTER LANDING CHECKLIST and announce “AFTER LANDING CHECKLIST COMPLETE”.

22.1 BRAKE FANS:

Brake fans selection should be delayed for a minimum of about 05 min, or done just before stopping at the gate (whichever occurs first), to allow thermal equalisation and stabilisation and thus avoid oxidation of brake surface hotspots. Selecting the brake fans before reaching the gate prevents the brakes fans from blowing carbon dust on the ground personnel. However, when the turnaround time is short or if the temperature of any brake is likely to exceed 500°C, use the brake fans without delay.

Maintenance action is due in the following cases:

The temperature difference between two brakes of a gear is more than 150 °C, and the temperature of one of these brakes is above or equal to 600 °C, or

The temperature difference between two brakes of a gear is more than 150 °C, and the temperature of one of these brakes is below or equal to 60 °C, or

The difference between the average temperature of the left gear brakes and right brakes is above or equal to 200 °C, or

The temperature of one brake exceeds 900 °C.



Chapter 22 Page - 2

AFTER LANDING Edition III




Chapter 23 Page - 1

PARKING Edition III


23. PARKING:

For detailed procedure refer to FCOM PRO-NOR-SOP-22. 23.1 ARRIVAL AT GATE:

On entering the apron, taxi speed should not exceed 5 kits. On reaching the Parking stand, Captain will set the Parking brakes and check the Brake pressure on triple gauge. First Officer will select the APU bleed to ON and will switch off ANTI-ICE if used. The Captain will shut down the engines and switch OFF seatbelts and beacon light.

First Officer will announce on PA, "CABIN CREW PREPARE FOR ARRIVAL, DISARM DOOR SLIDES AND CROSS CHECK".

NOTE: In case of U/S APU and if there is any delay in providing GPU, PM should carry out disarming announcement before engine shutdown.

The ACCUPRESS indication must be in the green band. In case of low accumulator pressure, chocks are required before engine 1 shutdown.

Captain will establish ground communication, confirm chocks are in place and then release Parking brake. First Officer will carry out PARKING flow as per FCOM. After confirming on the DOOR/OXY SD page that all slides have been Disarmed, the Captain will ask for The Parking Checklist. The First Officer will read the checklist and once completed will announce “PARKING CHECKLIST COMPLETE”.



Chapter 24 Page - 1

SECURING THE AIRCRAFT Edition III


24. SECURING THE AIRCRAFT:

For detailed procedure refer to FCOM PRO-NOR-SOP-23. The Securing Procedure should be performed when the aircraft is left unattended: i.e. no qualified flight crew or ground crew are in the cockpit to supervise and monitor the aircraft systems.

24.1 GENERAL:

APU and Packs should be kept ON till all passengers have disembarked or the transit time is less than 02 hours. If there are local restrictions at the airport or the GPU and Air-conditioning van are available at no extra cost, APU will be shut down after Ground Power and Air-conditioning van have been connected.

Securing the aircraft procedures shall be accomplished as per FCOM. The First Officer will read checklist on Captain‘s command and both pilots will act as per their area of responsibility. Once the checklist is completed the First Officer will call “SECURING THE AIRCRAFT CHECKLIST COMPLETE”.

DUs to be dimmed. First Officer will complete the Digital Flight Logand present it to

the Captain. The Captain will check all the relevant information and, if required, write his comments in the Debrief, and then electronically sign it.

Captain/First Officer will ensure that all defects are recorded in the Technical Logbook.

First Officer will secure all flight related documents and put them in the Envelope provided for this purpose. He will keep all the Technical Library in the prescribed stowage area.

The cockpit should be left neat and tidy with the door open and unlocked.

First Officer will carry out Post Flight exterior inspection. When conducting post flight walk around the high visibility ramp jacket MUST be worn.



Chapter 25 Page - 1

STANDARD CALLOUTS Edition III


S No. STANDARD CALLOUTS

Page no.

25 STANDARD CALLOUTS 2

25.1 CHECKLIST CALLOUT 2

25.2 ACTIONS COMMANDED BY PF 2

25.3 FMA 4

25.4 ALTITUDE 4

25.5 FLAPS OR GEAR CALLOUT 4

25.6 GEAR CALLOUTS 5

25.7 FLIGHT PARAMETERS IN APPROACH 5

25.8 FLIGHT PARAMETERS IN GO-AROUND 6

25.9 PF/PM DUTIES TRANSFER 6

25.10 ABNORMAL AND EMERGENCY CALLOUTS 7

25.11 MEMORY ITEMS 7

25.12 SUMMARY FOR EACH PHASE 9



Chapter 25 Page - 2



25.0 STANDARD CALLOUTS:

25.1 CHECKLIST CALLOUT:

“CHECK”: A command for the other pilot to check an item. “CHECKED”: A response that an item has been checked. “CROSSCHECKED”: A callout verifying information from

both pilot stations.

