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Operations Manual Part BList Of Changes

Revision 15

[Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated version. Prints should show the caution UNCONTROLLED WHEN PRINTED ]

Operations Manual Part B

List of Changes

Last Update: Oct-11 Revision 15 Page - 2 - of 11

Table of Contents

1 CHAPTER 00 – GENERAL ....................................................................................................................‐ 4 ‐

1.1 INTRODUCTION .................................................................................................................................. ‐ 4 ‐ 1.2 GENERAL .......................................................................................................................................... ‐ 4 ‐ 1.2.1 ON BOARD PAPER DOCUMENTATION ..........................................................................................................‐ 5 ‐ 1.2.2 ON BOARD ELECTRONIC MANUALS .............................................................................................................‐ 5 ‐

2 CHAPTER 2 – NORMAL OPERATIONS .................................................................................................‐ 6 ‐

1.2 NORMAL CHECKLIST ............................................................................................................................... ‐ 6 ‐ 2.1 1.6 PRELIMINARY COCKPIT PREPARATION ............................................................................................... ‐ 6 ‐ 2.2 1.8 COCKPIT PREPARATION .................................................................................................................. ‐ 6 ‐ 2.3 1.8.12 TAKE OFF BRIEFING .................................................................................................................. ‐ 7 ‐ 2.4 1.9 BEFORE PUSHBACK OR START .......................................................................................................... ‐ 7 ‐ 2.5 1.13 BEFORE TAKE OFF ....................................................................................................................... ‐ 7 ‐ 2.6 1.14 TAKE OFF .................................................................................................................................. ‐ 7 ‐ 2.7 1.16 CLIMB ...................................................................................................................................... ‐ 8 ‐ 2.7.1 FL100 CHECKS .........................................................................................................................................‐ 8 ‐ 2.8 1.17 CRUISE ..................................................................................................................................... ‐ 8 ‐ 2.9 1.18 DESCENT PREPARATION................................................................................................................ ‐ 8 ‐ 2.10 1.19 DESCENT ................................................................................................................................. ‐ 9 ‐ 2.10.1 LEVEL OFF DURING DESCENT....................................................................................................................‐ 9 ‐ 2.11 1.21 NON PRECISION APPROACH:........................................................................................................ ‐ 9 ‐ 2.12 1.25 AFTER LANDING ........................................................................................................................ ‐ 9 ‐ 2.13 1.26 PARKING ................................................................................................................................. ‐ 9 ‐ 2.13.1 AFTER ENGINE SHUTDOWN......................................................................................................................‐ 9 ‐ 2.13.2 SUBCHAPTER 2 ”SUPPLEMENTARY TECHNIQUES” ...............................................................................‐ 9 ‐

3 CHAPTER 3 ‐ ABNORMAL OPERATIONS...........................................................................................‐ 10 ‐

4 CHAPTER 9 ‐ MINIMUM EQUIPMENT LIST .......................................................................................‐ 10 ‐

5 CHAPTER 11 ‐ EMERGENCY EVACUATION PROCEDURES ..................................................................‐ 10 ‐

5.1 3 EMERGENCY EVACUATION PROCEDURE ........................................................................................... ‐ 10 ‐

6 APPENDIX A – LOW VISIBILITY OPS..................................................................................................‐ 10 ‐

6.1 2 LIMITATIONS ............................................................................................................................. ‐ 10 ‐ 6.2 2.5 AUTOMATIC APPROACH, LANDING AND ROLL OUT ............................................................................ ‐ 10 ‐ 6.3 2.5.5 AUTOMATIC LANDING A319 ...................................................................................................... ‐ 11 ‐ 6.3.1 SUBCHAPTER 4....................................................................................................................................‐ 11 ‐


List of Changes


6.4 7.4 LOSS OF VISUAL CUES .................................................................................................................. ‐ 11 ‐


List of Changes


1 CHAPTER 00 – GENERAL

1.1 INTRODUCTION

Aegean Operations Manual Airbus A320 Family aircrafts (Part B) includes the IAE engines Airbus A319, A320 and A321. The manual provides crewmembers with information on the technical, procedural and performance characteristics of the Airbus A320 family aircrafts.

Variation specific information is clearly marked for example “For A321”.

Additional type related information could be found in the different Airbus Manuals, which are split into the FCOM, QRH and FCTM.

1.2 GENERAL

Aegean applies Standard Operating Procedures (SOP) as stated in Section 2 “Normal Procedures”. In order to fully understand the procedures specified hereafter, pilots must be familiar with standard Airbus philosophies. The Aegean SOP’s are complementary procedures to Airbus and represent the operator’s philosophy in some areas of operation. The following chapters and the Normal Checklist, which is part of this manual, will reflect those areas.

The normal checklist (see Section 2 “Normal Checklist”), which is on a separate laminated card in the cockpit, forms part of the OM B.

In case of discrepancies between procedures/publications, the priorities are as follows:

• OFP Crew Briefing Notes/Remarks

• FCN Level 1, which are, specified as superseding Operating Manuals

• Airbus OEB’s

• Company Operations Manuals

• Airbus FCOM

• Airbus FCTM

The company recognizes that SOP’s cannot include all situations and hence in exceptional circumstances the commander or deputy shall act as required by the situation. Pilots joining Aegean from other airlines may have used significantly different SOP’s. It is essential that previous company SOP’s are discarded and Aegean SOP’s adopted.


List of Changes


1.2.1 ON BOARD PAPER DOCUMENTATION

The following list details the paper manuals and forms, which should be in the cockpit:

• 2 QRH

• 2 Normal Checklists (laminated)

• 1 Aircraft Documentation and Certificates bag

• 1 Quick Access Information Folder (QAI)

• Loadsheet Form

• Aircraft Technical Log

• MEL

1.2.2 ON BOARD ELECTRONIC MANUALS

The following list details the electronic manuals that are included in the LPC:

• OM Part A

• OM Part B

• OM Part C

• Aerodrome Briefing Supplement

• OM Part D

• CSPM

• FCOM/OEB

• FCTM

• AFM/CDL


List of Changes


2 CHAPTER 2 – NORMAL OPERATIONS

1.2 NORMAL CHECKLIST

New section added in OM-B. Guidance information provided.

2.1 1.6 PRELIMINARY COCKPIT PREPARATION

ALTERNATE BRAKING SYSTEM (For MSN 1727-1880 only)

Note: The purpose of this check is to verify, before the first flight of the day, the efficiency of the alternate braking system (absence of “spongy pedals”).

Y ELEC PUMP pb-sw............................................................................................. CHECK OFF

CHOCKS.............................................................................................................. CHECK IN PLACE

PRK BRK handle...................................................................................................OFF

BRAKE PEDALS.....................................................................................................PRESS

Apply maximum pressure on both pedals.

BRAKE PRESSURE (on BRAKE press indicator)................................................................. CHECK

Pressure must build up without delay symmetrically on left and right sides for the same application simultaneously

applied on left and right pedals. With full pedal deflection, the pressure must be between 2 000 and 2 700 PSI.

BRAKE PEDALS................................................................................................................ RELEASE

PRK BRK handle.............................................................................. ............................................. ON

The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear indicators.

2.2 1.8 COCKPIT PREPARATION

* AIR COND (A319)

*- PACK FLOW .............................................................. AS RQRD PF

Select:

LO : If the number of passengers is below 85.

HI : For abnormally hot and humid conditions.

NORM : For all other normal operating cases.

If the APU is supplying, pack controllers select HI flow automatically, independent of the selector position


List of Changes


2.3 1.8.12 TAKE OFF BRIEFING

- Emergency Escape Route / ENG OUT ACC Altitude. ENG OUT 400‟ – 1500‟ shall be reverted to Above Airfield Elevation (AAL). The Emergency Escape Route must be briefed on every sector of the day since details are always variable.

2.4 1.9 BEFORE PUSHBACK OR START

CAUTION

If NW STRG DISC is not displayed on the ECAM, but the ground crew confirms that the steering selector bypass pin is in the towing position, then the pushback must not be performed. This is to avoid possible nose landing gear damage upon green hydraulic pressurization.

To dispatch the aircraft in such a case, Refer to MEL/MI-32-51 Nose Wheel Steering Control System.

2.5 1.13 BEFORE TAKE OFF

- TAKEOFF RUNWAY…………………………………….CONFIRM B

Confirm that the line up is performed on the intended runway. Useful aids are:

- The runway markings,

- The runway lights,

Be careful that in low visibility, edge lights could be mixed up with the centerline lights.

- The ILS signal,

If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb):

The LOC deviation should be centered after line up.

- The runway symbol on the ND

2.6 1.14 TAKE OFF

- ORDER ............................................................... “FLAPS ZERO” PF

- “SPEED CHECKED” .............................................. ANNOUNCE PNF

- FLAPS ZERO ................................................................. SELECT PNF

- CONFIRM/ANNOUNCE ..................................... “FLAPS ZERO” PNF

- GRND SPLRS ................................................................ DISARM PNF

- EXTERIOR LIGHTS .............................................................. SET PNF


List of Changes


Set NOSE & RWY TURN OFF light switches to OFF.

The last two actions have been removed after the retraction of the landing gear and have been added after retraction of the flaps.

2.7 1.16 CLIMB

2.7.1 FL100 CHECKS

- SEC F-PLN page……………………………………..........CHECK PNF

Copy the active flight plan in the secondary, if an EO SID has been constructed previously.

Level Off During Climb

The flight crew should comply with the vertical speed limitations during the last 2000 ft of a climb. In particular, the flight crew should ensure that vertical speed does not exceed 1500 ft/min during the last 2000 ft of a climb, especially when they are aware of traffic that is converging in altitude and intending to level off 1000ft above the flight crew's assigned altitude.

Applicable to: MSN 1727-1880

AT FL 380

PACK FLOW...................................................................... LO

Above FL 380, if one bleed system fails, the remaining system can only supply both packs if LO is selected.

2.8 1.17 CRUISE

SEC F-PLAN page…………….COPY ACTIVE PNF

Removed and added in the FL100 actions according to Airbus FCOM normal procedures

Note: Fuel checks should be recorded on the OFP every one-hour.

2.9 1.18 DESCENT PREPARATION

- PERF DES page ..............................................................CHECK PF

Prior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other than ECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the one for the descent path and TOD computation, and it will be used for the managed speed descent profile (instead of ECON). A speed limit of 250 knots below 10000 feet is the default speed, in the managed speed descent profile.

Removed: The flight crew may delete or modify it if necessary on the VERT REV at DEST page.


List of Changes


2.10 1.19 DESCENT

2.10.1 LEVEL OFF DURING DESCENT

The flight crew should comply with the vertical speed limitations during the last 2000 ft of a descent. In particular, the flight crew should ensure that vertical speed does not exceed 1500 ft/min during the last 2000 ft of descent, especially when they are aware of traffic that is converging in altitude and intending to level off 1000ft below the flight crew's assigned altitude.

2.11 1.21 NON PRECISION APPROACH:

Note removed: When operating in low OAT, consider FPA corrections

2.12 1.25 AFTER LANDING

One engine taxi with APU off moved to new subchapter “Supplementary Techniques”

2.13 1.26 PARKING

2.13.1 AFTER ENGINE SHUTDOWN

Removed: CABIN CREW……….INFORM CM1 (CM2 announcement during final turn has been added only in the Parking tasksharing card and not in the text)

2.13.2 SUBCHAPTER 2 ”SUPPLEMENTARY TECHNIQUES”

New subchapter added including RVSM, Flight Deck Door Surveillance System, One Engine Taxi with APU off, Cold Weather Operations, Electronic Flight Bag. The EFB section has been revises and pilots need to review it again.


List of Changes


3 CHAPTER 3 - ABNORMAL OPERATIONS

“ECAM” and” FORDEC” subchapters added.

“LANDING WITH SLATS OR FLAPS JAMMED” removed

“GPWS – EGPWS” removed

4 CHAPTER 9 - MINIMUM EQUIPMENT LIST

Subchapter added: “SUSPECTED HARD LANDING – LOAD REPORT 15”

5 CHAPTER 11 - EMERGENCY EVACUATION PROCEDURES

5.1 3 EMERGENCY EVACUATION PROCEDURE

When ECAM actions completed and fire still exists CM1 considers the evacuation of the airplane. He calls for: Emergency Evacuation Check list and if Evacuation is required he announces via PA: “Passenger Evacuation” (Twice) and activates the EVAC p/b. (Removed: Keep L or R Exits closed)

6 APPENDIX A – LOW VISIBILITY OPS

6.1 2 LIMITATIONS

Note: According to LIM-22-20 P2/6, A319 aircrafts do not have a Minimum DH limitation. DH 25 feet is selected by Aegean for commonality purposes in case of operations to airports that require Minimum DH.

6.2 2.5 AUTOMATIC APPROACH, LANDING AND ROLL OUT

Engine out:

CAT II and CAT III fail passive autoland are only approved in configuration FULL for A320, and in CONF FULL or CONF 3 for A319 and A321, and if engine-out procedures are completed before reaching 1000 feet in approach.


List of Changes


6.3 2.5.5 AUTOMATIC LANDING A319

During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can use the remaining thrust reverser, provided that: • Only IDLE reverse thrust is used. • The crosswind does not exceed 20kt Note: Depending on the situation (e.g. emergency or other) and provided that the runway is approved for automatic landing, the flight crew can decide to perform an autoland up to 69 t

6.3.1 SUBCHAPTER 4

“LOW VISIBILITY TAKE OFF” amended

6.4 7.4 LOSS OF VISUAL CUES

IMMEDIATE ACTIONS (CM1) “LOSS OF VISUAL CUES” instead of “NO VISUAL CUES”

AEGEAN


Chapter 00 – General

Revision 15

[Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated version. Prints

should show the caution UNCONTROLLED WHEN PRINTED ]


Chapter 00 -General


TABLE OF CONTENTS

1 GENERAL INFORMATION ................................................................................................................ - 3 -

1.1 INTRODUCTION ............................................................................................................................... - 3 - 1.2 GENERAL ....................................................................................................................................... - 3 -

2 UNITS OF MEASUREMENT .............................................................................................................. - 5 -

2.1.1 UNIT OF LENGTH ......................................................................................................................................- 5 - 2.1.2 UNIT OF DISTANCE ....................................................................................................................................- 5 - 2.1.3 UNIT OF MASS .........................................................................................................................................- 5 - 2.1.4 UNIT OF SPEED .........................................................................................................................................- 5 - 2.1.5 UNIT OF ALTITUDE ....................................................................................................................................- 5 - 2.1.6 UNIT OF TEMPERATURE .............................................................................................................................- 5 - 2.1.7 UNIT OF PRESSURE ...................................................................................................................................- 5 - 2.1.8 UNIT OF VOLUME .....................................................................................................................................- 5 - 2.2 UNIT CONVERSIONS ......................................................................................................................... - 5 - 2.2.1 LENGTH UNITS .........................................................................................................................................- 5 - 2.2.2 DISTANCE UNITS.......................................................................................................................................- 6 - 2.2.3 SPEED UNITS............................................................................................................................................- 7 - 2.2.4 TEMPERATURE UNITS ................................................................................................................................- 8 - 2.2.5 PRESSURE UNITS ......................................................................................................................................- 8 - 2.2.6 VOLUME UNITS ........................................................................................................................................- 9 -

3 AEROPLANE DIMENSIONS ............................................................................................................ - 10 -


Chapter 00 -General


1 GENERAL INFORMATION

1.1 INTRODUCTION

Aegean Operations Manual Airbus A320 Family aircrafts (Part B) includes the IAE engines Airbus A319, A320

and A321. The manual provides crewmembers with information on the technical, procedural and performance

characteristics of the Airbus A320 family aircrafts.

