copy - crewserver1.piac.com.pkcrewserver1.piac.com.pk/documents/manual/a320/sop a... · pia...

A-320

STANDARD OPERATING PROCEDURES

PAKISTAN INTERNATIONAL AIRLINES

STANDARDS INSPECTION DIVISION FLIGHT OPERATIONS DEPARTMENT

Document # FOD/SOP-A320/02

Edition – II, Rev-00

Issue Date November 22, 2016

COPY _______________

A320 Standard Operating Procedures

Edition II Rev 00

Nov 22, 2016

CONTENTS

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

GENERAL Page no.

00 Introduction 01

01 General 11

02 Pre Flight Duties 21

03 Safety Exterior Inspection 29

04 Cockpit Preparation 33

05 Before Push Back & Start 41

06 Engine start 47

07 After Start 51

08 Taxi 55

09 Take Off 61

10 Area Departure & Climb 65

11 Cruise 69

12 Descent Preparation 75

13 Descent 81

14 Holding 85

15 Approach 89

16 ILS Approach 97


Edition II Rev 00

Nov 22, 2016

CONTENTS


17 Non Precision Approach 101

18 Circling Approach 108

19 Visual Approach 113

20 Go Around 117

21 Landing 123

22 After Landing 128

23 Parking 131

24 Securing the Aircraft 135

25 Standard Callouts 139

26 All Weather Operations 152


Edition II

Chapter 00 P a g e 1

INTRODUCTION Rev 00

Nov 22, 2016


S No. INRODUCTION Page no.

0.0 Introduction 3

0.1 DISTRIBUTION LIST 3

0.2 HOW TO FILE REVISIONS 4

0.3 REVISION RECORDS 5

0.4 LIST OF EFFECTIVE PAGES 6


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


Intentionally Left Blank


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


0.0 INTRODUCTION

PIA Standard Operating Procedures (SOP) for A320 pertains to specific procedures related to A320aeroplane only. They establish sequence, designate individual and collective crew duties, and where necessary, furnish brief explanations in simple form for understanding. It is an elaboration and an extension of the Airbus recommended procedures and techniques.

Any question about the content or suggestions can be directed to:

Chief Pilot Standards & Inspection

Flight Operations Dept. Head Office,

Room 202 Karachi Airport.

E-Mail: [email protected]

0.1 DISTRIBUTION LIST

Master Copy of A320 Standards Operating Procedures is retained and controlled by the office of Chief Pilot Standards Inspection. Distribution list of A320 SOP is as under:

1. Director Flight Operations

2. All Chief Pilots

3. All Flight Crew (A-320) via IPAD.

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

mailto:[email protected]


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


0.2 HOW TO FILE REVISIONS

How to file revisions in this manual:

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


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


0.3 REVISION RECORDS

REV

#

ISSUE

DATE

CHAPT

#

PAGE # DATE

ENTERED ENTERED

BY SIGN

00 22 Nov, 2016


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


0.4 LIST OF EFFECTIVE PAGES

CHAP DESCRIPTION EFFECTIVE

PAGES REVISIO

N #

REVISION DATE

0 Introduction 1-10 00 Nov 22 ,16

1 General 1-10 00 Nov 22 ,16

2 Pre Flight Duties 1-8 00 Nov 22 ,16

3 Safety Exterior Inspection 1-4 00 Nov 22 ,16

4 Cockpit Preparation 1-8 00 Nov 22 ,16

5 Before Push Back & Start 1-6 00 Nov 22 ,16

6 Engine start 1-4 00 Nov 22 ,16

7 After Start 1-4 00 Nov 22 ,16

8 Taxi 1-6 00 Nov 22 ,16

9 Take Off 1-6 00 Nov 22 ,16

10 Area Departure & Climb 1-4 00 Nov 22 ,16

11 Cruise 1-6 00 Nov 22 ,16

12 Descent Preparation 1-6 00 Nov 22 ,16

13 Descent 1-4 00 Nov 22 ,16

14 Holding 1-4 00 Nov 22 ,16

15 Approach 1-8 00 Nov 22 ,16

16 ILS Approach 1-4 00 Nov 22 ,16

17 Non Precision Approach 1-8 00 Nov 22 ,16

18 Circling Approach 1-4 00 Nov 22 ,16

19 Visual Approach 1-4 00 Nov 22 ,16

20 Go Around 1-6 00 Nov 22 ,16

21 Landing 1-6 00 Nov 22 ,16

22 After Landing 1-4 00 Nov 22 ,16

23 Parking 1-4 00 Nov 22 ,16

24 Securing the Aircraft 1-4 00 Nov 22 ,16

25 Standard Callouts 1-16 00 Nov 22 ,16

26 All Weather Operations 1-26 00 Nov 22 ,16


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


ABBREVIATIONS

A/C Aircraft

AAL Above Aerodrome Level

ACAS Airborne collision Avoidance System

CAN Aircraft Classification Number

ADF Automatic Direction Finder

AFM Airplane Flight Manual

AGL Above Ground Level

AIP Aeronautical Information Publication

ALT Altitude

AMSL Above Mean Sea Level

A/P Autopilot

APU Auxiliary Power Unit

ARP Airport Reference Point

ASI Airspeed Indicator

ASU Air Starter Unit

ATC Air Traffic Control

ATIS Automatic Terminal Information Service

ATPL Airline Transport Pilot License

ATS Air Traffic Services

AWO All Weather Operations

CAA Civil Aviation Authority

CAT Clear Air Turbulence

CAT 1 Landing Category 1 or Category 1 Approach

CAVOK Ceiling and Visibility OK

CDL Configuration Deviation List

CFP Computerized Flight Plan

CM-1 Crew Member-1 (Pilot occupying left seat)

CM-2 Crew Member-2 (Pilot occupying the right seat)