If a checklist needs to be stopped, announce: “HOLD CHECKLIST AT __________________“ and “RESUME CHECKLIST AT” for the continuation.

Upon completion of a checklist announce: “CHECKLIST COMPLETE”.

25.2 ACTIONS COMMANDED BY PF:

GENERAL:

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 a value, but not to change a mode. SET is accomplished by only rotating the appropriate selection knob.

Example:

“SET GO AROUND ALTITUDE ____” “SET QNH __” “SET FL __” “SET HDG __”



Chapter 25 Page - 3



MANAGE/PULL

The “MANAGE” command means pushing an FCU knob to engage, or arm, a managed mode or target.

The “PULL” command means pulling an FCU knob to engage a selected mode or target. Example:

- "PULL HDG 090” (HDG/TRK knob is pulled and turned).

- “MANAGE NAV” (HDG/TRK knob is pushed).

- “FL 190 PULL” (ALT knob is turned and pulled).

- “FL 190 MANAGE” (ALT knob is turned and pushed).

- “PULL SPEED 250 KNOTS” (SPD/MACH knob is pulled and turned).

- “MANAGE SPEED”(SPD/MACH 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.

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 the specified FCU button.

e.g. : “ARM APPROACH” e.g. : “ARM LOC.” ON/OFF



Chapter 25 Page - 4



The simple ON or OFF command is used for the autopilot, flight directors, auto thrust and the bird (flight path vector).

e.g.: BIRD ON (The HDG-V/S / TRK-FPA PB is pushed.)

25.3 FMA

The PF should call out any FMA change, unless specified differently (e.g. CAT II & III task sharing). Therefore, the PF should announce:

- All armed modes with the associated color (e.g. blue,

magenta): “G/S blue”, “LOC blue”.

- All active modes without the associated color (e.g. green, white): “NAV”, “ALT”.

The PM should check and respond, “CHECKED” to all FMA changes called out by the PF.

25.4 ALTITUDE

The PM calls out “One thousand feet to go” when passing 1000 ft before the cleared altitude or FL, and the PF calls out “checked”.

25.5 FLAPS OR GEAR CALLOUTS

FLAPS' CONFIGURATION CALLOUT

1 "FLAPS ONE"

1 + F "FLAPS ONE"

0 "FLAPS ZERO"



Chapter 25 Page - 5



CALLOUT REMARK

PF "FLAPS ONE"

"SPEED CHECKED" "FLAPS PM checks the speed: ONE" Above the S or F speed and

accelerating (Takeoff)Below VFE next and decelerating (Approach)

PM

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.

25.6 GEAR CALLOUTS CALLOUT REMARKS

PF "GEAR UP (DOWN)"

The PM selects the L/G lever position PM "GEAR UP (DOWN)" and replies after checking the red lights on the LDG GEAR indicator to confirm

gear operation.

25.7 FLIGHT PARAMETERS IN APPROACH

The PM will make callouts for the following conditions during final approach. Attitude callouts also to be made through to landing.

- “SPEED” if the speed decreases below the speed target -5

kt or increases above the speed target +10 kt.

- “SINK RATE” when V/S is greater than -1 000 ft/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



Chapter 25 Page - 6



• 1/2 dot GS.

- “CROSS TRACK” when the XTK is greater than 0.1 nm.

- “V/DEV” when the vertical deviation is greater than 1/2 dot.

- “COURSE” when greater than 1/2 dot or 2.5° (VOR) or 5° (ADF).

- “_FT HIGH (LOW)” at altitude checks points.

25.8 FLIGHT PARAMETERS IN GO-AROUND

During a go-around, the PNF will make a call out for the following conditions:

- “BANK”: If the bank angle becomes greater than 7°,

- “PITCH”: If the pitch attitude becomes greater than 20° up

or less than 10° up,

- “SINK RATE”: If there is no climb rate.

25.9 PF/PM DUTIES TRANSFER

To transfer control, flight crewmembers must use the following callouts:

- To give control: The pilot calls out “YOUR CONTROL”. The

other pilot accepts this transfer by calling out “MY CONTROL”, before assuming PF duties.