Variation specific information is clearly marked for example “For A321”.

Additional type related information could be found in the different Airbus Manuals, which are split into the

FCOM, QRH and FCTM.

1.2 GENERAL

Aegean applies Standard Operating Procedures (SOP) as stated in Section 2 “Normal Procedures”. In order

to fully understand the procedures specified hereafter, pilots must be familiar with standard Airbus

philosophies. The Aegean SOP’s are complementary procedures to Airbus and represent the operator’s

philosophy in some areas of operation. The following chapters and the Normal Checklist, which is part of this

manual, will reflect those areas.

The normal checklist (see Section 2 “Normal Checklist”), which is on a separate laminated card in the cockpit,

forms part of the OM B.

In case of discrepancies between procedures/publications, the priorities are as follows:

OFP crew briefing notes/remarks

FCN Level 1, which are, specified as superseding Operating Manuals

Airbus OEB’s

Company Operations Manuals

Airbus FCOM

Airbus FCTM

The company recognizes that SOP’s cannot include all situations and hence in exceptional circumstances the

commander or deputy shall act as required by the situation. Pilots joining Aegean from other airlines may

have used significantly different SOP’s. It is essential that previous company SOP’s are discarded and

Aegean SOP’s adopted.

On Board Paper Documentation

The following list details the paper manuals and forms, which should be in the cockpit:

2 QRH

2 Normal Checklists (laminated)

1 Aircraft Documentation and Certificates bag

Quick Access Information Folder (QAI)

Loadsheet Form

Aircraft Technical Log

MEL


Chapter 00 -General


On Board Electronic Manuals

The following list details the electronic manuals that are included in the LPC:

OM Part A

OM Part B

OM Part C

Aerodrome Briefing Supplement

OM Part D

CSPM

FCOM/OEB FCTM

AFM/CDL


Chapter 00 -General


2 UNITS OF MEASUREMENT

The system used for measurement derives from the Metric System. Wherever necessary, the Unit Conversion

Constants and Equations in paragraph 2.2 shall be used.

2.1.1 UNIT OF LENGTH

The unit of Length is the Meter (m).

2.1.2 UNIT OF DISTANCE

The unit of Distance is the Nautical Mile (nm).

2.1.3 UNIT OF MASS

The unit of Mass is the Kilogram (kg).

2.1.4 UNIT OF SPEED

The unit of Mass is the Knot (kt).

2.1.5 UNIT OF ALTITUDE

The unit of Altitude is the Foot (ft).

2.1.6 UNIT OF TEMPERATURE

The unit of Temperature is the Degree Celsious (°C).

2.1.7 UNIT OF PRESSURE

The unit of Pressure is the milliBar (mb).

2.1.8 UNIT OF VOLUME

The unit of Volume is the Litre (l).

2.2 UNIT CONVERSIONS

2.2.1 LENGTH UNITS

The following conversions apply to Length units :

To convert : Multiply by Divide by


Chapter 00 -General


meters (m) to feet (ft) 3.2808 0.3048

feet (ft) to meters (m) 0.3048 3.2808

meters (m) to inches (in) 39.37 0.0254

inches (in) to meters (m) 0.0254 39.37

feet (ft) to inches (in) 12 0,0833

inches (in) to feet (ft) 0.0833 12

feet (ft) to centimeters (cm) 30.48 0.0328

centimeters (cm) to feet (ft) 0.0328 30.48

inches (in) to centimeters (cm) 2.54 0.3937

centimeters (cm) to inches (in) 0.3937 2.54

TABLE 2-1 : LENGTH UNIT CONVERSIONS

2.2.2 DISTANCE UNITS

THE FOLLOWING CONVERSIONS APPLY TO DISTANCE UNITS:

To convert : Multiply by : Divide by :

nautical miles (nm) to kilometers (km) 1.852 0.54

kilometers (km) to nautical miles (nm) 0.54 1.852

nautical miles (nm) to statute miles (sm) 1.1508 0.869

statute miles (sm) to nautical miles (nm) 0.869 1.1508

statute miles (sm) to kilometers (km) 0.6214 1.6093

kilometers (km) to statute miles (sm) 1.6093 0.6214

Table 2-2 : Distance Unit Conversions


Chapter 00 -General


Mass Units

The following conversions apply to Mass units:


kilograms (kg) to pounds (lb) 2.2046 0.4536

pounds (lb) to kilograms (kg) 0.4536 2.2046

TABLE 2-3: MASS UNIT CONVERSIONS

2.2.3 SPEED UNITS

The following conversions apply to Speed units:


knots (kt) to kilometers per hr (km/hr) 1.852 0.54

kilometers per hr (km/hr) to knots (kt) 0.54 1.852

knots (kt) to miles per hr (mph) 1.1508 0.869

miles per hr (mph) to knots (kt) 0.869 1.1508

miles per hr (mph) to kilometers per hr (km/hr) 0.6214 1.6093

kilometers per hr (km/hr) to miles per hr (sm) 1.6093 0.6214

knots (kt) to kilometers per hour 2.2046 0.4536

pounds (lb) to kilograms (kg) 0.4536 2.2046

TABLE 2-4: SPEED UNIT CONVERSIONS


Chapter 00 -General


2.2.4 TEMPERATURE UNITS

The following conversions apply to Temperature units:

1.8

32F)T(C)T(

Equation 2-1 : Conversion of °F to °C

321.8)C(T)FT(

Equation 2-2 : Conversion of °C to °F

2.2.5 PRESSURE UNITS

The following conversions apply to Pressure units:

To convert : Multiply by

: Divide by :

milliBars (mb) to pounds per square

inch (psi) 0.0145 68.92

pounds per square inch (psi) to

milliBars (mb) 68.92 0.0145

Table 2-5: Pressure Unit Conversions


Chapter 00 -General


2.2.6 VOLUME UNITS

The following conversions apply to Volume units:

To convert : Multiply by

: Divide by :

Litres (l) to US Gallons (USG) 0.2642 3.7584

US Gallons (USG) to Litres (l) 3.7584 0.2642

Litres (l) to Imperial Gallons (ImpG) 0.22 4.5461

Imperial Gallons (ImpG) to Litres (l) 4.5461 0.22

US Gallons (USG) to Imperial Gallons

(ImpG) 0.8327 1.201

Imperial Gallons (ImpG) to US Gallons

(USG) 1.201 0.8327

Table 2-6: Pressure Unit Conversions


Chapter 00 -General


3 AEROPLANE DIMENSIONS

Refer to FCOM DSC-20

AEGEAN


Chapter 01 – LIMITATIONS

Revision 15


should show the caution UNCONTROLLED WHEN PRINTED]


Chapter 01 Limitations


1 TABLE OF CONTENTS

1 TABLE OF CONTENTS - 2 -

2 LIMITATIONS - 3 -

2.1 COMPLIANCE - 3 -

2.2 OPERATING LIMITATIONS - 4 -

2.2.1 PASSENGER SEATING CONFIGURATION: - 4 -

2.2.2 TAXI SPEED - 5 -

2.2.3 WIND LIMITATIONS - 5 -

2.3 RUNWAY WIDTH LIMITS - 6 -




2 LIMITATIONS

2.1 COMPLIANCE

The Airbus A320 family is certified in accordance with EASA and Regulatory Requirements as detailed in the

AFM.

For Operating Limitations refer to section 2.2 and FCOM-LIM.




2.2 OPERATING LIMITATIONS

2.2.1 PASSENGER SEATING CONFIGURATION:

The authorized seating configuration for Aegean Airlines A320 family airplanes are given in the following

Table:

Registration Model MSN Configuration Engines

SX-DGG A319-133LR 1727 138 CY V2524-A5

SX-DGH A319-133LR 1880 138 CY V2524-A5

SX-DGF A319-132 2468 138 CY V2524-A5

SX-DVG A320-232 3033 168 CY V2527-A5

SX-DVH A320-232 3066 168 CY V2527-A5

SX-DVI A320-232 3074 168 CY V2527-A5

SX-DGI A320-232 3162 168CY V2527-A5

SX-DVJ A320-232 3365 168 CY V2527-A5

SX-DVK A320-232 3392 168 CY V2527-A5

SX-DVL A320-232 3423 168 CY V2527-A5

SX-DVM A320-232 3439 168 CY V2527-A5

SX-DVO A321-232 3462 195 CY V2533-A5

SX-DVN A320-232 3478 168 CY V2527-A5

SX-DVQ A320-232 3526 168 CY V2527-A5

SX-DVP A321-232 3527 195 CY V2533-A5

SX-DVS A320-232 3709 168 CY V2527-A5

SX-DVR A320-232 3714 168 CY V2527-A5

SX-DVT A320-232 3745 168 CY V2527-A5

SX-DVU A320-232 3753 168 CY V2527-A5

SX-DVV A320-232 3773 168 CY V2527-A5

SX-DVW A320-232 3785 168 CY V2527-A5

SX-DVZ A321-231 3820 195 CY V2533-A5

SX-DVX A320-232 3829 168 CY V2527-A5

SX-DVY A320-232 3850 168 CY V2527-A5

SX-DGA A321-231 3878 195 CY V2533-A5

SX-DGE A320-232 3990 168 CY V2527-A5

SX-DGD A320-232 4065 168 CY V2527-A5

SX-DGC A320-232 4094 168 CY V2527-A5

SX-DGB A320-232 4165 168 CY V2527-A5

Table 2-1: Authorized Passenger Seating Configurations




2.2.2 TAXI SPEED

Normal taxi speed is approximately 20 knots. On long straight taxi routes maximum taxi speed is 30 knots.

The same limitation applies when taxing or backtracking on runways. Maximum taxi speed during a turn is 10

knots.

2.2.3 WIND LIMITATIONS

To optimize directional control during the low speed phase of the takeoff and landing roll and according to the

reported braking action given by the control tower, it is not allowed to take off or to land with a crosswind

component higher than:

Reported Braking Action

Reported Runway Friction Coefficient

Maximum Crosswind (kt) Component

Equivalent runway condition

Takeoff Landing

GOOD 0.4 and above 29 30 DRY, DAMP, WET

(≤3mm) MEDIUM TO GOOD 0.39 to 0.36 29

MEDIUM 0.35 to 0.30 25 SLUSH, DRY SNOW, STANDING WATER

WITH RISK OF HYDROPLANING

MEDIUM TO POOR 0.29 to 0.26 20

POOR 0.25 and below -

ICY RUNWAY, HIGH RISK OF

HYDROPLANING UNRELIABLE

- According to OM A Chapter 8, no runway shall be used with braking action poor

Note

For operation on narrow runways of 30 m width, decrease the above limitations by 5 kts




2.3 RUNWAY WIDTH LIMITS

The minimum runway width is 30 m.

The dispatch from/to narrow runways is not allowed in case of:

- Nose wheel steering inoperative.

- One brake or more inoperative.

Autoland is not allowed.

Diversion to a 45m wide runway is recommended in case of:

- Rudder jam

- Rudder pedal jam

- Yaw Damper fault

- All failures leading to the loss of nose wheel steering (HYD Yellow System loss, double Hydraulic failure, double BSCU fault, double LGCIU fault).