CRM Crew Resource Management

CVR Cockpit Voice Recorder

DA Decision Altitude

DEST Destination

DFDR Digital Flight Data Recorder

DGCAA Director General Civil Aviation Authority

DH Decision Height

DME Distance Measuring Equipment


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


ECAM Electronic Centralized Aircraft Monitoring

EGPWS Enhanced Ground Proximity Warning System

EO Engine Out

EOACC Engine Out Acceleration

EWD Engine Warning Display

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

FAC Flight Augmentation Computer

FAF Final Approach Fix

FCOM Flight Crew Operating Manual

FCTM Flight Crew Training Manual

FD Flight Director

FDTL Flight Duty Time Limitation

FL Flight Level

FMA Flight Mode Annunciator

FOB Fuel Onboard

FOD Fuel Over Destination

FOO Flight Operation officer

G/S Glide Slope

GA Go Around

GPS Global Positioning System

HDG Heading

HIALS High Intensity Approach Light System

HIRL High Intensity Runway Lights

Hpa Hectopascals

IAS Indicated Airspeed

ICAO International Civil Aviation Organization

IFR Instrument Flight Rules

ILS Instrument Landing System

ISA International Standard Atmosphere

ISIS Integrated Standby Instrument System

KHz Kilo Hertz

Km Kilometer

Kt Knot

L/G Landing Gear

LCN Load Classification Number

LDA Landing Distance Available

LMC Last Minute Change


Edition II


INTRODUCTION Rev 00

Nov 22, 2016


LVP Low Visibility Procedure

LVTO Low Visibility Take Off

M Mach

MAP Missed Approach Point

MCDU Multipurpose Control & Display Unit

MCT Maximum Continuous Thrust

MDA/H Minimum Descent Altitude/Height

MEA Minimum En-route Altitude

MEL Minimum Equipment List

MHz Mega Hertz

MLW Maximum Landing Weight

MMEL Master Minimum Equipment List

MTOW Maximum Takeoff weight

MZFW Maximum Zero Fuel Weight

NDB Non directional Beacon

NM Nautical mile

NOTAM Notice to Airmen

OAT Outside Air Temperature

OCA/H Obstacle Clearance Altitude/Height

OM Outer Marker

PA Public Address

PAPI Precision Approach Path Indicator

PB Push Button

PBE Protective Breathing Equipment

PIC Pilot in Command

PF Pilot flying

PM Pilot Monitoring

PNF Pilot not Flying

QFE Altimeter Setting to show height above airfield

QNE Standard Pressure Setting

QNH Pressure Setting to Altitude above mean sea level

RA Radio Altimeter

ROC Rate of Climb

RTO Rejected Takeoff

RTOW Regulated Takeoff Weight

RWY Runway

LOC Localizer


Edition II

Chapter 00 P a g e 1 0

INTRODUCTION Rev 00

Nov 22, 2016


SID Standard Instrument Departure

SPD Speed

STAR Standard Terminal Arrival Route (USA)

STAR Standard Instrument Arrival (ICAO)

TAF Terminal Area Forecast

TCAS Traffic Alert and Collision Avoidance System

TDZ Touchdown zone

TDZE Touchdown zone Elevation

THS Trim able Horizontal Stabilizer

TMA Terminal Control Area

TOC Top of climb

TOCG Takeoff Centre of Gravity

TOD Top of Descend

TODA Takeoff Distance Available

TOGA Takeoff Go-around Thrust

TORA Takeoff run Available

TOW Takeoff Weight

U/S Unserviceable or Under Supervision

UTC Universal Coordinated Time

V1 Decision Speed

V2 Takeoff Safety Speed

VASI Visual Approach Slope Indicator

VFR Visual Flight Rules

VHF Very High Frequency

VMO Maximum Operating Speed

VLS Lowest Selectable Speed

VOR VHF Omni Directional Range

Vr Rotation Speed

Vref Landing Reference Speed

V/S Vertical Speed

VSI Vertical Speed Indicator

WPT Waypoint

WX Weather

X-CHECK Cross Check

Z Zulu Time (UTC)

ZFW Zero Fuel Weight


Edition II

Chapter 01

Page 1

GENERAL Rev 00

Nov 22, 2016

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

S No. GENERAL Page no.

01 General 3

1.1 Adherence 3

1.2 Crew definition 3

1.3 Control handover 4

1.4 Seatbelt and shoulder harness 5

1.5 Sterile cockpit 5

1.6 Cockpit tidiness 5

1.7 Cockpit discipline 6

1.8 Items to carry 6

1.9 Communication radio settings 7

1.10 Use of headsets 7

1.11 Task sharing 7

1.12 Normal checklist 8

1.13 Hydraulic pressurization 9

1.14 Standard callouts 9


Edition II

Chapter 01

Page 2

GENERAL Rev 00

Nov 22, 2016




Edition II

Chapter 01

Page 3

GENERAL Rev 00

Nov 22, 2016


1. GENERAL

The PIA Standard Operating Procedures (SOP) for A320 pertain 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. However, circulars may be issued from time to time which shall have precedence. 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).

1.2 CREW DEFINITION

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

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

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

The Captain will decide the duties PF and PM 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:


Edition II

Chapter 01

Page 4

GENERAL Rev 00

Nov 22, 2016


Normal flight procedures (i.e. manipulation of flight controls and Thrust Levers etc.)

Flight path

Navigation

PM will be responsible for:

Monitoring PF

Normal flight procedures

Checklist reading and actions

Communication

Tasks requested by PF

Using the engine master switches, cockpit C/Bs, IR and guarded switches, with PF's confirmation (except on ground)

1.3 CONTROL HANDOVER

These procedures have been compiled for clarity as Captain being PF .However, when First Officer is PF at Captain‘s discretion, then the Captain shall perform the duties of PM.

In case of emergency, Captain may take over the controls by announcing, ―MY CONTROL‖. First Officer will hand over the controls and announce; ―YOUR CONTROL‖.

The Captain shall be the designated Pilot Flying while aero plane is on the ground. He will taxi the aero plane and call for the required checklists.

On ground First Officer will perform PM duties up to line up on the runway, and after landing, when aero plane speed reduces below 70kts.


Edition II

Chapter 01

Page 5

GENERAL Rev 00

Nov 22, 2016


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 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 when requested by the Captain / PF. 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 phase of flight. The concept of a sterile cockpit as given in OM part A 8.1.8 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 accidently operate controls or pushbuttons. It is highly recommended that the flight crew places and stows all objects in their dedicated area in the cockpit.

- Cups in the cup holders.

- Books and papers, if any, in the lateral stowage.

- Trash in the waste bin in the lateral console.


Edition II

Chapter 01

Page 6

GENERAL Rev 00

Nov 22, 2016


- Meal trays on the floor behind the flight crew. The flight attendant shall collect the meal trays as soon as possible.