- To take control: The pilot calls out “MY CONTROL”. The

other pilot accepts this transfer by calling out “YOUR CONTROL”, before assuming PM duties.

25.10 ABNORMAL AND EMERGENCY CALLOUTS

ECAM PROCEDURES

“ECAM ACTION” 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



Chapter 25 Page - 7



on the present 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 COMPLETE” is the announcement by the PM that all APPLICABLE ACTIONS have been completed.

Should the PF require an 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.

25.11 MEMORY ITEMS

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).

GPWS As soon as avoidance maneuver is envisaged.

"PULL UP TOGA"

REACTIVE WINDSHEAR

"WINDSHEAR TOGA"

UNRELIABLE SPEED INDICATION

"UNRELIABLE SPEED"

TCAS

As soon as "TRAFFIC" warning is triggered

"TCAS, I have control"



Chapter 25 Page - 8



EMERGENCY DESCENT

"EMERGENCY DESCENT"

LOSS OF BRAKING

"LOSS OF BRAKING"

STALL RECOVERY

As soon as any stall indication is recognized.

"STALL, I have control"

STALL WARNING AT LIFT-OFF

"STALL, TOGA 15°"



Chapter 25 Page - 9



25.12 SUMMARY FOR EACH PHASE






APPROACH AND LANDING

EVENT PF PM

Approach checklist APPROACH C/L APPROACH C/L COMPLETE

Activation of approach ACTIVATE APPROACH

Phase PHASE APPROACH PHASE ACTIVATED

RA alive CHECKED RADIO ALTIMETER ALIVE(1)

At G/S*, FINAL APP or below the go-around altitude for approach with FPA guidance.

- If the PF requests the PM to set the go-around altitude: SET GA ALTITUDE_FT - If the PF sets the go-around altitude: GA ALTITUDE_SET

GA ALTITUDE_SET

CHECKED

FAF PASSING (Fix Name), FT, CHECKED

Landing checklist LANDING C/L LANDING C/L COMPLETE

1 000 ft RA CHECKED ONE THOUSAND

100 ft above MDA/DH ONE HUNDRED ABOVE CHECKED

MDA/DH visual Continue MINIMUM2 reference

MDA/DH novisual MINIMUM2 reference GO AROUND-FLAPS

ONE HUNDRED2 FIFTY2

After touchdown SPOILERS3 REVERSE GREEN4 Ground spoilers

extended REV green on

Deceleration DECEL5

At 70 kt SEVENTY KNOTS






(1) For situational awareness crew should now keep RA in scan to landing . (2) PM monitors pin-programmed auto callout, or announces if inoperative. (3) If the spoilers are not extended, call NO SPOILERS (4) If no reverse deployment, call NO REVERSE ENGINE__ or NO REVERSE, as appropriate. (5) DECEL Callout means that the deceleration is felt by the crew, and confirmed by the speed trend on the PFD. It can also be confirmed by the DECEL light. If no positive deceleration, NO DECEL.

DISCONTINUED APPROACH

EVENT PF PM DISCONTINUED

CANCEL APPROACH

APPROACH decision

GO AROUND

EVENT PF PM GO AROUND decision GO AROUND - FLAPS

Flaps retraction FLAPS-

Gear retraction GEAR UP POSITIVE CLIMB

GEAR UP

Checklist AFTER TAKEOFF/CLIMB

DOWN TO THE LINE C/L

At transition altitude BELOW THE LINE AFTER TAKEOFF/CLIMB C/L COMPLETE AFTER LANDING

EVENT CAPT. FO

Checklist AFTER LANDING C/L AFTER LANDING C/L

COMPLETE






PARKING

EVENT CAPT. FO

Checklist PARKING C/L PARKING C/L COMPLETE

SECURING THE AIRCRAFT

EVENT CAPT. FO

Checklist SECURING THE SECURING THE AIRCRAFT C/L AIRCARFT C/L COMPLETE



Chapter 26 Page - 1

ALL WEATHER OPERATIONS for A320 LVTO, CAT II & CAT III-B

Edition III Revision 00

13th July, 2020

26.0 All Weather Operations for A-320:

For All Weather Operations for A-320, refer to All Weather Operations for A-320 LVTO, CAT II & CAT III-B manual as approved by PCAA through Letter No. HQCAA/1076/038/FSAC/6142 dated 06th March, 2020.

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