AEGEAN


Chapter 02 – Normal Procedures

Revision 15




Chapter 2 Normal Procedures


Table Of Contents

1 STANDARD OPERATING PROCEDURES - 5 -

1.1 GENERAL - 5 -

1.2 NORMAL CHECKLIST - 6 -

1.2.1 A320 NORMAL CHECKLIST VERSION 1.12 - 6 -

1.2.2 A321 NORMAL CHECKLIST VERSION 1.12 - 8 -

1.2.3 A319 NORMAL CHECKLIST (SX-DGG, SX-DGH) VERSION 1.3 - 10 -

1.2.4 A319 NORMAL CHECKLIST (SX-DGF) VERSION 1.3 - 12 -

1.3 CREW CO-ORDINATION - 14 -

1.3.1 ASSIGNMENT OF TASKS - 15 -

1.3.2 CO-ORDINATION PROCEDURES BETWEEN FLIGHT AND CABIN CREW - 19 -

1.4 FLIGHT PREPARATION - 23 -

1.4.1 TECHNICAL CONDITION OF THE AIRCRAFT - 23 -

1.4.2 WEATHER BRIEFING - 23 -

1.4.3 NOTAMS - 23 -

1.4.4 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS - 24 -

1.4.5 OPTIMUM FLIGHT LEVEL - 24 -

1.4.6 FUEL REQUIREMENTS - 24 -

1.4.7 FUEL TRANSPORTATION - 24 -

1.5 SAFETY EXTERIOR INSPECTION - 25 -

1.6 PRELIMINARY COCKPIT PREPARATION - 26 -

1.7 EXTERIOR WALK AROUND - 32 -

1.8 COCKPIT PREPARATION - 39 -

1.8.1 INTRODUCTION - 39 -

1.8.2 DOCUMENTATION AND MAINTENANCE - 39 -

1.8.3 OVERHEAD PANEL - 40 -

1.8.4 CTR INSTRUMENT PANEL - 45 -

1.8.5 PEDESTAL - 46 -

1.8.6 _*FMGS INITIALIZATION - 48 -

1.8.7 _* FMGS DATA INSERTION - 50 -

1.8.8 GLARESHIELD - 52 -

1.8.9 LATERAL CONSOLES - 53 -

1.8.10 CM 1/2 INSTRUMENT PANELS - 54 -

1.8.11 FMGS RE-INITIALIZATION AFTER A CANCELED / REPLACED FLIGHT - 55 -

1.8.12 TAKE OFF BRIEFING - 56 -

1.9 BEFORE PUSHBACK OR START - 61 -

1.9.1 GENERAL - 61 -

1.10 ENGINE START - 64 -

1.10.1 AUTOMATIC ENGINE START - 64 -

1.10.2 ENGINE START TASK SHARING - 66 -

1.10.3 GROUND RUN UP – DANGER AREAS - 67 -

1.11 AFTER START - 68 -

1.12 TAXI - 73 -

1.12.1 BRAKE FAN USAGE AND TEMPERATURES TREATMENT - 74 -




1.12.2 VISUAL GROUND GEOMETRY - 78 -

1.12.3 180° TURN ON RUNWAY (A320) - 78 -

1.12.4 180O TURN ON RUNWAY (A321) - 80 -

1.13 BEFORE TAKE OFF - 82 -

1.14 TAKE OFF - 86 -

1.15 AFTER TAKE-OFF - 93 -

1.15.1 NOISE ABATEMENT - 93 -

1.16 CLIMB - 94 -

1.17 CRUISE - 98 -

1.18 DESCENT PREPARATION - 101 -

1.18.1 APPROACH BRIEFING - 104 -

1.19 DESCENT - 106 -

1.19.1 DESCENT INITIATION - 106 -

1.19.2 DESCENT MONITORING - 106 -

1.20 ILS APPROACH - 112 -

1.20.1 GENERAL - 112 -

1.20.2 INITIAL APPROACH - 112 -

1.20.3 INTERMEDIATE / FINAL APPROACH (ILS APPROACH ENTERED IN THE F-PLN) - 114 -

1.20.4 ILS APPROAH TASK SHARRING - 120 -

1.21 NON-PRECISION APPROACH - 123 -


1.21.2 INITIAL APPROACH - 125 -

1.21.3 NON PRECISION APPROACH TASK SHARING - SELECTED TRACK FPA - 132 -

1.21.4 NON PRECISIONAPPROACH TASK SHARING / NAV – FPA - 133 -

1.21.5 VFR APPROACH - 136 -

1.22 VISUAL APPROACH - 137 -

1.22.1 VISUAL CIRCUIT - 138 -

1.22.2 VISUAL TASK SHARING - 141 -

1.23 GO AROUND POLICY - 142 -

1.23.1 CONSIDERATIONS ABOUT GO AROUND - 142 -

1.23.2 BOUNCING AT TOUCH DOWN - 143 -

1.23.3 GO-AROUND/MISSED APPROACH - 143 -

1.23.4 GO-AROUND FROM AN INTERMEDIATE APPROACH ALTITUDE - 145 -

1.24 LANDING - 146 -

1.24.1 ILS FINAL APPROACH AND LANDING GEOMETRY (A320) - 146 -

1.24.2 LANDING - 152 -

1.24.3 LANDING TASK SHARING - 155 -

1.25 AFTER LANDING - 158 -

1.25.1 AFTER LANDING TASK SHARRING - 160 -

1.26 PARKING - 161 -

1.26.1 PARKING TASK SHARING - 164 -

1.27 SECURING THE AEROPLANE - 165 -

1.27.1 SECURING THE AEROPLANE TASK SHARING - 166 -

1.28 STANDARD CALLOUTS - 167 -

1.28.1 COMMUNICATIONS AND STANDARD TERMS - 167 -

1.28.2 SUMMARY FOR EACH PHASE - 173 -

1.28.3 PUSHBACK BY RAMP AGENTS AND COMMUNICATIONS DURING ENGINE START IN GREEK - 178 -




2 SUPPLEMENTARY TECHNIQUES - 180 -

2.1 RVSM - 180 -

2.2 RNAV - 181 -

2.3 FLIGHT DECK DOOR SURVEILLANCE SYSTEM - 182 -

2.3.1 CONTROLS - 183 -

2.3.2 PROCEDURES - 183 -

2.4 ONE ENGINE TAXI WITH APU OFF - 184 -

2.5 COLD WEATHER OPERATIONS - 185 -

2.5.1 GENERAL - 185 -

2.5.2 FLIGHT PLANNING - 185 -

2.5.3 PREFLIGHT - 185 -

2.5.4 ENGINE START - 187 -

2.5.5 TAXI OUT - 188 -

2.5.6 TAKE OFF - 188 -

2.5.7 CLIMB, CRUISE, DESCENT - 188 -

2.5.8 APPROACH - 189 -

2.5.9 LANDING - 189 -

2.5.10 TAXI IN - 189 -

2.5.11 ARRIVAL / ENGINE SHUTDOWN - 190 -

2.5.12 POST FLIGHT - 190 -

2.6 ELECTRONIC FLIGHT BAG - 191 -


2.6.2 GENERAL - 192 -




1 STANDARD OPERATING PROCEDURES

1.1 GENERAL

This chapter contains detailed procedures for conducting a normal flight with all aeroplane systems

operational. The procedures are listed by phase of flight and must be adhered to at all times. When conditions

warrant other than standard procedures, the Commander must brief the First Officer.

The Commander is responsible for the fuel management of each sector. The First Officer should be

encouraged to participate in the decision making process.

Before boarding the aeroplane, the Commander has to brief / inform the cabin crew about the flight time, the

route, the weather and other important factors concerning the rotation and the flight.

Both pilots must ensure that the crew arrives at the aeroplane at least 40 minutes before ETD.

Both pilots must be in the cockpit while receiving the ATC clearance.

During preparation of departure or approach the PF will study the electronic route manual chart, compare it

with the aircraft database, and complete the FMGS set up.

PNF must preselect the applicable electronic charts on the eRM clipboard and refer to it during briefing.

Observe any discrepancies between database and electronic charts.

CM2 duty is to report to Flight Standards office any discrepancies found on the eRM databases as well as

abnormal laptop operation.

NOTE

Avoid casual and non-essential conversation (STERILE COCKPIT), during critical phases of flight, particularly

during taxi, takeoff, climb, descent, approach and landing. Unnecessary conversation reduces crew efficiency

and alertness and is not recommended when below 10.000 feet MSL / FL100.




1.2 NORMAL CHECKLIST

1.2.1 A320 NORMAL CHECKLIST VERSION 1.12







1.2.2 A321 NORMAL CHECKLIST VERSION 1.12







1.2.3 A319 NORMAL CHECKLIST (SX-DGG, SX-DGH) VERSION 1.3







1.2.4 A319 NORMAL CHECKLIST (SX-DGF) VERSION 1.3







After completing a given procedure, the flight crew uses the related normal checklist to ascertain that they have checked the safety points. The crewmember that reads the checklist should announce completion of the checklist (Example: "LANDING CHECKLIST COMPLETED"). The normal checklist takes advantage of the ECAM system and only includes the items that may directly impact safety and efficiency if done incorrectly. All normal checklists are requested by the PF, and read by the PNF. They are of the challenge/response type. The responding crewmember only responds to the challenge after having checked the configuration. If the configuration does not agree with the checklist response, he must take corrective action before answering.

If corrective action is not possible, the pilot modifies the response to reflect the actual situation (specific answer). Whenever necessary, the other crewmember crosschecks the validity of the response. The challenger waits for the response, before proceeding any further. For the checklist items identified "AS RQRD", the response states the actual condition or configuration of the system (for example “ANTI ICE........................”ON”).

Normal checklists are not "TO DO" lists. The flight crew should have performed the actions, or checks, prior to going through the checklist. Care must be taken to resume an interrupted checklist in the correct place by confirming the previous action and response. In the case of doubt the checklist should be restarted in entirety.

1.3 CREW CO-ORDINATION

The crew co-ordination concept organises the teamwork in the flight deck during normal and abnormal

operation. Each member of the flight crew should have the same level of information.

CHECKLIST PHILOSOPHY RULES

Look first, if necessary correct, and finally answer;

The reader checks the right answer;

For beginning and ending of the checklist it is necessary to announce the title;

COMMUNICATION

Communication is very important for a safe operation.

Commands have to be clear and one at a time.




1.3.1 ASSIGNMENT OF TASKS

The designations CM 1 and CM 2 refer to the Crew Members‟ physical location. “CM 1” is the left pilot, “CM 2”

the right pilot. When the Commander is in position other than the CM 1 position, he will continue to execute

his command authority while performing the duties assigned to that crew position. The Commander will brief

the other Crew Member to ensure that he / she understands the duties of his assigned position.

“PF” means that the associated action is always performed by the pilot flying the aeroplane no matter if it is

CM 1 or CM 2. “PNF” has the same meaning for the pilot not flying the aeroplane.

Flight Crew duties are organized in accordance with an area of responsibility concept. Each CM is assigned a

flight deck area where the CM initiates the actions for required procedures. The panel illustrations in this

section describe each CM‟s area of responsibility for pre / post flight and phase of flight.

Pre / post flight duties are apportioned between the CM 1 and the CM 2, while the phase of flight duties are

apportioned between the PF and the PNF. A normal scan flow is encouraged; however, certain items may be

handled in the most logical sequence for existing conditions. Actions outside the CM‟s area of responsibility

are initiated at the Commander‟s direction.

General phase of flight responsibilities in normal operation are as follows:

Pilot flying (PF):

Flight path and airspeed control;

Aeroplane configuration;

Navigation.

Pilot not flying (PNF):

Checklist reading;

Communications;

Tasks requested by PF;

The First Officer, when flying the aeroplane, performs the duties listed under PF and the Commander

performs those duties listed under PNF.

NOTE

Although the FCU is designated as the PF‟s responsibility, the PNF must operate the controls on the

command of the PF when the aeroplane is being flown manually

The Commander retains the final authority for all actions directed and performed.




ON THE GROUND

On the ground, CM 1 is assigned as PF. When CM1 requests “Before Start” checklist he assumes PF tasks

until “Lining-up”. Start up and ATC clearance is requested by CM2 on command of CM1. When the aeroplane

is moving under its own power CM 2 shall establish and perform the radio communication, MCDU

programming, FCU panel changes and transponder setting.

IN FLIGHT

No crew member is permitted to perform any activity during taxi, takeoff, initial climb, final approach and

landing, except when those duties are required for the safe operation of the aeroplane.

FLIGHT WITH AUTOPILOT

When the autopilot is in use, the PF should make the FCU and FMGS selections. All other selections are

performed by PNF. However, in high workload environments, PF may request PNF to make FMC selections

with appropriate commands.

A/THR USE

Use of A/THR is recommended during the entire flight. It may be used in most failures cases, including:

- Engine failure, even during Autoland

- Abnormal configurations.

MANUAL FLIGHT (A/THR ON)

Selections are performed by PNF on request of PF.

All selections by PNF shall be monitored by PF.

MCDU programming should be accomplished prior to high workload periods, such as taxi, departure, arrival or

holding.

PNF shall read back to ATC any new assigned altitude, flight level, heading, route, SID, STAR or approach

instructions.

POLICY ON VHF/HF UTILISATION

VHF 1 is always used for radio communications. The pilot should normally use his onside RMP to tune

anyone of the VHF or HF radios. If the SEL lights comes on, when tuning the radio the pilot should turn them

off by selecting the appropriate radio system dedicated to his RMP.




PRINCIPLES OF THE NORMAL CHECKLIST

The normal checklist describes procedures that are necessary for the routine operation. While the sequence

of procedures follows the natural phases of flight, the sequence of actions in a procedure (checking, testing,

and setting) follows a standardized scan of panels or equipment except when required by the logic of actions

priority

Normal actions in a procedure are performed by recall (items) with the exception of less frequently used

procedures; where in reference to the FCOM PRO-SUP Supplementary Procedures is recommended. Normal

checklists are then read by the Flight Crew when all applicable items are accomplished.

All actions of a procedure are required in order to operate the aeroplane safely in the related phase of flight

and to prepare the aeroplane for the following phase of flight. Each action is assigned to a specific

crewmember in order to:

ensure standardized coordinated operation;

enables the Flight Crew to more readily memorize the required items;

ensures that all necessary actions have been performed in the most efficient manner and

Minimize the time required.

NOTE

Full Checklist shall be performed when crew changes.

MANUAL FLYING SKILLS PROFICIENCY

In order to maintain Manual Flying Skills Proficiency, each flight crew member should perform a manual flight

in Raw data with AP/FD and A/THR off, twice a month at home base with good weather, day VMC.




NORMAL CHECKLIST APPLICATION

REQUESTING A CHECKLIST

When parked, CM 1 calls for the checklists.

During taxi, the pilot taxiing (CM 1), as he is always PF on the Ground, calls for the checklists.

After takeoff, the PF calls for the checklists.

READING A CHECKLIST

All checklists are read by the PNF (on ground by CM 2), as he is always the PNF on the Ground.

Reading shall start with the checklist title.

Only the left side of the print line will be read. The reader shall verify that the answer complies with the

checklist before proceeding.

RESPONDING TO A CHECKLIST

For each item one or both CMs are assigned to answer. Assignment depends on role (PF or PNF) or seat

location (CM 1 or 2) and is printed behind each checklist line. If more than one CM is assigned the sequence

to respond is PF - PNF.

The assigned CM(s) shall only respond after having checked the existing configuration / condition. The other

CM shall, whenever feasible, crosscheck the validity of the response to provide redundancy.

DEVIATIONS FROM STANDARD

If the actual configuration / condition is inadvertently not in accordance with the checklist, standard corrective

action shall be initiated before proceeding.

If the actual configuration / condition is purposely not in accordance with the standard checklist (special /

abnormal operation, MEL procedure) the response must be modified to reflect the actual situation (specific

answer). This deviation from standard must be realized by all CMs.

REQUESTING SUPPLEMENTARY TECHNIQUES

Requested by CM1 on ground CM2 reads first and then performs the actions except the Engine Master

switches which are CM1 task.

Requested by PF during flight PNF reads first and then performs the actions.




1.3.2 CO-ORDINATION PROCEDURES BETWEEN FLIGHT AND CABIN CREW

GENERAL

It is of utmost importance that all Flight and Cabin Crew Members maintain a good level of communication.

Effective communication promotes a higher level of safety. Therefore, crews shall at all times refer to

equipment by the correct terms and use the correct name for each procedure.

Certain procedures requiring confirmation by another member of the crew must always be carried correctly

and the appropriate response must be given.

Assumptions that a confirmation check has been carried out must never be made. In case of ambiguity, the

members involved must ensure that any uncertainty is resolved.

BEFORE BOARDING THE AEROPLANE

At the start of the flight duty, all Flight and Cabin Crew must take part in a briefing. It should take place in a

briefing room. If a briefing room is not available, i.e. start of duty away from base, then it is the Commander‟s

responsibility, or in his absence, the First Officer‟s, to make sure that the briefing is given in a suitable quiet

location.

The crew briefing must be conducted in a formal manner, and the briefing must be completed to the

satisfaction of everyone taking part and any questions or doubts about the flight must be resolved.

As part of the briefing, the Flight and Cabin Crew Members will exchange information concerning the details

and the sequence of the flight.

The Commander must ensure that the following information is given to the Cabin Crew Members:

Expected flight time;

Features of the meteorological conditions;

Expected number of passengers;

Crew co-ordination requirements:

a. General;

b. Emergency (discussion of an emergency situation and use of emergency equipment);

Any training taking place in the cockpit;

Any known reported faults with the aeroplane or ground services and special procedures, if any, to be used;

Any other pertinent information.