- 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

Crewmembers will carry the following

Flash Light …………………….All

Personal Documents…………All

o Valid License

o Valid medical and health certificate(if required)

o Valid passport with valid VISA as per requirement

o Crew member certificate (if issued)

o CAT II certificate (if applicable) o Flight Crew certificate of training with valid endorsements of

o CRM o SEP transition & Joint o DGR


Edition II

Chapter 01

Page 7

GENERAL Rev 00

Nov 22, 2016


1.9 COMMUNICATION &RADIO SETTINGS

VHF 1 will be used for ATC, VHF 2 for Company / Weather or any specific frequency required in special airspace 123.45 may be set during cruise when not within company range, and VHF 3 121.5/Data and for recording P.A announcements. However, it may be used for voice communication if either the VHF-1 or VHF-2 radio is not serviceable or when utilization 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 will be used along with Boom Mike to monitor all conversation with ground agencies and ATC until top of climb and also when operating in high-density traffic areas. Loud speakers may be used during cruise until reaching top of descent. Thereafter headsets with Boom mike should be used till engines shut down. 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.

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. Upon FCU selections PF should check and announce FMA. PM must cross check and announce, ―CHECKED‖.

Communication is vital for any flight crew. Each time one flight crewmember adjusts or makes any changes and/or equipment


Edition II

Chapter 01

Page 8

GENERAL Rev 00

Nov 22, 2016


on the flight deck, the other flight crewmember must be notified, and an acknowledgement must be obtained.

Such adjustments and changes include but are not limited to:

FMGS alterations/any direct route, way point selection

Changes in speed or Mach or any other changes on the FCU

Tuning navigation aids

Flight path modifications

System selections (e.g. anti-ice system, packs on after take-off)

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 and then - PM reads the actions, and - The PF acts on commands

Otherwise, the procedure is considered as read and do and performed by PM.

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 flight crew to manage the workload.

The PF requests the Normal Checklist, and PM reads it, the checklist actions are referred to as ―Challenge / Response‖ type


Edition II

Chapter 01

Page 9

GENERAL Rev 00

Nov 22, 2016


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 HYDRAULIC PRESSURIZATION

When there is need to pressurize the hydraulics on ground, clearance from ground crew should be obtained prior to switching ON yellow electric pump.

1.14 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.


Edition II

Chapter 01

Page 10

GENERAL Rev 00

Nov 22, 2016




Edition II

Chapter 02

Page 1

Pre Flight Duties Rev 00

Nov22, 2016


S No. PRE FLIGHT DUTIES

Page no.

02 PRE FLIGHT DUTIES 3

2.1 Technical Status of Aero plane 3

2.2 Weather/Alternate Briefing 3

2.3 Nav / Com Facilities 4

2.4 Flight Plan and Operational Requirements 4

2.5 Arrival on Aero plane 4

2.6 Cabin Crew Report 7

2.7 Boarding Clearance 7


Edition II

Chapter 02

Page 2


Nov22, 2016




Edition II

Chapter 02

Page 3


Nov22, 2016


2. PRE FLIGHT 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 aero plane status with regard to airworthiness and MEL waivers, carried forward defects with calculated aero plane‘s revised performance and operational procedures with penalties as applicable.

2.2 WEATHER/ALTERNATE BRIEFING

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

En-route significant weather, winds, temperature and Alternates.

A terminal forecast for destination and alternate airports, including the designated En-route/Takeoff alternates when applicable.

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

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

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.

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


Edition II

Chapter 02

Page 4


Nov22, 2016


2.3 NAV / COM FACILITIES

Central Dispatch will brief and crew will examine the latest

relevant NOTAMS and will check that all required facilities at departure, destination and alternates are operational and fulfill the requirements.

2.4 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS

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

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

Capt 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.

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. Although these computerized requirements are normally accurate, the flight crew must check them for gross errors, the easiest way to do this is to use the quick determination of flight plan tables (Refer to Performance Chapter of FCOM)

2.5 ARRIVAL ON AERO PLANE

After arriving at the aircraft, the Captain or F/O will check:

Technical status of the aeroplane

Reported snags on the previous flights and their rectification

Periodic checks that are due.


Edition II

Chapter 02

Page 5


Nov22, 2016


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.

German Certificate /KSA GACA Certificate, (If required).

C of A.

C of R.

Weight Schedule.

Fuel Carnet.

Wireless License

Emergency Equipment Location Chart

Insurance Certificate.

Residual Disinfection Certificate.

Official Flight Logbook.

Technical Logbook.

Captains Debrief book.

Flight Pack list.

A file is being kept on board along with the Technical Library, which consists of 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 20days. 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 Vol. 1/2/3/4 (I Pad)


Edition II

Chapter 02

Page 6


Nov22, 2016


QRH (hard copy / I Pad)

SOP (I Pad)

Mass and Balance manual. (I Pad)

RTOGW analysis book. (hard copy / I Pad)

MEL/MMEL (I Pad)

Dangerous goods manual (I Pad)

Operations Manual. (Part A/B) (I Pad)

OETBs, Route & Navigation Bulletins and Training Bulletins. (hard copy / I Pad)

An envelope containing the following blank forms:-

Fuel Loading instructions form

ATC and Company Flight Plan

AIREP form

Near Miss form

Bird strike form

Aircraft occurrence Initial report

Lightning strike report

Birth and Death on Board form

Post Flight information report

Trim sheet


Edition II

Chapter 02

Page 7


Nov22, 2016


Flight Attendants Allocation card

Profoma for Unruly passenger

All forms are also available on IPAD APP.

2.6 CABIN CREW REPORT

Lead Cabin Crew member will report to the Captain and inform him/her about the cabin status and the number of cabin crew on board. He / She will obtain the flight information for passenger announcement, In-flight Entertainment (if applicable) system and shall also ascertain duration of taxi time to accomplish safety announcements prior to takeoff.

Captain will brief the lead Cabin Crew member regarding;

Baggage stowage,

Evacuation,

Emergency descent,

Operation of cockpit door& code of the day,

Communication between cockpit and cabin

Hijack Code

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, captain in coordination with central flight dispatch will give boarding clearance. Refer latest company instructions on ―Boarding Clearance‖


Edition II

Chapter 02

Page 8


Nov22, 2016




Edition II

Chapter 03

Page 1

Safety Exterior Inspection Rev 00

Nov22, 2016


S No. SAFETY EXTERIOR INSPECTION

Page no.

03 Safety Exterior INSPECTION 3

3.1 PRELIMINARY COCKPIT PREPARATION 3

3.2 EXTERIOR INSPECTION 4


Edition II

Chapter 03

Page 2


Nov22, 2016




Edition II

Chapter 03

Page 3


Nov22, 2016


3. SAFETY EXTERIOR INSPECTION

Before entering cockpit, Crew will carry out Safety Exterior Inspection.