NOTE

If a change of a Cabin Crew Member takes place during a rotation, the new Cabin Crew Member has to

introduce herself / himself to the Commander, and acquaint with all crew briefings by the Commander

or the Senior Cabin Crew Member.

The Senior Cabin Crew Member must ensure that the following information is given to the Commander:

- Any training taking place in the cabin;

- Any special passenger requirements.

CHECKS PRIOR TO TAKEOFF

At the completion of boarding the Commander confirms the number of passengers with the Senior Cabin

Crew Member and advises to close the doors.

The Senior Cabin Crew Member must confirm to the Commander that all the secure checks have been

completed in the cabin by use of the interphone and the announcement of ”CABIN SECURE”.

CM2 Receives the “CABINE SECURE” from the SCCM.

This is the indication to the Commander that the cabin and galley secure checks are completed and that the

Cabin Crew Members are all seated at their respective seats and they are ready for takeoff.

CAUTION

The takeoff must not be initiated until the Commander has received the cabin and galleys secured

report from the Senior Cabin Crew Member.

Once the flight has been cleared to line-up, the First Officer shall make the following PA to the cabin: “CABIN

CREW, PLEASE BE SEATED FOR TAKEOFF”.




AFTER TAKEOFF

Cabin Crew Members are to remain seated until the FASTEN BELTS signs are switched off or by

Commander‟s notification through the interphone.

ENROUTE - TURBULENCE

Whenever turbulence is expected or encountered, the Commander shall switch ON the FASTEN BELTS signs

and inform the Senior Cabin Crew Member as appropriate. The Senior Cabin Crew Member shall proceed to

make the relevant PA and brief the other Cabin Crew Members. Normally service may be continued.

If the Cabin Crew Members need to be seated (i.e. when severe turbulence is encountered), the Commander

has to inform the Cabin Crew Members to discontinue service and be seated, until the Commander switches

OFF the FASTEN BELTS signs or calls the Senior Cabin Crew Member by use of the interphone.

During turbulence, both CMs must remain in the cockpit with their seat belts fastened.

DESCENT AND LANDING

The Flight Deck crew switches ON the seat belt signs the latest at 10.000 ft. or 10min prior landing. If needed,

establish contact with the Senior Cabin Crew Member concerning the time remaining to complete the cabin

service; a speed reduction may be considered, if not sufficient time is left to secure the cabin in due time for

landing.

The Cabin Crew Members shall then proceed without delay to prepare the cabin for landing.

The Senior Cabin Crew Member, once all the secure checks have been completed in the cabin and all the

Cabin Crew Members and passengers are seated and strapped in, shall advise the Commander by the use of

the interphone and the announcement of: “CABIN SECURE”.

CAUTION

The landing must not be made until the Commander has received the cabin and galleys secured report from the Senior Cabin Crew Member.

The PNF should notify the Cabin Crew Members on the PA by announcing: “CABIN CREW, PLEASE BE

SEATED FOR LANDING”, at the selection of landing flaps, or earlier at Commander‟s discretion.




TECHNICAL STOP OR DIVERSION

After parking, the Senior Cabin Crew Member may proceed with opening of the doors. The cabin is to be

maintained in a pre-takeoff status, i.e. the aisles and the exits must be kept clear, etc.

If refueling is required, the Cabin Crew Members shall ensure that the procedure “Fuelling With Passengers

Onboard” is carried out (refer to OM A 8.2.1.3).

The minimum number of Cabin Crew Members must remain on board at all times.

LIAISON DURING EMERGENCY PROCEDURES

Refer to OM-B, chapter 11. These procedures supplement normal procedures.




1.4 FLIGHT PREPARATION

1.4.1 TECHNICAL CONDITION OF THE AIRCRAFT

The crew will verify the technical state of the aircraft (deferred defect list), with regard to airworthiness,

acceptability of malfunctions (MEL), and influence on the flight plan.

1.4.2 WEATHER BRIEFING

The crew will get a weather briefing.

The briefing should include :

o Actual and expected weather conditions, including runway conditions for takeoff and climb-

out.

o Significant weather enroute, including winds and temperatures.

o Terminal forecasts for destination and alternate airports.

o Actual weather for destination and alternates, for short range flights and recent past weather,

if available.

o Survey of the meteorological conditions at airports along the planned route.

Weather can affect the choice of routing (for example, influence which route is quickest) and the choice of

flight level. The flight crew must also consider the possibility of runways being contaminated at the departure

and destination airfields. The flight crew must also verify ISA deviations and enroute icing conditions, and

must consider the possibility of holding due to weather at the destination.

1.4.3 NOTAMS

The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability of

runways and approach aids etc, all of which may affect the final fuel requirement.

In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizer and the

elevators, it is not recommended to takeoff from runways in bad condition (loose surface, under

repair, covered with debris...).




1.4.4 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS

The crew will check the company flight plan for routing, altitudes, and flight time.

The Captain will check the ATC flight plan and ensure that it :

o Is filled in and filed, in accordance with the prescribed procedures,

o It agrees with the fuel flight plan routing.

The crew will check the estimated load figures, and will calculate the maximum allowable takeoff and

landing weights.

1.4.5 OPTIMUM FLIGHT LEVEL

The flight crew should choose a flight level that is as close to the optimum as possible. To obtain the optimum flight level, use the chart in the QRH or in the FCOM (Refer to PER-FPL-FLP-ALT-10 DEFINITIONS).). As a general rule, an altitude that is 4000 feet below the optimum produces a significant penalty

(approximately 5 % of fuel). Flight 8000 feet below the optimum altitude produces a penalty of more than 10 %

against trip fuel. (The usual contingency allowance is 5 %).

1.4.6 FUEL REQUIREMENTS

COMPUTERIZED FLIGHT PLAN CHECK In most cases the flight crew uses a 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 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 0.78 Mach table is accurate enough to permit the crew to check for gross error.

Ensure that both the Commander and the first officer have verified that the fuel calculations and required fuel

on board are correct and that the figure complies with the applicable regulations. The Commander shall

crosscheck the fuel on board by comparing airplane fuel indicators with the uplift shown on the suppliers fuel

receipt.

1.4.7 FUEL TRANSPORTATION

The flight crew must check the policy covering the “tankering” of fuel on sectors where there is a favorable fuel

price differential or operational requirement.

Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector and therefore

reduces the economy of the operation (lower flex temperature, more tire and brake wear, more time in climb

phase, lower optimum flight level etc).




1.5 SAFETY EXTERIOR INSPECTION

Items marked by (*) are the only steps to be completed during a transit stop.

This 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, refueling, etc

*- WHEEL CHOCKS......................................... CHECK IN PLACE B

*- LANDING GEAR DOORS ........................... CHECK POSITION B

WARNING

Do not pressurize the green hydraulic system without clearance from ground personnel, if any

gear door is open. Remember that the green hydraulic system is pressurized if the yellow system

is pressurized and the PTU is on AUTO.

*- APU AREA .....................................................................CHECK B

Observe that the APU inlet and outlet are clear.




1.6 PRELIMINARY COCKPIT PREPARATION

Items marked by asterisks (*) are the only steps to be completed during a transit stop.

Full checklist shall be performed when there is a flight crew member change or the aircraft has been left

unattended for any period of time.

Preliminary cockpit preparation shall be made by PNF using the hard copy preliminary cockpit preparation

checklist (Read and Do).

The following procedure, performed by the PNF ensures that all required checks are performed before the

application of electrical power to avoid inadvertent operation of systems and danger to the aircraft and

personnel.

Included is APU starting and the establishment of electrical and pneumatic power.

ENG

- MASTER 1 and 2 .................................................................. OFF PNF

- MODE selector ................................................................. NORM PNF

L/G

- L/G lever ................................................ Check DOWN position PNF

WIPERS

- WIPERS ................................................................................ OFF PNF

ELEC

If the aircraft has not been electrically supplied for 6 hours or more, perform the following check :

- BAT 1 and 2 ............................................................ CHECK OFF PNF

- BAT 1 and 2 VOLTAGE ........................ CHECK ABOVE 25.5 V PNF

Battery voltage above 25.5 V ensures a charge above 50 %.

- If battery voltage is below 25.5 V:

A charging cycle of about 20 minutes is required.

- BAT 1 and 2 ....................................................................... AUTO PNF

- EXT PWR ................................................................................ ON PNF

Check on ECAM ELEC page, battery contactor closed and batteries charging.

- After 20 minutes :

- BAT 1 + 2 .............................................................................. OFF PNF

- BAT 1 and 2 VOLTAGE ........................ CHECK ABOVE 25.5 V PNF

- If battery voltage is above 25.5 V :




- BAT 1 and 2 ....................................................................... AUTO PNF

If the APU is started on batteries only, it should be started within 30 minutes after the selection of batteries to

AUTO (35 minutes after battery selection to AUTO, the battery charge is less than 25 % of maximum

capacity).

If the aircraft has been electrically supplied during the last 6 hours :

- BAT 1 and 2 ....................................................................... AUTO PNF

- EXT PWR (when AVAIL light is on) ...................................... ON PNF

AVAIL light goes out.

HYD

WARNING

Do not pressurize hydraulic systems without clearance from ground crew.

APU FIRE

- APU FIRE pushbutton .................................. IN and GUARDED PNF

- AGENT light ......................................................................... OUT PNF

If the APU is already running, ensure that the following check has already been completed. If not, perform it.

- APU FIRE TEST pushbutton .......................................... PRESS PNF

Check :

APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC Power available).

APU FIRE pushbutton lighted red.

SQUIB and DISCH lights on

Note

At first power up (with external power or APU), self tests have to be completed prior to cockpit preparation.

APU START

- If EXT PWR ON light is on :

- APU MASTER switch ....................................................................... ON PNF

ON light comes on.

APU page appears on ECAM.

- APU START ...................................................................................... ON PNF

FLAP OPEN indication appears on ECAM APU page.

On ECAM APU page, N and EGT rise.




When N = 95 % :

. On ECAM APU page, AVAIL indication appears.

. On APU panel : START ON light goes out.

AVAIL light comes on.

10 seconds later:

. ECAM DOOR page replaces ECAM APU page.

- EXT PWR ................................................................................ AS RQRD PNF

External power may be kept ON to reduce the APU load, especially in hot conditions:

When APU BLEED is ON, keeping the EXT PWR ON enables to increase the bleed air flow of the APU, thus improving

the efficiency of the air conditioning.

- if EXT PWR ON light is off:

- APU MASTER switch ....................................................................... ON PNF

ON light comes on.

- APU START ...................................................................................... ON PNF

At 95% RPM:

START ON light goes out.

AVAIL light comes on.

APU GEN comes on line.

ECAM APU page appears after 10 seconds.

If required, adjust brightness on ECAM control panel.

10 seconds later:

ECAM DOOR page replaces ECAM APU page.

COCKPIT LIGHTS

*- COCKPIT LIGHTS ...................................................... AS RQRD PNF

Set OVHD INTEG LT, STBY COMPASS, DOME, ANN LT switches as required.

Set FLOOD LT, and INTEG LT as required

DOME light should be on because it is the only lighting source in the EMER ELEC configuration. The

DIM position is recommended for takeoff.




F/CTL

- FLAPS ........................................................... CHECK POSITION PNF

Check the upper ECAM display to confirm that the FLAPS position agrees with the handle position.

*- SPEEDBRAKE lever .. CHECK RETRACTED and DISARMED PNF

WARNING

If flight control surface positions do not agree with the control handle positions, check with the maintenance

crew before applying hydraulic power.

* PARKING BRAKE

*- PARKING BRAKE ................................................................. ON PNF

*- ACCU PRESS & BRAKES PRESS indicators .............CHECK PNF

- Check for normal indications.

- The ACCU PRESS indication must be in the green band. If required use the electric pump on yellow

hydraulic system to recharge the brake accumulator.

During refueling, turnarounds included, the parking brake must be always ON.

WARNING

Yellow and green hydraulic systems are pressurized from yellow electric pump. Inform ground crew before

using the electric pump.

ALTERNATE BRAKING SYSTEM (For MSN 1727-1880 only)

Note: The purpose of this check is to verify, before the first flight of the day, the efficiency of the alternate

braking system (absence of “spongy pedals”).

Y ELEC PUMP pb-sw............................................................................................. CHECK OFF

CHOCKS.............................................................................................................. CHECK IN PLACE

PRK BRK handle...................................................................................................OFF

BRAKE PEDALS.....................................................................................................PRESS

Apply maximum pressure on both pedals.

BRAKE PRESSURE (on BRAKE press indicator)................................................................. CHECK

Pressure must build up without delay symmetrically on left and right sides for the same application simultaneously

applied on left and right pedals. With full pedal deflection, the pressure must be between 2 000 and 2 700 PSI.

BRAKE PEDALS................................................................................................................ RELEASE

PRK BRK handle.............................................................................. ............................................. ON

The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear indicators.




PROBE/WINDOW HEAT

- PROBE/WINDOW HEAT ..................................... CHECK AUTO PNF

AIR COND

- APU BLEED ............................................................................ ON PNF

Do not use APU BLEED, if ground personnel confirms that ground air unit is connected. Pilots should also

check the ECAM BLEED page to determine whether an HP ground air unit is connected (pressure in the

bleed system).

- ALL WHITE LIGHTS ............................................................. OFF PNF

- X BLEED ............................................................................ AUTO PNF

- Zone temperature selectors ...................................... AS RQRD PNF

Full range temperature 24 ± 6° C (75 ± 11° F)

CARGO HEAT

- SELECTORS ................................................................ AS RQRD PNF

Set temperature selectors, as required.

ELEC

- Scan and check that there are no amber lights, except GEN FAULT lights.

VENT

- Check all lights off.

* ECAM

*- RECALL .......................................................................... PRESS PNF

Press the RECALL pushbutton for at least 3 seconds, to recall all warnings that have been cleared

or canceled.

If applicable, check warnings are compatible with the MEL, then CLEAR or CANCEL them.

If any action is required, call maintenance personnel as soon as possible.

*- DOOR ............................................................................. PRESS PNF

If the oxygen pressure is half boxed in amber, check the “MIN FLT CREW OXY CHART” to verify if the

pressure is sufficient for the scheduled flight (Refer to LIM-35 Cockpit Fixed Oxygen System)

*- HYD ................................................................................. PRESS PNF

Check that the quantity indexes are in the normal filling range.




*- ENG ................................................................................ PRESS PNF

Check that the oil quantity is at, or above, 11 qt + estimated consumption (maximum average estimated

consumption 0.3 qt/h).

OPERATIONS ENGINEERING BULLETINS

- OEB in QRH .....................................................................CHECK B

Go to the OEB section of the QRH and review all OEBs (particularly red OEBs) that are applicable to the

aircraft.

NOTE

If there is a transfer of duties during this flight, the flight crew must remind the incoming flight crew

of the applicable OEB(s) during the briefing that is done when transferring the duties.

- EMERGENCY EQUIPMENT ............................................CHECK PNF

- Check the following equipment:

Life jackets stowed

Axe stowed

Smoke hoods or portable oxygen equipment and full face masks stowed and serviceable

Portable fire extinguisher lockwired and pressure in the green area

Smoke goggles stowed (smoke hoods if installed)

Oxygen masks stowed

Flashlights stowed. Flashlights are emergency equipment and shall be used only when necessary

Escape ropes stowed

Gloves in place

RAIN REPELLENT

- Pressure and quantity indicators .................................CHECK PNF

CAUTION

Never use rain repellent to wash the windshield and never use it on a dry windshield.

REAR and OVERHEAD CIRCUIT BREAKERS panels

- REAR and OVERHEAD CIRCUIT BREAKERS panels .CHECK PNF

Check that all circuit breakers are set. Reset as necessary.




1.7 EXTERIOR WALK AROUND

GENERAL

The exterior inspection ensures that the overall condition of the aircraft and its visible components and

equipment are safe for the flight.

Complete inspection is normally performed by maintenance personnel or in the absence of maintenance

personnel by a flight crewmember before each originating flight.

Items marked by asterisk (*) must be performed again by a flight crew member before each flight.

The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear

indicators.

Check structure for impact damage

Check that there is no evident fuel, oil or hydraulic leaks.

WARNING

If a landing gear door is open, contact the maintenance crew before applying hydraulic power.




FIGURE 1-1 EXTERIOR WALK AROUND




1) LH FWD FUSELAGE

*- AOA probes .................................................. CONDITION

- F/O and CAPT static ports ..................................... CLEAR

- Avionics equipment vent air inlet valve .......... CONDITION

- Oxygen bay ......................................................... CLOSED

- Oxygen overboard discharge indicator ..................GREEN

*- Toilet servicing door (if installed) ....................... CLOSED

2) NOSE SECTION

*- Pitot probes ................................................... CONDITION

- STBY static ports ................................................... CLEAR

*- TAT probes ................................................... CONDITION

*- Radome and latches ................... CONDITION/LATCHED

- Forward avionics compartment door ................... CLOSED

- Ground electrical power door (if not required.) ... CLOSED

3) NOSE L/G

*- Nose wheel chocks ........................................... IN PLACE

*- Wheels and tires ........................................... CONDITION

- Nose gear structure ........................................ CONDITION

- Taxi, TO, turn-off lights ................................... CONDITION

- Hydraulic lines and electrical wires ................ CONDITION

- Wheel well .............................................................. CHECK

- Safety pin ......................................................... REMOVED

4) RH FWD FUSELAGE

- RH + AFT avionic compartment doors ................ CLOSED

- Avionic equipment vent air outlet valve .......... CONDITION

- F/O-CAPT static ports ............................................ CLEAR

*- AOA probe .................................................... CONDITION

- Forward cargo door and selector panel ................. CHECK




5) LOWER CENTER FUSELAGE

- Potable water drain panel (if installed) ................ CLOSED

- Antennas ........................................................ CONDITION

- Drain mast ...................................................... CONDITION

- RAM air inlet flap ............................................ CONDITION

- LP and HP ground connection doors .................. CLOSED

- Anti-collision light ................................................... CHECK

- CTR TK magnetic fuel level ....................................FLUSH

- Pack air intakes and outlets ................................... CLEAR

6) RH CENTER WING

- Yellow hydraulic bay door ................................... CLOSED

- Fuel panel ............................................................ CLOSED

- Inner tank magnetic fuel (A320 Only) .....................FLUSH

- Magnetic fuel level (A321 Only) ..............................FLUSH

- Fuel water drain valve inner tank ........................ NO LEAK

- Landing light ................................................... CONDITION

*- Slat 1 ............................................................. CONDITION

7) ENG 2 LH SIDE

- Oil fill access door ............................................... CLOSED

- Master magnetic chip detector access door ...... CLOSED

*- Fan cowl doors.................................. CLOSED/LATCHED

*- Drain mast .................................... CONDITION/NO LEAK

*- Engine inlet and fan blades .................................. CHECK

8) ENG 2 RH SIDE

- Pressure-relief/Start valve handle access door .. CLOSED

- Pylon/access panel ........................ CONDITION/CLOSED

9) RH WING LEADING EDGE

*- Slats 2, 3, 4, 5 ............................................... CONDITION

- Inner and outer cells magnetic fuel level (A320 Only)FLUSH




- Magnetic fuel level (A321 only) ...............................FLUSH

- Fuel water drain valves (outer cell, surge tank) (A320 Only)NO LEAK

- Fuel water drain valve (A321 Only) ..................... NO LEAK

- Refuel coupling.................................................... CLOSED

- Surge tank air inlet ................................................. CLEAR

*- Fuel ventilation overpressure disc ....................... INTACT

- Navigation light ............................................... CONDITION

*- Wing tip ......................................................... CONDITION

10) RH WING TRAILING EDGE

- Static dischargers ................................................... CHECK

*- Control surfaces ............................................ CONDITION

*- Flaps and fairings ......................................... CONDITION

11) RH L/G AND FUSELAGE

*- Chocks ............................................................ REMOVED


- Brakes and brake wear ind. ........................... CONDITION

- Torque link damper ...................................... CONDITION

- Hydraulic lines ........................................................ CHECK

- Landing gear structure ........................................... CHECK

- Down lock springs .................................................. CHECK


- Ground hydraulic connection yellow ................... CLOSED

- Water drain mast .......................................... CONDITION

- Shroud fuel drain ........................... CONDITION/NO LEAK

12) RH AFT FUSELAGE

- Cargo door and selector panel ............................... CHECK

- Bulk door .............................................................. CHECK

*- Toilet service access door ................................. CLOSED

- Outflow valve .................................................. CONDITION




- Drain mast ...................................................... CONDITION

- Flight recorder access door ................................. CLOSED

13) TAIL

*- Stabilizer, elevator, fin, and rudder ............... CONDITION


*- Lower fuselage structure (tail impact on runway)CONDITION

14) APU

- Access doors ....................................................... CLOSED

- Air intake ........................................................ CONDITION

- Drain .............................................. CONDITION/NO LEAK

- Oil cooler air outlet ................................................. CLEAR

- Exhaust .................................................................. CLEAR


- Fire extinguisher overpressure indication (red disc)IN PLACE

15) LH AFT FUSELAGE

*- Stabilizer, elevator, fin, and rudder ............... CONDITION

*- Potable water service door ................................ CLOSED

- Ground hydraulic connection blue and green doorsCLOSED

- Hydraulic reservoir filling door ............................. CLOSED

16) LH LANDING GEAR

*- Chocks ............................................................ REMOVED


- Brakes and brake wear indicator.................... CONDITION

- Torque link damper ...................................... CONDITION

- Hydraulic lines ........................................................ CHECK

- Landing gear structure ........................................... CHECK

- Downlock springs ................................................... CHECK


17) LH WING TRAILING EDGE




*- Flaps and fairing ........................................... CONDITION

*- Control surfaces ............................................ CONDITION


18) LH WING LEADING EDGE

*- Wing tip ......................................................... CONDITION


- Surge tank air inlet ................................................. CLEAR

*- Fuel ventilation overpressure disc ....................... INTACT

- Fuel water drain valve ......................................... NO LEAK

- Inner and outer cell magnetic fuel level ..................FLUSH

*- Slats 2, 3, 4, 5 ............................................... CONDITION

19) ENG 1 LH SIDE

- Oil fill access door ............................................... CLOSED

- Master magnetic chip detector access door ....... CLOSED

*- Fan cowl doors.................................. CLOSED/LATCHED

*- Drain mast .................................... CONDITION/NO LEAK

*- Engine inlet and fan blades .................................. CHECK

20) ENG 1 RH SIDE

- Pressure relief/Start valve handle access door ... CLOSED

- Pylon/access panel ........................ CONDITION/CLOSED

21) LH CENTER WING

*- Slat 1 ............................................................. CONDITION

- Wing leading edge ventilation intake ................... CLEAR

- Fuel water drain valves ....................................... NO LEAK

- Inner tank magnetic fuel ..........................................FLUSH

- Landing lights ................................................. CONDITION

- Hydraulic reservoir pressurization door .............. CLOSED

- RAT doors ........................................................... CLOSED




1.8 COCKPIT PREPARATION

1.8.1 INTRODUCTION

Items marked by (*) are the only steps to be completed during a transit stop.

The PF and PNF should perform the cockpit preparation according to the panel scan sequence, defined

below, and the task sharing defined in the Quick Reference Handbook (QRH).

1.8.2 DOCUMENTATION AND MAINTENANCE

On entering the aircraft, obtain the technical (maintenance) log and verify that the certificate of maintenance

and daily inspection (or similar) are up to date and signed. Check the deferred or carried-forward defects. If

refueling has already been completed, check the uplift.

FIGURE 1-2 PANEL SCAN SEQUENCE




*- GEAR PINS and COVERS .............................................CHECK PF

Check that three are on board and stowed.

1.8.3 OVERHEAD PANEL

NOTE

In transit flights the set up of the overhead panel (all white lights out) can be done last before

requesting the before start checklist.

- ALL WHITE LIGHTS ............................................................. OFF PF

IT IS A GENERAL RULE TO TURN OFF ALL WHITE LIGHTS FOR ALL THE SYSTEMS DURING THE

SCAN SEQUENCE. THEREFORE, THESE ACTIONS ARE NOT LISTED HERE.

RCDR (For MSN 3033 - 3878)

*- RCDR GND CTL .................................................................... ON PF

- CVR TEST ............................................. PRESS AND RELEASE PF

Check low frequency signal through the loudspeakers.

Note: The parking brake must be ON to perform the CVR test.

RCDR (For MSN 4165)

*- RCDR GND CTL ON

In order to perform the test, ensure that the parking brake is on.

- LOUDSPEAKER VOLUME KNOB OFF (BOTH SIDES)

- ACP INT/RAD SWITCH (CAPT or F/O) SET to INT

- INTERPHONE VOLUME RECEPTION KNOB RELEASE

Turn up the volume to the maximum.

- CVR TEST PRESS AND MAINTAIN

An audio test signal, and a brief repetitive audio signal every 4 seconds, should be heard through

the loudspeakers. Once this is done, talk through the handmike, ensure that your voice is heard

on the loudspeakers, and only then release the CVR test pushbutton.

Note

o Only the handmike, not the boomset, should be used to carry out the test, as the audio

signal must be heard on the loudspeakers.

o The flight crew may also hear an acoustic feedback during the test. The test is still valid

if this acoustic feedback is heard.




EVAC

- CAPT and PURS/CAPT switch .........................................CAPT PF

The usual position is CAPT.

* ADIRS

- Mode selectors (1-2-3) NAV (Check ON BAT light for each IRS)

The ADIRS outputs are used by many of the aircraft's systems: Set the selectors to NAV as soon as

possible, to provide data to the related systems.

Perform a complete alignment if :

o It is the first flight of the day

o The GPS is not available, and long segments in poor radio NAVAID coverage airspace are

expected.

For other flights, perform a fast alignment, if the residual ground speed is greater than 5 knots. The

alignment is not necessary, if the residual ground speed is less than 5 knots.

In case of ADIRS alignment, check that the ALIGN lights of the three ADIRS are on.

For more information on ADIRS OPERATION Refer to PRO-SUP-34-C ADIRS Operation - General

EXT LT

- EXTERIOR LIGHTS ..................................................... AS RQRD PF

Set STROBE switch to AUTO, BEACON switch to OFF. NAV & LOGO switch should be ON if the flight or

part of the flight will be performed during nighttime. In poor visibility conditions the navigation lights must be

ON.

*- SIGNS ......................................................................... ON/AUTO PF

*- EMER EXIT LT ................................................................... ARM PF

If the CIDS has been programmed (option) for a non-smoking flight, NO SMOKING signs are

permanently on, with the NO SMOKING switch at AUTO.




CABIN PRESS

- LDG ELEV .......................................................................... AUTO PF

* AIR COND (A319)


Select:




If the APU is supplying, pack controllers select HI flow automatically, independent of the selector position.

* AIR COND (A320)


Select:




If the APU is supplying, pack controllers select HI flow automatically, independent of the selector position.

* AIR COND (A321)

*- ECON FLOW pushbutton ......................................... AS RQRD PF

Select :

ON : Econ flow, if the number of passengers is below 140

OFF : For normal flow.

If the APU is supplying, pack controllers select normal flow automatically, independent of the selector

position.

ELEC

- ECAM ELEC PAGE ............................................................ CALL PF

- BAT 1 + 2 ............................................................... OFF then ON PF

Setting BAT 1+2 to OFF, then to ON initiate a charging cycle. Check on the ECAM ELEC page that both

batteries are located correctly: battery currents will drop below 60 A after 10 seconds and continue to

decrease. If not, the flight crew must wait until the charging cycle of the batteries is completed (batteries no

longer connected to DC BAT BUS) before performing this check again.




FUEL (A321)

CAUTION

If the FUEL MODE SEL pushbutton is unduly left in the MAN position on ground, when the CTR TK L and R

XFR pushbuttons are not in the OFF position: There is a possibility of fuel spillage In this configuration, the

center tank fuel transfer will not stop when the wing tanks become full.

-FUEL MODE SEL ................................................. CHECK AUTO PF

FUEL (A320)

If the center tank is empty for the flight:

Apply the following procedure, if aircraft is affected by FUEL CTR TK PUMPS LO PR catutions on ground or

in flight when the center tank is empty:

- FUEL MODE SEL ................................................................ MAN PF

- CTR TK PUMP 1 and 2 ........................................................ OFF PF

If the center tank is NOT empty for the flight:

CAUTION

If the FUEL MODE SEL pb is unduly left in the MAN position on ground, when the CTR TK PUMP 1 & 2

pushbuttons are not in the OFF position: There is a possibility of fuel spillage, if there are any hidden failures.

-FUEL MODE SEL ................................................. CHECK AUTO PF

ENG 1 - ENG 2 FIRE

- ENG 1 and 2 FIRE pushbuttons .... CHECK IN and GUARDED PF

- AGENT 1 and AGENT 2 lights .............................. CHECK OUT PF

- ENG 1 (2) TEST pushbutton .......................................... PRESS PF

Check:

ENG 1 (2) FIRE warning on ECAM + CRC + MASTER WARN light

ENG FIRE pushbutton lighted red.

SQUIB and DISCH lights on

FIRE light (on ENG panel) on

AUDIO SWITCHING panel

- AUDIO SWITCHING panel ............................................... NORM PF

THIRD OCCUPANT AUDIO CONTROL PANEL

- PA reception knob .......................................... Select reception PF

This allows cabin attendant announcements to be recorded on the CVR.




For proper recording, set volume at or above medium range.

MAINTENANCE PANEL

- Check all lights out. If not out, select associated pushbutton switch to off. Consider checking the panel

before seating.