Wheel Chocks.

Landing Gear doors.

APU Area.

3.1 PRELIMINARY COCKPIT PREPARATION

The objectives of the preliminary cockpit preparation are;

The RCL PB is pressed for at least 3s to display the caution and warnings from the previous flight.

To check the liquid levels i.e. oil, hydraulic and oxygen pressure using

The HYD PB is pressed to check the hydraulic level

The ENG PB is pressed to check engine oil quantity ( Min 9.5 quads)

The DOOR PB is pressed to check the oxygen pressure level

To check the position of surface control levers e.g. Slats/flaps, parking brake.

The flight crew must pay a particular attention to the red OEBs and more particular to the red OEBs that must be applied before the ECAM procedure

First Officer will do preliminary cockpit preparation as per FCOM PRO-NOR-SOP-04-P1/8.


Edition II

Chapter 03

Page 4


Nov22, 2016


3.2 EXTERIOR INSPECTION

The objectives of the exterior inspection are;

To obtain a global assessment of the aircraft status. Any missing parts or panels will be checked against CDL.

To ensure that main aircraft surfaces are in adequate position relative to surface control levers.

To check that there no leaks e.g. engine drain mast, hydraulic lines.

To check the status of the essential visible sensors i.e. AOA, pitot and static probes

To observe any possible abnormalities on the landing gear status

Wheels and tires status [cut,wear,cracks)

LANDING GEAR LOCKS ARE REMOVED

Brake

First Officer will carry out exterior inspection as per FCOM PRO-NOR-SOP-05-P1/8.

When conducting walk-around, flight crew must wear the high visibility vest.


Edition II

Chapter 04

Page 1

Cockpit Preparation Rev 00

Nov22, 2016


S No. COCKPIT PREPARATION Page no.

4.1 Cockpit Preparation 3

4.2 FMGS PROGRAMMING 3

4.3 TAKEOFF Briefing 5

4.4 EXTERIOR INSPECTION 5


Edition II

Chapter 04

Page 2


Nov22, 2016




Edition II

Chapter 04

Page 3


Nov22, 2016


4. COCKPIT PREPARATION

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.

Overhead Panel

Centre Instrument Panel

Pedestal

FMGS preparation (When both pilots are seated)

Glare shield

Lateral Consoles

CM1 / CM2 panels

NOTE: First Officer will note down ATIS.

4.2 FMGS PROGRAMMING

FMGS will be initialized in two steps, inserting navigation data and then performance data; it is to be noted;

―Boxed Fields‖ must be filled

―Blue Fields‖ informs the crew that an entry is permitted

―Green Fields‖ are used for FMS generated data and cannot be changed

―Magenta Characters‖ identify limits (Altitude, Speed or Time) that FMS will attempt to meet

―Yellow Characters‖ indicate a temporary flight plan

―Amber Characters‖ signify the item being displayed is important and requires immediate action

―Small Font‖ signifies that data is FMS computed

―Large Font‖ signifies manually entered data


Edition II

Chapter 04

Page 4


Nov22, 2016


Navigation Data:

Status

Init A

F-Plan

(SEC F-Plan)

RAD NAV

Performance Data:

Init B

Perf

NOTE: Thrust Reduction Altitude is 1000 ft AAL, Acceleration Altitude is 3000 ft AAL, for Cost Index refer to latest circulars.

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

The PM will read the way points from the FMGS and the PF will crosscheck these way points from the CFP. SID & STAR must be correlated with Jeppesen.

To facilitate the above, Plan mode on ND may be used for checking the correct sequencing.

Data on F-Plan page including distance, flight time and F.O.B must be cross checked with the CFP.

ALTIMETER CHECK

Crew must Check Baro readings (QNH) on both PFDs & ISIS and note on the CFP. Maximum difference between PFD altitude indication and airport elevation should not be more than 75 feet. Maximum difference between the 2 PFDS on ground is 20 feet . Refer to PRO-SUP-34 for instrument tolerances.


Edition II

Chapter 04

Page 5


Nov22, 2016


4.3 TAKEOFF BRIEFING

PF should perform the takeoff briefing at the gate when workload permits, after the completion of cockpit preparation and before engine start. It includes the following items:

MISC:

Aeroplane type and model

Aeroplane technical status

NOTAMS

Weather

ENG Start / Pushback Procedure

Expected Taxi Route

RWY Information

Use of ENG/Wing Anti Ice (Only if required)

Init - B Page:

Block Fuel (FOB on EWD)

Estimated TOW

Extra Time / Fuel at Dest

Takeoff Perf Page:

TO RWY

TO CONF

Flex / TOGA

V1, Vr, V2

Trans Alt

Thrust Red / ACC Alt


Edition II

Chapter 04

Page 6


Nov22, 2016


Flight Plan:

Flight plan description / SID Chart briefing

RAD NAV

NADP/COMM Failure procedure (If different from Standard)

Note: Items in the briefing must be cross checked on the associated display.

EMERGENCY BRIEFING

Captain will carry out emergency briefing before the first leg of the flight. 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 co-pilot is the PF he should transfer the controls to the Captain and act as PM.

Briefing

This will be left/right hand seat takeoff.

Any failure before 100 knots or V1 is reached, clearly call out the malfunction and I will call ―STOP‖ or ―GO‖.

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‖. You will monitor ―REV GREEN‖ and ―DECEL‖ and silence any aural warning and inform ATC. Thereafter you will carry out ECAM actions on my command.

If evacuation is required we will carry out ―On Ground Emergency Evacuation Checklist‖.

Any failure after V1, takeoff will be continued and no action before 400 feet AGL except silencing of any aural warning and gear up.

Reaching 400 feet AGL ECAM actions on my command.


Edition II

Chapter 04

Page 7


Nov22, 2016


When the engine is secured stop ECAM, level off, accelerate and cleanup (otherwise continue climbing until engine secured, but not above EO maximum acceleration altitude).

At green dot OPEN CLB, select MCT, resume ECAM, complete after T/O C/L, check Status, ENG OUT routing follow SID, radar vectors, or immediate turn back.

Rejected Takeoff:

To assist in decision making process, the takeoff is divided into low and high speed regimes, with 100 Kts being chosen as the dividing line.

Below 100 knots;

Any ECAM warning / Caution.