1.8.4 CTR INSTRUMENT PANEL

*- STBY ASI ........................................................................CHECK PF

*- STBY ALTI ......................................................................CHECK PF

*- STBY HORIZON .............................................................CHECK PF

Check no flag - Erect if necessary.

* CLOCK

- Check time adjust if necessary ; elapsed time at zero, chrono at zero.

NOSEWHEEL STEERING

*- A/SKID & N/W STRG ............................................................ ON PF




1.8.5 PEDESTAL

ACP

- INT knob ................................. PRESS OUT / VOLUME CHECK PF

Make sure that INT volume is turned up to permit contact with the ground crew.

- VHF ..................................................................................CHECK PF

Check transmission and reception.

- HF (if required for flight) ................................................CHECK PF

Check transmission and reception

Do not transmit on HF during refueling.

* WEATHER RADAR

*- Power supply switch ........................................... CHECK OFF PF

*- WINDSHEAR switch ............................................. CHECK OFF PF

*- GAIN ................................................................................ MAN 8 PF

*- MODE ......................................................................... AS RQRD PF

SWITCHING panel

- SWITCHING panel...........................................................CHECK PF

Check all selectors at NORM.

* ECAM control panel

*- STS ................................................................................. PRESS PF

Check that INOP SYS display is compatible with MEL.

If a message is displayed in MAINTENANCE STATUS, see PARKING procedure (Refer to PRO-NOR-SOP-24-A Parking - General).

*- PRESS ............................................................................ PRESS PF

Check that the CAB PRESS page displays LDG ELEV AUTO, to confirm the correct position of the LDG

ELEV selector.




COCKPIT DOOR

- ANN LT ............................................................................... TEST PF

Check that the OPEN and FAULT lights (on the pedestal), and the three LED lights (on the overhead

panel) come on.

- ANN LT ................................................................................. BRT PF

Check that all lights go off.

- COCKPIT DOOR .................... CHECK CORRECT OPERATION PF

Set the toggle switch to the UNLOCK position. Check that the door opens, and that the OPEN light

comes on.

Then, with the door fully open, release the toggle switch (check that it returns to the NORM position).

Close the door. Check that it is locked, and that the OPEN indication goes off.

- COCKPIT DOOR MECHANICAL OVERRIDE ................CHECK PF

Check that the door opens normally, and that it closes when the mechanical override is used

*THRUST LEVERS

*- THRUST LEVERS ................................................ CHECK IDLE PF

* ENG

*- ENG MASTER switch ........................................... CHECK OFF PF

*- ENG MODE selector ......................................... CHECK NORM PF

* PARKING BRK

*- PARKING BRAKE .............................................. ON THEN OFF PF

Check pressure on the BRAKE PRESS indicator

If chocks are in place, release the parking brake to increase brake cooling.

GRAVITY GEAR EXTN

- GRAVITY GEAR EXTN .................................. CHECK STOWED PF

ATC

- ATC ........................................................ SET FOR OPERATION PF

Perform the appropriate ATC selection to allow the ATC transponder to operate in mode S (refer to FCOM

DSC-34-50), TCAS is on standby. To prevent possible interference to radar surveillance systems, TCAS

should not be selected before the holding point/lining up.

- ALT RPTG ............................................................................... ON PF




- System 1 or 2 ................................................................ SELECT PF

Select SYS 1 with A/P 1 and SYS 2 with A/P 2

Only system 1 is available, in emergency electrical configuration.

RMP

- RMP ......................................................................................... ON PF

- Green NAV light ..................................................... CHECK OFF PF

- SEL light ................................................................. CHECK OFF PF

- COM FREQUENCIES .........................................................TUNE PF

Use VHF 1 for ATC (only VHF1 is available in emergency electrical configuration), VHF2 for ATIS and

company frequencies. VHF3 is normally devoted to ACARS.

* AIRFIELD DATA

PF obtains ATIS and data needed for initializing the system and preparing the cockpit. This should include,

RUNWAY IN USE, ALTIMETER SETTING, and WEATHER DATA.

* ATC CLEARANCE obtained by CM2

Obtain ATC clearance or use the expected clearance.

1.8.6 _*FMGS INITIALIZATION

At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time (3 minutes)

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.

*- ENGINE & AIRCRAFT TYPE .........................................CHECK B

*- FM database validity .....................................................CHECK B

Press the DATA key, and display the STATUS page (if not displayed).

Check DATA BASE validity and stored WPT/NAVAIDS/RWY/ROUTES, if any

If applicable, review the stored data for deletion decision.

*- NAVAID DESELECTION ............................................ AS RQRD PF

If NOTAMs warn of any unreliable DME or VOR/DME, display DATA, then POSITION MONITOR. Access

the SEL NAVAID page, and deselect the related navaid.

*- FLIGHT PLAN INITIALIZATION ............................ COMPLETE PF

Press the INIT key.

Insert CO RTE or city pair, and check FROM/TO.




Check/modify ALTN/CO RTE.

Enter flight number

Note

For ATC needs, the crew should enter exactly the entire flight number, as shown on the ICAO

flight plan, without inserting any space, on the MCDU INIT page.

Enter Cost Index 20 for A319/A320 and 25 for A321.

Enter intended initial CRZ FL, or check if it was already supplied by the database.

Modify it, if necessary, taking into account ATC constraints or expected gross weight.

Check and modify CRZ FL TEMP. Do not modify the default tropopause value (36090 FT)

displayed on the INIT page or the FUEL PRED page on the MCDU.

Check latitude/longitude

*- ADIRS POSITION INITIALIZATION ........... AS APPROPRIATE PF

ADIRS position initialization involves setting the ADIRS navigation starting point. This only occurs

for a complete or fast alignment. The ADIRS are automatically initialized using the GPS position,

without flight crew intervention.

If the GPS position is not available, the pilot manually initializes the ADIRS, by pressing the ALIGN

IRS prompt. This sends the coordinates displayed on the MCDU INIT page to the three ADIRS.

When performing a manual initialization, use the defaulted departure airport reference point

coordinates. If flying long segments in poor radio navaid coverage airspace ; it is better to use the

gate coordinates to initialize the ADIRS : To insert these coordinates, slew them on the MCDU, and

then press the ALIGN IRS prompt

*- F-PLN A page ...................................COMPLETE AND CHECK PF

The flight crew must check, modify, or insert (as applicable) the F-PLN in the following order, according to

the data given by ATIS, ATC, or MET:

Lateral revision at departure airport. Select RWY, then SID, then TRANS using scroll keys.

Lateral revision at WPT for ROUTE modification if needed (Refer to FCOM DSC-22_20-30-10-05,

Lateral Revisions)

Vertical revision Check or enter climb speed limit, constraints according to ATC clearance. Enter

step altitude as appropriate.

*- WINDS ........................................................ AS APPROPRIATE PF

Enter the forecast wind for CLB or CRZ phases. (Refer toDSC-22_20-30-20-05 Flight Phases)




*- F-PLN CHECK PF

Check the F-PLN using F-PLN page and ND PLAN mode versus the computer (paper) flight plan or

navigation chart.

Check DIST TO DEST along the F-PLN. Compare it with the total distance computed for the flight

with the computer (paper) flight plan.

Modify alternate route with SID / ROUTE / ARRIVAL / WINDS/ RUNWAY

*- SECONDARY FLIGHT PLAN .................... AS APPROPRIATE PF

Insert the engine failure escape route taken from FOVE take off module, together with other performance

parameters (SEC PERF page Wind, FL, QNH Temp). Modify the new destination aerodrome field with the

aerodrome of departure or the take off alternate aerodrome as applicable.

*- RADIO NAV ....................................................................CHECK PF

Hard tune the NAVAIDS required for departure. Check the ILS tuned by the FMGC (If applicable).

Modify them if required, and check that the correct identifier is displayed on the ND and PFD (ILS). If

unsatisfactory, go through the audio check.

*- FUEL PREDICTION PAGE ............................................CHECK PF

Minimum Alternate Fuel is 1100 kgr. or higher if predicted by the Flight Plan.

Decision making for diversion should be based on actual FMGS fuel predictions provided alternate route is

modified with SID / ROUTE / ARRIVAL / WINDS/ RUNWAY.

Minimum Final Reserve Fuel as per FMGC calculation.

Ensure that minimum fuel requirements calculated on the latest valid flight log are satisfied, provided current

weather and performance data are entered.

Alternatively, on Commanders discretion the FMS INIT B fuel calculation function may be used. Refer to OM-

B Appendix B for detailed description.

1.8.7 _* FMGS DATA INSERTION

GROSS WEIGHT INSERTION (INIT B page):

*- ZFW/ZFWCG ................................................................. INSERT PF

*- BLOCK FUEL ................................................................ INSERT PF

CAUTION

The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) are computed from the

ZFW and ZFCG entered by the crew on the MCDU. Therefore, this data must be carefully

checked (Commander's responsibility).

The flight crew should insert the weights after completing all other insertions. This is to avoid cycles of

prediction computations at each change in flight plan, constraints, etc.




If ZFCG and ZFW are unavailable, it is acceptable to enter the expected values in order to obtain

predictions. Similarly, the flight crew may enter the expected fuel on board, if refueling has not been

completed at that time.

If ZFCG, ZFW, and BLOCK FUEL are inserted, the FM will provide all predictions, as well as the

EXTRA fuel, if any.

TAKEOFF DATA INSERTION (PERF TAKEOFF page) :

*- THR RED/ACC altitude .................................... SET or CHECK PF

For noise abatement procedure, the crew must set the acceleration altitude, and adjust the values according

to local noise abatement regulations..

*- ENG OUT ACC altitude .................................... SET or CHECK PF

*- FLAPS ........................................................................... INSERT PF

*- TO SHIFT .................................................................... AS RQRD PF

Enter the takeoff SHIFT distance, if takeoff is to be from an intersection. This is essential for position

updating at takeoff and, consequently, for navigation accuracy.

CLIMB, CRUISE, DESCENT, SPEED PRESELECTION

*- PRESET SPEEDS ...................................................... AS RQRD PF

If the flight is cleared for a close-in turn or close-in altitude constraint, the flight crew may preselect green

dot speed on the PERF CLB page. Once the CLB phase is active, the preselected speed will be displayed

in the FCU speed window and on the PFD (blue symbol). Once the turn is completed or the altitude cleared,

the pilot will resume the managed speed profile by pressing the SPD selector on the FCU.

Similarly the pilot may select a CRZ MACH number on the PERF CRZ page (constant CRZ Mach segment,

for example). When the CRZ phase is active, the preselected CRZ MACH number will be displayed in the

FCU speed window and on the PFD. When ECON MACH number may be resumed, the crew presses the

FCU SPD selector.

In either of the above cases, the pilot may cancel the CLB or CRZ preselected SPD/MACH prior to

activating the related phase, by selecting ECON on the PERF CLB or CRZ pages.

SPD LIM is by default 250 knots below 10000 feet in the managed speed profile.




1.8.8 GLARESHIELD

- Glare shield integral light and flood light ................ AS RQRD PF

*- BARO REF .......................................................................... SET B

Set QNH on the EFIS control panel and on the standby altimeter

Check barometer settings and altitude indications on the PFD and standby altimeter. (Tolerance limits

are given in Refer to PRO-SUP-34-B Flight Instrument Tolerances - General).

*- FD………………………………………………………… CHECK ON B

*- LS ................................................................................ AS RQRD B

NOTE

Do not engage the autothrust on ground, as it may generate the AUTO FLT A/THR OFF warning

at engine start.

* EFIS CONTROL PANEL

*- ND mode and range .................................................. AS RQRD B

MODE :Display the ARC mode on the ND, if the takeoff direction is approximately the departure direction ;

or, the ROSE NAV mode, if the direction change is to be more than 70° after takeoff (to allow the

ND to display the area behind the aircraft).

RANGE : Set the minimum range to display the first waypoint after departure, or as required for weather

radar.

*- VOR/ADF selector ..................................................... AS RQRD B

Display VOR and ADF needles, as needed.

* FCU

*- SPD MACH window .................................................... DASHED PF

*- HDG V/S-TRK FPA...................................................... HDG V/S PF

*- ALT window .............. INITIAL EXPECTED CLEARANCE ALT PF




1.8.9 LATERAL CONSOLES

OXYGEN MASK TEST

FIGURE 1-3 OXYGEN MASK TEST

On the OXYGEN panel :

- CREW SUPPLY ........................................................ CHECK ON B

On the glareshield :

- LOUDSPEAKERS................................................................... ON B

On the audio control panel :

- INT reception knob ................................. PRESS OUT-ADJUST B

- INT/RAD switch ...................................................................... INT B

On the mask stowage box :

Press and hold the reset/test button in the direction of the arrow.

- Check that the blinker turns yellow for a short time, and then goes black.

Hold the reset/test button down, and press the emergency pressure selector.

- Check that the blinker turns yellow and remains yellow, as long as the emergency pressure selector is

pressed.

- Listen for oxygen flow through the loudspeakers. Warn any engineer, whose headset may be connected

to the nose intercom, that a loud noise may be heard when performing this check.

Check that the reset/test button returns to the up position and the N 100 % selector is in the 100 %

position.




Press the emergency pressure selector again, and check that the blinker does not turn yellow. This

ensures that the mask is not supplied.

On the ECAM DOOR/OXY page :

- REGUL LO PR message ....................................... CHECK OFF PF

The crew must perform this check after having checked all masks. It ensures that the LP valve is open,

(due to residual pressure between the LP valve and the oxygen masks, an LP valve failed in the closed

position may not be detected during the oxygen mask test).

1.8.10 CM 1/2 INSTRUMENT PANELS

- PFD and ND brightness knob .................................... AS RQRD B

Check the ND outer ring to maximum range (radar display)

- LOUDSPEAKER ................................................................... SET B

One o'clock position.

*- PFD .................................................................................CHECK B

- Check PFD/ND not transferred.

- Check for correct display when ATT and HDG are available.

- Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading and attitude

display.

*- ND ...................................................................................CHECK B

- Check for correct display.

- Crosscheck compass indication on the ND and DDRMI.

- Check ground speed less than 5 knots, heading, initial waypoint, VOR ADF indications.

PFD / ND CHECKS WILL BE DONE BY BOTH CREW MEMBERS SILENTLY

* FMGS DATA CONFIRMATION

*- AIRFIELD DATA ........................................................ CONFIRM PF

*- ATC CLEARANCE ........................................................OBTAIN CM2

Both crew members must be in their seats when the ATC clearance is received.

*- IRS ALIGN ......................................................................CHECK PF

On the POSITION MONITOR page, check that the IRS are in NAV mode, and check that the distance

between each IRS and the FMS position is lower than 5 NM. Select ND in ROSE-NAV or ARC mode, and

confirm that the aircraft position is consistent with the position of the airport, the SID and the surrounding

NAVAIDs.




*- F-PLN A page .................................................................CHECK PF

Select the EFIS CSTR pushbutton switch on.