From brake release to V1;

Fire warning / any major failure.

Sudden loss of engine thrust.

If aeroplane is unsafe to fly due any reason.

Wind shear.

Any Red ECAM warning or any Amber ECAM caution listed below;

Flt/Ctrl Side stick fault.

Engine fail.

Engine reverse faults.

Engine reverse UNLOCKED and

Engine 1 or Engine 2 thrust lever fault.


Edition II

Chapter 04

Page 8


Nov22, 2016


If a tire fails within 20 Kts of V1 unless debris from the tire has caused noticeable engine parameter fluctuation, it is better to get airborne, reduce the fuel load and land with full runway length available.

Note:

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.


Edition II

Chapter 05 Page 1

BEFORE PUSH BACK & START

Rev 00

Nov 22, 2016


INDEX

S No. BEFORE PUSH BACK & START Page no.

05 Before push back & start 3

5.1 Load/trim sheet 3

5.2 Trim sheet acceptance 3

5.3 Performance calculations 3

5.4 MCDU selection for takeoff 3

5.5 Closing of doors 3

5.6 Departure announcement 4

5.7 Before start checklist 4

5.8 Pushback 4


Edition II

Chapter 05 Page 2


Rev 00

Nov 22, 2016




Edition II

Chapter 05 Page 3


Rev 00

Nov 22, 2016


5. BEFORE PUSH BACK & START

5.1 LOAD/TRIM SHEET

First Officer will check the trim sheet on receipt and announce ZFW and ZFWCG, which will be inserted in the FMS by the Captain. First Officer will also announce TOCG and TO FUEL. [Total FUEL will be cross checked by both crew members against FPL and ECAM] First Officer will sign the trim sheet and handover to the Captain who will cross check it.

First Officer will calculate the THS using Trim scale given on the bottom of 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 calculations and will insert them in MCDU.

5.4 MCDU SELECTION FOR TAKEOFF

For takeoff MCDU setting will be F.PLAN page on PM side and TAKE OFF PERF page on PF MCDU.

5.5 CLOSING OF DOORS

When purser informs that all doors are closed, crew will confirm it on lower DOOR SD page.


Edition II

Chapter 05 Page 4


Rev 00

Nov 22, 2016


5.6 DEPARTURE ANNOUNCEMENT

After confirming on DOOR 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.

5.7 BEFORE START CHECKLIST

Captain will make sure that all externals (AC VAN, GPU etc.) are disconnected and all doors/cargo doors are closed and push back tug is connected.

Both pilots will check and confirm that Windows are closed.

Captain will ask for ―Before Start Checklist‖ down to the line, which will be read by First Officer.

5.8 PUSHBACK

First Officer will obtain ATC pushback/startup clearance as per airport requirements.

First Officer will set ATC transponder for operation in accordance with airport requirements and the capt shall set beacon switch to ON, crew will check Windows and DOORS closed and Slides armed.

Note: ATC Transponder shall remain at S/By position on airports where there is no ground radar or not so required by regulations. ATC Transponder shall be set to ON as late as possible for Takeoff and switched back to S/By as early as possible after Takeoff (after landing Roll) for all such airports where there is no requirement to Switch on the ATC transponder.


Edition II

Chapter 05 Page 5


Rev 00

Nov 22, 2016


Captain will check THRUST LEVERS to idle and PARK BRK to ON before asking for ―Below the line checklist‖

Captain will confirm with ground crew if they are ready for push back and will confirm with them

Start sequence

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.


Edition II

Chapter 05 Page 6


Rev 00

Nov 22, 2016




Edition II

Chapter 06 Page 1

ENGINE START Rev 00

Nov 22, 2016


S.No. ENGINE START Page no.

06 ENGINE START 3

6.1 Automatic Engine Start 3

6.2 Manual Engine start 3

6.3 Supplementary procedures 3


Edition II

Chapter 06 Page 2

ENGINE START Rev 00

Nov 22, 2016




Edition II

Chapter 06 Page 3

ENGINE START Rev 00

Nov 22, 2016


6. ENGINE START

6.1 AUTOMATIC ENGINE START 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.

Refer to FCOM PRO-NOR-SOP-08-P1/4 procedure to Automatic Start Engine.

Engine start parameters are to be monitored carefully, 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 ground power), it is recommended to use the manual start procedure, instead the automatic procedure.

6.2 MANUAL ENGINE START

Refer FCOM PRO-SUP-70-P3/8 (Power Plant), which defines all scenarios for manual engine starts.

First Officer will read and do the procedure from FCOM, after receiving clearance to start from ground crew.

6.3 SUPPLEMENTARY PROCEDURES

Supplementary procedures (Power Plant) are defined in FCOM PRO-SUP-70-P1/8.


Edition II

Chapter 06 Page 4

ENGINE START Rev 00

Nov 22, 2016




Edition II

Chapter 07 Page 1

AFTER START Rev 00 Nov 22, 2016


S No. AFTER START Page no.

07 AFTER START 3


Edition II

Chapter 07 Page 2





Edition II

Chapter 07 Page 3



7. AFTER START

When engine parameters are stabilized, Captain will bring Engine Mode Selector to NORM position, this is a cue for both pilots to do AFTER START procedure as defined in FCOM PRO-NOR-SOP-09-P1/4 (After Start), for flow pattern refer to QRH Normal Procedures (After Start).

Captain will call the ground crew and will command ―Clear to Disconnect, Hand signal to the left/right‖ and will check N/W STEER DISC MEMO not displayed.

Captain will ask for ―After Start Checklist‖.

Note: After start to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 2 mins before advancing the thrust lever to high power. Taxi time at idle may be included in the warm up period.


Edition II

Chapter 07 Page 4





Edition II

Chapter 08 Page 1

TAXI Rev 00

Nov 22, 2016


S No. TAXI Page no.

08 TAXI 3

8.1 TAXI CLEARANCE 3

8.2 EXTERIOR LIGHTS 3

8.3 THRUST USE DURING TAXI 3

8.4 BRAKES 3

8.5 TAXI SPEED 4

8.6 LOOK OUT 4

8.7 ATC CLEARANCE 4

8.8 WEATHER RADAR 5

8.9 CABIN REPORT 5

8.10 180° TURN 5

8.11 EXTERIOR LIGHTS 6

8.12 LINEUP 6


Edition II

Chapter 08 Page 2

TAXI Rev 00

Nov 22, 2016




Edition II

Chapter 08 Page 3

TAXI Rev 00

Nov 22, 2016


8. TAXI

8.1 TAXI CLEARANCE

After receiving Ground clearance, PM will obtain Taxi clearance from ATC. Taxi will be commenced after announcement of ―Clear Right/Left side‖ by both pilots and ―Hand signal /by pass pin sighted‖.

Note: ―Clear Right/Left side‖ call only to be given at the start of taxi and before entering active runway.

FLIGHT CONTROL check is recommended to be done before taxi.

8.2 EXTERIOR LIGHTS

Before taxing, PM will select Taxi light ON. He will also switch ON, Runway turn off lights at captain‘s discretion, during night.

8.3 THRUST USE DURING TAXI

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

8.4 BRAKES

When aero plane 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‖ (call applicable only on AP-BLB, BLC, BLD) 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.


Edition II

Chapter 08 Page 4

TAXI Rev 00

Nov 22, 2016


During taxi if an arc is displayed on the ECAM WHEEL SD page, above the brake temp, set the brake fans ON.

8.5 TAXI SPEED

Normal taxi speed should be 20 kts on straight taxi routes, with no ATC or ground traffic constraints the PF should allow the aircraft to accelerate to 30 kts, and then use one smooth brake application to decelerate to 10 kts. For turns of 90˚ or more, the aircraft speed should be less than 10 kt.

Note: The GS indication on the ND should be used to assess taxi speed.

8.6 LOOK OUT

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

PM will obtain ATC clearance and will note down 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).

If HDG is given after takeoff, use FMS HDG preset functions and set the appropriate HDG in the FCU window.

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.

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


Edition II

Chapter 08 Page 5

TAXI Rev 00

Nov 22, 2016


Caution:

In case of change in runway, Crew is to make sure that the take off speeds and SID is re programmed prior to initiating take off. Also check TOGW analysis chart performance calculation.

PF will do a short Takeoff briefing (if there is any change).

8.8 WEATHER RADAR

PM will switch ―ON‖, Weather Radar when out of congested area.

Note: 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.

8.9 CABIN REPORT

On receiving confirmation of Cabin Ready report from LCC, First Officer will press T.O. Config PB, and will check T.O. Memo no blue.

Captain will call for Before Takeoff Checklist; First officer will read the checklist down to the line.

8.10 180° TURN

To make 180° turn on the runway follow FCOM PRO-NOR-SOP-10-P5/6 procedure.

The standard width of a runway is 45M. However, the aircraft only needs runway width 30M (99 feet) for an 180˚ turn. The GS for the entire maneuver should be between 5 kt to 8 kt, to prevent the width of the turn from increasing.


Edition II

Chapter 08 Page 6

TAXI Rev 00

Nov 22, 2016


8.11 EXTERIOR LIGHTS

PM will switch ON strobe when, Entering, Backtracking or Crossing a runway.

Nose SW should be at TO and landing lights SW to ON when entering the runway and TO clearance is received.

8.12 LINEUP

PM will obtain takeoff clearance, Once cleared to enter the runway, both pilots will check the approach/runway clear of traffic on their respective sides.

PM will announce on PA ―Cabin Crew take your stations for takeoff‖.

PF will call for ―Below the line‖, PM will read and will announce:

―Before Takeoff Checklist complete‖.


Edition II

Chapter 09 Page 1

TAKE OFF Rev 00

Nov 22, 2016


S No. TAKE OFF Page no.

09 TAKE OFF 3

9.1 Thrust Setting 3

9.2 Noise Abatement Procedure 4

9.3 Rejected Takeoff and Emergency Evacuation 4

9.4 After Take Off 4


Edition II

Chapter 09 Page 2

TAKE OFF Rev 00

Nov 22, 2016




Edition II

Chapter 09 Page 3

TAKE OFF Rev 00

Nov 22, 2016


9. TAKE OFF

9.1 THRUST SETTING

The below procedure is the standard procedure, however rolling takeoff is permitted. The PF should announce ―Takeoff‖. The PF then applies power as follows;

If cross wind at or below 20 KT and there is no tail wind

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

―BRAKES ………………… RELEASE

THRUST LEVERS ………. FLX or TOGA

In case of tail wind, or if cross wind is greater than 20KT

THRUST LEVERS ………. 50%N1

The PF applies full forward side stick

―BRAKES ………………… RELEASE

THRUST LEVERS ………. FLX or TOGA

The PF rapidly increases thrust to about 70% N1 then progressively to reach T/O thrust by 40KT, while maintaining side stick full forward up to 80KT. Release the side stick gradually to reach neutral at 100KT.

CHRONO …………………. START

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.


Edition II

Chapter 09 Page 4

TAKE OFF Rev 00

Nov 22, 2016


Refer to FCOM PRO-NOR-SOP-12-P7/8 (takeoff) and for task sharing refer to QRH-NORMAL PROCEDURES (takeoff).

9.2 NOISE ABATEMENT PROCEDURE

Noise abatement procedures will not be conducted in conditions of significant turbulence or windshear. Otherwise NADP1 procedure is to be used for takeoff.

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 AO-020-P1/24(Rejected Takeoff) defines guidelines, procedures and task sharing in case of rejected takeoff, followed by Emergency Evacuation.

9.4 AFTER TAKE OFF

PM will carry out After Takeoff procedure according to FCOM PRO-NOR-SOP-13-P1/2 (After Takeoff). After clean up, PF will ask for ―After Takeoff Climb Checklist‖, PM will read and


Edition II

Chapter 09 Page 5

TAKE OFF Rev 00

Nov 22, 2016


Announce ―Down to the line‖. The remaining Checklist shall be read after passing Transition Altitude and setting Standard Altimeter; in case transition altitude is higher than 3000 feet.

Passing Transition Altitude both pilots will set Standard Altimeter, and call:

PF: set Standard

PM: Standard set cross checked, passing FL……

PF: Checked

PF then call for: ―Below the line‖, PM will read and announce; ―After Takeoff Climb Checklist Complete‖.


Edition II

Chapter 09 Page 6

TAKE OFF Rev 00

Nov 22, 2016




Edition II

Chapter 10 Page 1

AREA DEPARTURE & CLIMB Rev 00

Nov 22, 2016


S No. AREA DEPARTURE & CLIMB Page no.