Ensure that the inserted F-PLN agrees with planned routes.

Use the scroll key to check the whole F-PLN thoroughly, using ND in PLAN MODE as necessary.

Tracks and distances between waypoints are displayed on the second line from the top of the MCDU.

SID and EOSID tracks and distances must be checked form the appropriate navigation charts.

Check speed and altitude contraints. Add new speed or altitude constraints, if required.

* ATC

*- ATC CODE .......................................................................... SET CM2

* FUEL

*- FUEL QTY ......................................................................CHECK B

Check that ECAM fuel on board corresponds to the F-PLN.

Check that fuel imbalance is within limits.

_*TAKEOFF BRIEFING (see section 8.11)

*- TAKEOFF BRIEFING ............................................... PERFORM PF

1.8.11 FMGS RE-INITIALIZATION AFTER A CANCELED / REPLACED FLIGHT

If the flight crew initially prepared a flight with all the data associated with this flight (takeoff speeds, winds,

etc.), and if this flight is later canceled and replaced by another flight, the flight crew may use the following

procedure to initialize the FMGS again:

- PREPARE the new flight data in the secondary flight plan, using SEC INIT A, SEC INIT B, and SEC PERF

pages

- ACTIVATE the secondary flight plan.

Note: When the flight crew activated the secondary flight plan, the following data of the primary flight plan is

lost if the secondary flight plan does not include any replacement data:

Alternate data - Winds and cruise temp. at waypoints as inserted on CRZ WIND pages - Departure and arrival

selection STAR, APP, RWY, and approach parameters, QNH, TEMP, WIND, TRANS ALT, VAPP, MDA /

MDH, DH, LDG CONF – Altitude, speed, and time constraints – Steps – CMS – Offsets – Flaps / THS –

Preselected cruise and descent speeds.




1.8.12 TAKE OFF BRIEFING

Briefing objectives are:

To Brief use the ABC rule :

- A ppropriate

- B rief

- C oncise and Clear

Brief means: max 10 Items - duration max 2 minutes




The PF should perform the takeoff briefing at the gate when the flight crew workload permits, Cockpit

preparation has been completed, before engine start and preferably when the ATC clearance has been

received.

The Takeoff Briefing should be relevant and concise.

Prior the Takeoff Briefing, the PNF should x-check the information programmed in the FMGS by the PF.

The Take off Briefing consists of:

1 MISCELLANEOUS

- AIRCRAFT TYPE ( for tail strike awareness )

- AIRCRAFT STATUS

- NOTAMS

- MEL

- Weather, Rwy conditions

- Special Ops ( Use of ENG/Wings Anti ice- radar etc)

- Packs OFF/ON for Take off

- Special aspects if any etc .

- Use “standard” if take off will be performed with Packs ON/ Engine Anti-Ice OFF and WX radar OFF.

- Use “no special aspects” if no MEL, no NOTAMs and no significant weather affects the T/O

2 - INIT A

-From / To

-ALTN

-FLT Number

-Cost Index

-Cruise FL




To minimize the effect of temperature model error in the FMS computation of the Recommended Maximum

Altitude (REC MAX ALT), the ECON CRZ Mach Number, and the ETA parameters:

- During the flight plan initialization or during flight, DO NOT MODIFY the default tropopause value (36090 ft)

displayed on the INIT page or the FUEL PRED page of the MCDU

- ENTER the temperature on the CRZ WIND pages at the expected CRZ FL

- Refer to QRH, as necessary, to determine the REC MAX ALT, for all engine or engine out conditions

Refer to PRO-SUP-22-20 FMS Specifities

3 - INIT B

-Block Fuel

-Estimated TOW

-Extra Time at destination

-See Note

NOTE

Mention if GW is above maximum landing weight (if for any reason return back for landing at the

airport of origin or other adjacent airport).




4 - TAKEOFF PERF

- RWY

- CONF

- FLEX/TOGA

-V1,VR,V2,

-TRANS ALT,

-THR RED/ACC Altitude

-ENG OUT ACC Altitude

5 - FLIGHT PLAN

- SID description.

- First assigned altitude or FL / Transition / MSA.

The higher altitude / FL shall be entered on FCU if SID constraints are imposed before initial climb altitude.

Monitor constraints when airborne (Example NEVRA 1J SID in LGAV)

If mode reversion occurs (HDG-V/S) immediately set the ALT CSTR in the FCU

- RAD NAV setup

6 – ABNORMAL OPERATIONS

- RTO

RTO maneuver shall be briefed during the briefing of the first sector of the day. Each flight crewmember shall

brief his/her actions.

- Emergency Escape Route / ENG OUT ACC Altitude. ENG OUT 400‟ – 1500‟ shall be reverted to Above

Airfield Elevation (AAL). The Emergency Escape Route must be briefed on every sector of the day since

details are always variable.




The Takeoff Briefing is divided into two parts.

The first part includes the phases of:

- Miscellaneous

- INIT A

- Flight Plan

- Abnormal Operations (SEC F-PLN)

Pages used on the first part of Takeoff Briefing:

During the Briefing the PF briefs out of the BOX using PLAN mode on his ND with constraints ON while the

PNF checks all related information with the eRM/paper SID.

PF starts the briefing by cross-checking with PNF the Electronic Manual charts which will be used on

departure (date and plate number), checks the aircraft STATUS, briefs the INIT A page and uses the FPLN

page to describe the SID with all applicable constraints, RAD NAV page for the NAV setup and SEC FPLN for

the emergency escape route.

Review the expected taxi route with special attention to the HOT SPOTS. Pay special attention to temporary

situations such as work in progress, other unusual activity and recent changes in airport layout. During this

part of the briefing, refer to the airport charts and visualise all available information.

When the Loadsheet is arrived and TAKE OFF data calculated and inserted in the FMGS, PF completes the

second part of the Takeoff Briefing that includes:

- INIT B page

- TAKE OFF PERF page

Pages used on the second part of the Takeoff Briefing:

INIT B page

A/C

STATUS




1.9 BEFORE PUSHBACK OR START

1.9.1 GENERAL

- LOADSHEET / TAKE-OFF DATA CALCULATION

The Captain should thoroughly check the Load and Trim Sheet(LTS), particularly for gross errors.

Make sure that the loadsheet data is correct: Correct flight, correct aircraft, dry operating index,

configuration, Fuel On Board, etc.

Check that the take off CG is within the LTS operational limits.

CM1 records on the load sheet besides his signature, the precise time of the load sheet acceptance,

CM1 checks and announces the ZFW / ZFWCG

CM2 enters the ZFW / ZFWCG in the INIT B page.

CM2 announces from the INIT B page the actual TOW while CM1 confirms it together with the loadsheet data.

Then CM1 reads the TOWCG % - CM2 finds the THS setting from the trim wheel index and announces it to CM1.

CM1 confirms it together with loadsheet data and CM2 enters it in the PERF page.

CM1 signs the loadsheet for acceptance.

Then the actual TOW is entered in FOVE and TO computation is performed.

When computation is completed, CM1 & CM2 x-check the results and then

CM1 reads FLEX and TO speeds and CM2 enters them in the PERF page and additionally record these in the PPS flight log.

CM1 and CM2 compare the entered speeds and other data (Green Dot,) in the MCDU with the data taken from FOVE reminder function (F9).

- SEATS, SEAT BELTS, HARNESSES,

RUDDER PEDALS, ARMRESTS .................................... ADJUST B

The seat is correctly adjusted, when the pilot's eyes are in line with the red and white balls.

- MCDU ...................................... IN TAKEOFF CONFIGURATION B

It is recommended that the crew display F-PLN on the PNF side, and PERF TAKEOFF on the PF side.

- EXT PWR ................................................................ CHECK OFF PF

Request that external power be removed.

- APU BLEED .............................................................. CHECK ON CM1

-ORDER ..................................... “BEFORE START CHECKLIST” CM1

-ANNOUNCE ............................. “BEFORE START CHECKLIST” CM2

- BEFORE START CHECKLIST down to the line ... COMPLETE B

- ANNOUNCE“BEFORE START CHECKLIST DOWN TO THE LINE” CM2

- PUSHBACK/START UP CLEARANCE .........................OBTAIN CM2




Obtain ATC pushback/startup clearance upon CM1 request. Consider pushback towards the wind to avoid

manual start or an ENG START FAULT in tailwind.

- NW STRG DISC ............................................. CHECK AS RQRD CM1

In case of pushback (conventional or towbarless), the nosewheel steering selector bypass pin must be in

the tow position. The ECAM's NW STRG DISC, or N WHEEL STEERG DISC memos indicate this to the

flight crew.

CAUTION

If NW STRG DISC is not displayed on the ECAM, but the ground crew confirms that the steering selector bypass pin is in the towing position, then the pushback must not be performed. This is to avoid possible nose landing gear damage upon green hydraulic pressurization. To dispatch the aircraft in such a case,Refer to MEL/MI-32-51 Nose Wheel Steering Control System . In case of a powerpush by the main landing gear, the nosewheel steering selector should remain in the

normal position to steer the aircraft (Refer to PRO-SUP-80-A Pushback with Power Push Unit Via the Main

Landing Gear - General).

- WINDOWS and DOORS CHECK CLOSED B

- Check that the cockpit windows are closed and locked.

- Check, on the ECAM lower display, that all the aircraft doors are closed.

- When required by local airworthiness authorities, check that the cockpit door is closed and locked (no

cockpit door open/fault indication).

If entry is requested, identify the person requesting entry before unlocking the door. With the cockpit door

selector on NORM, the cockpit door is closed and locked. If entry is requested from the cabin, and if no

further action is performed by the pilot, the cabin crew will be able to unlock the door by using the

emergency access procedure. Except for crew entry/exit, the cockpit door should remain closed until engine

shutdown.

- BEACON ................................................................................. ON CM1

- THR LEVERS ....................................................................... IDLE CM1

CAUTION

Engines will start, regardless of the thrust lever position ; thrust will rapidly increase to the

corresponding thrust lever position, causing a hazardous situation, if thrust levers are not at IDLE.

- PARKING BRAKE ACCU PRESS ..................................CHECK CM1

The ACCU PRESS indication must be in the green band.

- PARKING BRAKE ....................................................... AS RQRD CM1

-ORDER ........................................................ “BELOW THE LINE” CM1

-ANNOUNCE“BEFORE START CHECKLIST BELOW THE LINE” CM2

- BEFORE START CHECKLIST below the line ....... COMPLETE B

- ANNOUNCE .... “BEFORE START CHECKLIST COMPLETED” CM2




- If no pushback is required, check that the PARKING BRK handle is ON, and check the BRAKES PRESS

indication.

CAUTION

If, during engine start with parking brake on, the aircraft starts to move due to a parking brake failure,

immediately release the PARKING BRK handle to restore braking by pedals.

- If pushback is required, set the PARKING BRK to OFF.

CAUTION

Do not use brakes during pushback, unless required due to an emergency.

After pushback is completed, set the PARKING BRAKE to ON and inform the ground crew to allow towbar

to be disconnected.




1.10 ENGINE START

1.10.1 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 of the automatic

procedure.

If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run the engine at

idle for 5 minutes. If the leak disappears during these 5 minutes, the aircraft can be dispatched without

maintenance action. If the leak is still present after 5 minutes, maintenance action may be required before the

flight.

- ENG MODE selector ................................................ IGN/START CM1

The lower ECAM displays the ENG page.

- ANNOUNCE ......................................... “STARTING ENGINE 2” CM1

- ANNOUNCE ............................................................ “CHECKED” CM2

Engine 2 is usually started first (it powers the yellow hydraulic system, that pressurizes the parking brake).

- MASTER switch 2 .................................................................. ON CM1

Do not turn the MASTER switch ON before all amber crosses (except on N1 and N2) and messages have

disappeared on engine parameters (upper ECAM display).

The N1 and N2 indications show amber crosses, until the actual N1 and N2 reach about 3.5%.




ON ECAM UPPER DISPLAY ON ECAM LOWER DISPLAY

N2 increase Corresponding start valve inline Bleed Pressure indicating Green Oil Pressure increase

30 seconds after MASTER switch is ON FF increase

Indication of the active igniter(A or B)

20 seconds (maximum) after fuel is on EGT increase N1 increase prior to 34% N2

At 43% N2 Igniter indication off

Slightly above 43% N2 Start Valve crossline

NOTE

When the FADEC detects an impending hung start or hot start, the FADEC applies an automatic

recovery sequence without an ECAM message. The crew will notice that dual ignition (A+B) is

applied, and that fuel will be commanded OFF, and then re-commanded ON within 0.5 seconds. It

is not necessary for the crew to shut down the engine.

Parameter callouts are not mandatory.

In case the electrical power supply is interrupted during the start sequence (indicated by the loss of

ECAM DUs), abort the start by switching OFF the MASTER switch. Then, perform a 30-second dry

crank.

- MAIN AND SECONDARY ENG. IDLE PARAMETERSCHECK NORMAL B

At ISA sea level :

N1 about 21.4 % EGT about 414° C

N2 about 57.8 % FF about 350 kg/h

EPR about 1.01

The grey background on the N2 indication disappears.




- ANNOUNCE ......................................... “STARTING ENGINE 1” CM1

- MASTER switch 1 .................................................................. ON CM1

Same procedure as for engine 2

Both pack valves reopen, with a 30-second delay, after the second engine N2 is above

50 %.

NOTE

A PTU FAULT is triggered, if the second engine is started within 40 seconds after ending the

operation of the cargo doors.

1.10.2 ENGINE START TASK SHARING

EVENT CM1 CM2

START UP & GROUND CLEARANCE RECEIVED

ENG MODE SEL … IGN/ START

BLEED PRESSURE CHECK “STARTING ENGINE 2” “CHECKED”

MASTER switch 2 ….ON

WHEN ENG 2 STABILIZED “STARTING ENGINE 1” “CHECKED”

MASTER switch 1 …ON

Note

Chrono start needed only on Manual Engine Start




1.10.3 GROUND RUN UP – DANGER AREAS

FIGURE 1-4 GROUND RUN UP – DANGER AREAS




1.11 AFTER START

- ENG MODE selector ........................................................ NORM CM1

Turning the ENG MODE selector to NORM indicates the end of the start sequence. AFTER START

actions may be performed.

On ECAM lower display the WHEEL page replaces the ENG page .

Leaving the ENG MODE selector at the START/IGN position would prevent continuous relight

selection on the ground (would be supplied at lift off). In addition, the ENG page would remain

displayed. The selector must be cycled to recover normal control of ignition and to display WHEEL

page.

After a shutdown period greater than two hours, to avoid thermal shock, the pilot should operate the

engine at idle or near idle for at least 5 minutes before advancing the thrust lever to high power.

Taxi time at idle may be included in the warm-up period.

- APU BLEED .......................................................................... OFF CM1

Turn APU BLEED off just after engine start to avoid ingesting engine exhaust gases.