10 AREA DEPARTURE & CLIMB 3

10.1 CLIMB SPEED 3

10.2 10,000 FEET AAL 3


Edition II

Chapter 10 Page 2


Nov 22, 2016




Edition II

Chapter 10 Page 3


Nov 22, 2016


10. AREA DEPARTURE & CLIMB

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, PF will call for ―Ten Thousand Feet Checks‖. PM will carry out checks as follows;

LANDING LIGHTS selector .………………… RETRACT

SEAT BELTS SW ….…………………………. AS RQRD

EFIS option ………...................................... ARPT

ECAM MEMO ………………….…………….. REVIEW

NAVAIDS …………………………………… CLEAR (if manually tuned for departure)

SEC F-PLN page ………… AS RQRD (recopy the active flight plan in the secondary if land back has been constructed.

OPT/MAX ALT …………………………………… CHECK

PM will confirm from PF before switching OFF SEATBELT signs.


Edition II

Chapter 10 Page 4


Nov 22, 2016




Edition II

Chapter 11

Page 1

CRUISE Rev 00

Nov 22, 2016


S No. CRUISE Page no.

11 CRUISE 3

11.1 LEVEL OFF 3

11.2 FUEL SCORE 3

11.3 WIND AND TEMPERATURE 3

11.4 ENGINE FAIL DURING CRUISE/EMERGENCY DESCENT 4

11.5 PAPER WORK 5

11.6 TURBULENCE 5

11.7 BUFFET MARGIN 6

11.8 EN ROUTE/ ALTERNATE WEATHER 6


Edition II

Chapter 11

Page 2

CRUISE Rev 00

Nov 22, 2016




Edition II

Chapter 11

Page 3

CRUISE Rev 00

Nov 22, 2016


11 CRUISE

11.1 LEVEL OFF

PM will call ―one thousand to go‖ when aero plane is 1000ft to go to assigned altitude. Monitor ROC when approaching assigned altitude; reduce to avoid RA (Resolution Advisory) in congested areas. Refer Jeppesen Aircraft Operating Procedure, Transponder Operation, and Operation of ACAS/TCAS HIGH VERTICAL RATES (HVR ENCOUNTERS).

PF will announce FMA reaching cruise altitude.

PM will check the top of climb performance as below;

ECAM MEMO……………………REVIEW

ECAM SD PAGES …………….. REVIEW

NOTE: PM WILL CALCULATE GREEN DOT SPEED, SINGLE ENGINE CEILING IN CASE OF FMGS FAILURE.

11.2 FUEL SCORE

PM will note down TOC fuel/time on OFP.

PM will maintain fuel score on OFP at approximately 30minute intervals. Fuel score will be kept / announced by comparing the actual fuel remaining onboard versus the predicted fuel remaining on the OFP.

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 OFP. Wind entries should be made at way


Edition II

Chapter 11

Page 4

CRUISE Rev 00

Nov 22, 2016


Points when there is a difference of either 30˚ or 30kt for the wind data and 5˚C for temperature deviation. These entries should made for many levels as possible in order to ensure the FMS fuel and time predictions are as accurate as possible and provide an accurate OPT FL computation.

11.4 ENGINE FAIL DURING CRUISE/EMERGENCY DESCENT

There are three strategies available for dealing with engine failure in the cruise.

Standard strategy

Obstacle strategy

Fixed speed strategy

The fixed strategy refers to ETOPS and it is mentioned in the separate course.

For the obstacle strategy unless a specific procedure has been established before dispatch, the standard strategy is used.

The procedure for standard strategy

THRUST LEVER From CL to MCT

A/THR disconnect

SELECT SPEED

SELECT A HDG to keep clear of the airway

SELECT ENG INOP ALT in the FCU ALT window and pull for OPEN DES (The REC MAX EO cruise altitude,

Which equates to LRC with anti-icing off, is displayed on the MCDU PROG page.)

ECAM ACTIONS

During descent if V/S becomes less than 500 ft/min, select V/S-500 ft/min and A/THR on. This is likely to occur as level off altitude is approached.

Once established at level off altitude, LRC performance may be extracted from QRH.


Edition II

Chapter 11

Page 5

CRUISE Rev 00

Nov 22, 2016


Emergency Descent should only be initiated upon positive confirmation that cabin altitude and ROC is excessive and uncontrollable. Emergency Descent procedure should be carried out by the flight crew from memory.

PF Actions (1st Loop)

ALT ……………….. TURN ……. PULL

HDG ……………… TURN ……. PULL

SPD …………………………….. PULL

FMA ………………………….. CHECK

SPD BRAKE ………………….... FULL

In 2nd

Loop PF will adjust ALT, HDG, and SPD.

PM Actions

SIGNS ……………………………. ON

ENG MODE ……………………… IGN

ATC ………………………….…... NOTIFY/SQWK 7700

FMA…………………………………Check

PA………………………………….Emergency Descent

If cabin ALT will exceed 14000FT PAX OXY MASKS ……………… ON

NOTE: To descent from FL390 to FL100, it takes approximately 04 mins and 40NM.

11.5 PAPER WORK

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

11.6 TURBULENCE

Turbulence speed for up to FL200 is 250 kts, above FL200 maintain speed 275kts/ M.76


Edition II

Chapter 11

Page 6

CRUISE Rev 00

Nov 22, 2016


Maximum cruise altitude shall be avoided when flying through areas with 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.

11.7 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.

REC MAX FL reflects the present engine and wind performance and does not take into account the cost aspect. It provides 0.3g buffet margin.

OPT FL is displayed on the MCDU is the cruise altitude for min cost when ECON MACH is flown and should be followed when possible. 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.

11.8 EN ROUTE/ ALTERNATE WEATHER

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


Edition II

Chapter 12 Page 1

DESCENT PREPARATION Rev 00

Nov 22, 2016


S No. DESCENT PREPARATION

Page no.

12 DESCENT PREPARATION 3

12.1 GENERAL 3

12.2 ARRIVAL MESSAGE 3

12.3 FMGS PREPARATION 3

12.4 HOLDING TIME CALCULATION 4

12.5 APPROACH BRIEFING 4

12.6 CAPTAIN‘S LANDING ONLY 4

12.7 MINIMUM FUEL ADVISORY 4

12.8 SEATBELT SIGNS 5


Edition II

Chapter 12 Page 2


Nov 22, 2016




Edition II

Chapter 12 Page 3


Nov 22, 2016


12. DESCENT PREPARATION

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 he will 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 and pass ETA, technical status of the aero plane 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 its good practice that other pilot should cross check the information entered. PF will select desired AUTO BRAKE considering runway conditions and weight.


Edition II

Chapter 12 Page 4


Nov 22, 2016


12.4 HOLDING TIME CALCULATION

First Officer will check fuel predictions for the destination and alternate to estimate 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

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 stand

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

12.7 MINIMUM FUEL ADVISORY

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 altitude, under standard atmospheric conditions. This is the Final Reserve fuel which is mentioned on CFP. Any time it is calculated to go below final reserve fuel, an emergency must be declared and ATC must be informed by declaring ―MINIMUM FUEL‖ & Fuel Remaining in minutes. 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. This is not an emergency


Edition II

Chapter 12 Page 5


Nov 22, 2016


situation, but rather an indication that an emergency situation is possible should any additional delay occur. Be aware a minimum fuel advisory does not imply a need for traffic priority. The PIC, when the calculated usable fuel on landing, at the nearest adequate aerodrome, where a safe landing can be performed, is less than the HOLD fuel given on CFP, shall declare an emergency and the need for traffic priority to ensure a safe landing by stating ―MAYDAY, MAYDAY, MAYDAY, FUEL and reporting fuel remaining in minutes.

12.8 Seatbelt signs Just prior to TOD, the PM will cycle fasten seat belt sign twice.


Edition II

Chapter 12 Page 6


Nov 22, 2016




Edition II

Chapter 13 Page 1

DESCENT Rev 00

Nov 22, 2016


S No.

DESCENT Page no.

13 DESCENT 3

13.1 DESCENT CLEARANCE 3

13.2 MCDU SELECTION 3

13.3 10,000 FT AAL CHECKS 3

13.4 DESCENT SPEED SCHEDULE 3

13.5 RATE OF DESCENT 4


Edition II

Chapter 13 Page 2

DESCENT Rev 00

Nov 22, 2016




Edition II

Chapter 13 Page 3

DESCENT Rev 00

Nov 22, 2016


13. Descent

13.1 DESCENT CLEARANCE

PM will obtain descent clearance and 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 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.

If use of radar is required, consider selecting the radar display on the PF side and TERR on PM side.

13.3 10,000 FT AAL CHECKS

PM will carry out 10,000ft checks on command of PF as defined in FCOM PRO-NOR-SOP-17-P3/4 (10,000 ft checks).

Once cleared below Transition Level both pilots will set local QNH at Transition Level. Both pilots will cross check altimeters using standard callouts. Then PF will ask for Approach checklist.

13.4 DESCENT SPEED SCHEDULE

In managed descent is not being used following speed shall be maintained

M .78/300 kts up to FL100

Thereafter 250 kts subject to ATC speed restriction


Edition II

Chapter 13 Page 4

DESCENT Rev 00

Nov 22, 2016


Monitor ROD approaching assign Altitude/ Flight Level; reduce ROD to 1000 feet/min or lesser to avoid Resolution Advisory (RA).

Refer Jeppesen Aircraft Operating Procedure, Transponder Operation, and Operation of ACAS/TCAS HIGH VERTICAL RATES ENCOUNTERS (HVR).

13.5 RATE OF DESCENT

If an altitude change of 1000 feet or less is required, descent at rate not more than 500 feet/min. when descending below 5000 feet AGL, the ROD should be limited to a maximum of 2000 feet/min. Below 2000 feet AGL the rate of descent should be limited to maximum of 1000 feet/min.


Edition II

Chapter 14 Page 1

HOLDING Rev 00

Nov 22, 2016


S No. HOLDING Page no.

14 HOLDING 3

14.1 GENERAL 3

14.2 HOLDING SPEED AND CONFIGURATION 3

14.3 HOLD PAGE 3


Edition II

Chapter 14 Page 2

HOLDING Rev 00

Nov 22, 2016




Edition II

Chapter 14 Page 3

HOLDING Rev 00

Nov 22, 2016


14. HOLDING

14.1 GENERAL

Whenever holding is anticipated, it is preferable to maintain cruise level and reduce speed to green dot, with AT clearance, to minimize the holding requirement. As a rule of thumb, an M0.05decreaseduring 1hr equates to 4 min hold. However, other operational constraints might make this option inappropriate.

ATC-Pakistan-1, jeppsen holding procedures Pakistan refer to this table given below. Table IV-1-1 (or I-6-1-1 in PANS-OPS). Holding speeds — Categories A through E

Up to 14000 ft 230kts

Above 14000 ft to 20000 ft inclusive 240 kt

Above 20000 ft to 34000 ft inclusive 265 kt

Above 34000 ft 0.83 Mach

14.2 HOLDING SPEED AND CONFIGURATION

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 Maximum Endurance speed when entering the holding Pattern. The Maximum Endurance speed is approximately equal to Green Dot and provides the best 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 20,000ftand fly Sspeed. Fuel consumption will be increased when holding in anything other than clean configuration and Maximum Endurance speed.


Edition II

Chapter 14 Page 4

HOLDING Rev 00

Nov 22, 2016


14.3 HOLD PAGE

The flight crew can call Hold page by pressing hold key on the LAT REV for the way point. The flight crew can insert a database hold, computed hold by FMGS or manually defined Hold.

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

To exit the holding pattern, the crew should select either

IMM EXIT

HDG (if radar vectors)

DIR TO (if radar vectors)


Edition I

Chapter 15 Page 1

APPROACH Rev 00

Nov 22, 2016


S No. APPROACH Page no.

15 APPROACH 3

15.1 GENERAL 3

15.2 APPROACH PREPARATION 3

15.3 STABILIZATION HEIGHT 5

15.4 LANDING LIGHTS 5

15.5 STABILIZED APPROACH CRITERIA 5

15.6 PA FOR CABIN CREW 6

15.7 PA CALLOUTS 6

15.8 ENGINE FAILURE/FIRE 6


Edition I

Chapter 15 Page 2

APPROACH Rev 00

Nov 22, 2016




Edition I

Chapter 15 Page 3

APPROACH Rev 00

Nov 22, 2016


15. APPROACH

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.

15.2 APPROACH PREPARATION

Complete approach preparation before arrival in terminal area. In addition to approach briefing, the following actions must be accomplished

Set DA/DH/MDA

Check ADF/ VOR frequencies and courses on NAV RAD page.

All approaches are divided into three parts (initial, intermediate and final).

INITIAL APPROACH

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.

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

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

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


Edition I

Chapter 15 Page 4

APPROACH Rev 00

Nov 22, 2016


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)

The early stabilized 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 FAF.

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 o