APU BLEED valve closes, ENG BLEED valves open.

- GROUND SPOILERS .......................................................... ARM CM2

- RUD TRIM .......................................................................... ZERO CM2

If RUD TRIM position indication is not at zero, press the RESET pushbutton.

- FLAPS lever ......................................................................... SET CM2

CONF 1+F standard flap setting. In case of performance limitations, use optimum CONF setting

Set flaps for takeoff.

Check their position on the ECAM upper display.

If taxiing in slush, keep the flaps retracted until reaching the holding point before takeoff.

- PITCH TRIM .......................................................................... SET CM2

Set takeoff CG on pitch trim wheel.

- ECAM STATUS ................................................................CHECK CM2

Check that there is no status reminder (STS) on the ECAM upper display.

If the status reminder is displayed, press the STS pushbutton.




ENG ANTI ICE ................................................................ AS RQRD CM1

NOTE

Icing conditions may be expected when the OAT (on the ground and for takeoff), or when TAT (in

flight) is 10° C or below with visible moisture in the air, or standing water, slush, ice or snow is

present on the taxiways or runways.

During ground operation when engine anti-ice is required and the OAT is plus 3 deg C or less, periodic

engine run-up to as high a thrust setting as practical (50 % N1 recommended) may be performed at

the pilot's discretion to centrifuge any ice from the spinner, fan blades, and low compressor stators.

There is no requirement to sustain the high thrust setting. The run-ups should be performed at

intervals not greater than 15 minutes.

Subsequent takeoff under these conditions should be preceded by a static run-up, to as high a thrust as

practical (50 % N1 recommended), with observation of all primary parameters to ensure normal engine

operation.

NOTE

When performing the static run-up, the 61-74 % N1 range should be avoided.

If ENG ANTI ICE is selected ON and the valve(s) do not open (FAULT light(s) remain on) increase the

N2 of the associated engine by about 5 %. When the valves are open, retard the thrust lever(s) to idle.

IGNITION memo appears on ECAM as continuous ignition is automatically selected.

- WING ANTI ICE ........................................................... AS RQRD CM1

When wing ANTI ICE is switched on, on ground, the anti-ice valves open for about 30 seconds (test

sequence) then close as long as the aircraft is on ground.

- APU MASTER switch (if APU not required) ...................... OFF CM1

The AVAIL light goes off, after the APU cooling period.

- ECAM DOOR page ........................................................ SELECT CM2

Check that all slides are armed.

Deselect the DOOR page after verifying the slides.




- ANNOUNCE .................................. “CLEAR TO DISCONNECT” CM1

Request : -Chocks removed.

-Nosewheel steering bypass pin removed (NW STRG DISC memo not displayed).

-Interphone disconnect

-Hand signal on the left/right side

-ORDER ........................................ “AFTER START CHECKLIST” CM1

-ANNOUNCE ................................ “AFTER START CHECKLIST” CM2

-AFTER START CHECKLIST .................................... COMPLETE B

-ANNOUNCE ........ “AFTER START CHECKLIST COMPLETED” CM2

NOTE

CM1 respond on pitch trim is the calculated Take Off CG value in percentage, taken from MCDU

FUEL PRED page.




- FLIGHT CONTROLS .......................................................CHECK B

At a convenient stage, prior to or during taxi, and before arming the autobrake, the CM1 silently applies full

longitudinal and lateral sidestick deflection.

On the F/CTL page, the CM2 checks and calls out full travel of all elevators and all ailerons, and the correct

deflection and retraction of all spoilers. As each full travel/neutral position is reached, the CM2 calls out:

"Full up, full down, neutral"

"Full left, full right, neutral"

The CM1 silently checks that the CM2 calls are in accordance with the sidestick order.

The CM1 presses the PEDAL DISC pushbutton on the nose wheel tiller and silently applies full left rudder, full

right rudder and neutral. The CM2 follows on the rudder pedals and, when each full travel/neutral position is

reached, calls out:

"Full left, full right, neutral"

Note: In order to reach full travel, full sidestick must be held for a sufficient period of time.

The CM2 applies full longitudinal and lateral sidestick deflection, and silently checks full travel and the correct

sense of all elevators and all ailerons, and the correct deflection and retraction of all spoilers, on the ECAM

F/CTL page.

AFTER FLIGHT CONTROL CHECK

- AUTO BRK ........................................................................... MAX CM2

ON light comes on.

Autobrake may be armed, with the parking brake on if the Flight control check is performed prior to taxi.

Setting the Autobrake to MAX at this stage gives the possibility of resetting the BSCU in case a FAULT

of the Autobrake system arises, without stopping the aeroplane during Taxi and blocking other traffic.

(BSCU reset requires the aeroplane not moving and parking brake ON).

In the event of an aborted takeoff, selecting the MAX mode before takeoff improves safety.

If the takeoff must be aborted, the autobrake system applies maximum braking as soon as the thrust levers

are set to idle, if the ground speed is above 72 knots.




AFTER START & INITIATION OF TAXI TASK SHARING

EVENT CM1 CM2

ENGINES STABILIZED ENG MODE SEL NORM

APU BLEED……… OFF ANTI ICE……AS RQRD APU MASTER SW……..AS RQRD

GND SPLRS ……………ARM RUD TRIM …………….ZERO FLAPS………………….…SET PITCH TRIM …………….SET ECAM DOORS PAGE ………………....CHECK

ECAM STATUS PAGE ………..CHECK (If STS is Displayed)

EVENT CM1 CM2

Announce to Ground Personnel: “CLEAR TO DISCONNECT – PREPARE AIRCRAFT FOR TAXI - GIVE HAND SIGNAL”

“AFTER START C/L” READS THE AFTER START C/L

“AFTER START C/L COMPLETED”

“REQUEST TAXI” OBTAIN TAXI INSTRUCTIONS

NOSE LT ……..…..ON RWY TURN LT …. ON

CLEARED TO TAXI

“CLEAR LEFT SIDE” “CLEAR RIGHT SIDE”

BRAKE CHECK CHECK BRAKES

PRIOR TO OR DURING TAXI

“FLIGHT CONTROLS CHECK” “GO AHEAD”

PERFORM FULL UP FULL DOWN FULL LEFT FULL RIGHT

“FULL UP” “FULL DOWN” “NEUTRAL” “FULL LEFT” “FULL RIGHT” “NEUTRAL”

“RUDDER CHECK” “GO AHEAD” CM2 follows rudder check by placing his/her feet on the rudder pedals.

PERFORM FULL LEFT FULL RIGHT

“FULL LEFT” “FULL RIGHT” “NEUTRAL”

“ FLT CTL CHECK MY SIDE”

PERFORM FULL UP FULL DOWN FULL LEFT FULL RIGHT

When Flight

Controls check is

completed

AUTO BRK ……………MAX




1.12 TAXI

Adopt the sterile flight deck concept whilst taxiing. During movement of the aircraft the flight crew must be

able to focus on their duties without being distracted by non-flight related matters.

Cancel check list activity when crossing and entering runways. Maintain full concentration of all flight

crewmembers on the runway traffic situation.

When you receive taxi instructions to a point beyond a runway, the instructions do not automatically include

the authorisation to cross that runway. Taxi instructions beyond a runway shall contain an explicit clearance to

cross the runway or an instruction to hold short of that runway.

CM2 looks for and reports signs / markings and keeps track of aircraft location against the aerodrome chart.

-- Sun Visors ........................................................................STOW B

- TAXI instructions ...........................................................OBTAIN CM2

CM2 obtains taxi instructions after CM1 request.

If necessary, write down taxi-instructions – especially at complex or unfamiliar airports – and cross-check

the instructions against the airport chart.

Clear up any uncertainties about the instructions or your position on the surface before the start of taxi.

- NOSE light ........................................................................... TAXI CM1

Turn on the nose wheel light to TAXI day and night.

- RWY TURN OFF light ............................................................ ON CM1

Lights are CM1 task.

- MARSHALER SIGNAL ..................................................OBTAIN CM1

- MARSHALER .............................................................. RELEASE CM1

- PARKING BRAKE ................................................................ OFF CM1

Check that brake pressure is zero (triple indicator). Slight residual pressure may be indicated for a short

period of time.

- ELAPSED TIME ........................................................... AS RQRD CM2

If ACARS is not installed, start ELAPSED TIME to record block time.

- BRAKES .............................................................. CHECK CM1

- Before the aircraft starts moving CM1 applies brakes, releases parking brake.

Check the brake efficiency of the normal braking system :

CAUTION




If the aircraft has been parked in wet conditions for a long period, the efficiency of the first brake

application at low speed will be reduced.

If an arc is displayed on the ECAM WHEEL page, above the brake temperature, set the brake fans on

(if installed)

- THRUST LEVERS ........................................................ AS RQRD CM1

Little, if any, power above idle thrust will be needed to get the aircraft moving (40 % N1 maximum).

Thrust should normally be used symmetrically. Once the aircraft starts to move, little thrust is required.

Use of the engine anti-ice increases ground idle thrust, so the pilot must use care on slippery

surfaces.

The engines are close to the ground. Avoid positioning them over unconsolidated or unprepared

ground (beyond the edge of the taxiways, for example).

Avoid high thrust settings at low ground speeds, which increase the risk of ingestion (FOD), and the risk of

projection of debris towards the trimmable horizontal stabilizer and towards the elevators

1.12.1 BRAKE FAN USAGE AND TEMPERATURES TREATMENT

During turn around flight crews must handle the brake temperatures, using brake fan, in order to prolong

brake unit life and optimize braking performance.

Prolonging brake unit life is achieved by :

• Reducing number of braking applications

• Leaving thermal cycle to be completed without use of brake fan

Optimizing braking performance by:

• Starting a takeoff roll, or landing roll with brake temperatures not more than 150°C

(Airbus flight tests has shown that with that value, max braking energy is assured considering the worst

conditions combined)

Crews must consider all the above for the use of brake fan, as well as, company recommendations which are:

1. Brake fan shall be set ON, anytime temperature exceeds 300°C (ECAM message) and/or BRK HOT

Amber.

Brake fan stays on until brake temperature reaches 100 C.

2. If temperatures are below 300°C, it is preferable not to use brake fan and let the brakes to complete a

thermal cycle by itself (conditions permitting)

3. If temperature are below 300°C, but turn around time is short and/or ambient temperature is high, use the

brake fan after brakes reached the peak value

(during the cool down part of the cycle)




4. Brake fan should be set to OFF, before start of takeoff roll

As a main guideline and considering all the above:

Keep the brake fan usage to the minimum, having as a target, to start a takeoff roll with brake temperatures

around 150°C. Have always in mind that during taxi out some temperature may build up, which depending on

ambient atmospheric conditions, taxi distance and airplane weight. During taxi out a figure of around 100°C is

a good estimate of average temperature, so prior to takeoff to have 150°C. Take off should be performed with

brake fan OFF.

Note

When Taxi out and Brake Temp is above 100 °C set the Brake Fan ON

In order to reduce brake wear follow some general rules listed below.

Count the brake cycles – 4 should be enough to reach the holding position!

Take brake check while releasing the park brake as an option to safe one cycle.

Do not ride the brakes – accelerate up to 30 kts thence make one application to decelerate to 10 kts.

Landing without AUTO BRK on long runways.

Use the brake fans timely and efficiently.

Be aware that brake handling has a direct influence on operating costs.

Use MED AUTO BRAKE on short and or contaminated runways only.

- ATC clearance ............................................................ CONFIRM B

TAKEOFF DATA/CONDITIONS

If takeoff data has changed, or in case of a runway change, CM2 prepares and updates takeoff data, as

appropriate:

LPC FOVE

- F-PLN (Runway) ........................................................ REVISE CM2

- FLAPS LEVER ........................................ AS APPROPRIATE CM2

Select calculated flap takeoff position.

- V1, VR, V2 ............................................................. REINSERT CM2

- FLX TO temperature ............................................. REINSERT CM2




FMGS

- F-PLN (SID,TRANS) ..................................... REVISE or CHECK CM2

Carefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.

- INITIAL CLIMB SPEED AND SPEED LIMITMODIFY or CHECK CM2

Use VERT REV at departure, or at a CLB waypoint.

- CLEARED ALTITUDE ON FCU ........................................... SET CM2

- HDG ON FCU ........................................IF REQUIRED, PRESET CM2

If a heading is required by the ATC after takeoff, in case of a radar vector departure, preset the

heading on the FCU. NAV mode will be disarmed.

RWY TRK mode will keep the aircraft on the runway track.

NOTE

In case there is a change during taxi, data entry and computation are done by CM2 since the

CM1 is busy taxiing the aircraft. CM1 will have then to perform the check when the aircrafts is

stops and Parking Brake is Set.

- FD .......................................................... CHECK SELECTED ON B

- FMA ..................................................................................CHECK B

- FLIGHT INSTRUMENTS .................................................CHECK B

When the Final ATC clearance is received:

- TAKEOFF BRIEFING CONFIRMATION ................... PERFORM PF

Perform the Take off Briefing Confirmation out of congested area

- TAKEOFF BRIEFING ................................................. CONFIRM B

Refer to FCTM (Normal Operations - Taxi).

- CABIN REPORT ........................................................ RECEIVED CM2

CM2 obtains cabin report from the SCCM: “CABIN SECURED”

- When cabin secured is received

- TO CONFIG pushbutton ................................................. PRESS CM2

Check that ECAM upper display shows “TO CONFIG NORMAL”.

- TO MEMO ............................................. CHECK NO BLUE LINE B




- PILOT‟S PED ................................ UNPLUGGED and STOWED B

The pilots‟ PEDs must be unplugged and stowed below 1000 ft AAL

- ORDER ............................... “BEFORE TAKEOFF CHECKLIST” CM1

- ANNOUNCE ....................... “BEFORE TAKEOFF CHECKLIST” CM2

- BEFORE TAKEOFF CHECKLIST down to the lineCOMPLETE B

- ANNOUNCE“BEFORE TAKEOFF CHECKLIST DOWN TO THE LINE” CM2

BEFORE TAKE-OFF TASK SHARING

EVENT CM1 CM2 PF

When Final ATC clearance is received

“T.O BRIEFING CONFIRMATION”

“RWY SID SID INITIAL DESCRIPTION (UP TO THE FIRST TURN OF THE SID) GW CONF FLEX ALT_____ – BLUE V1 / V2”

AFTER CABIN SECURE IS RECEIVED

T.O CONF ….TEST

“BEFORE T.O C/L”

READS THE BEFORE T.O C/L DOWN TO THE LINE

“BEFORE TO C/L DOWN TO THE LINE”

Note

All included within “ ” consider it as a STD CALL OUT




1.12.2 VISUAL GROUND GEOMETRY

FIGURE 1-5 VISUAL GROUND GEOMETRY

1.12.3 180° TURN ON RUNWAY (A320)

A standard runway is 45 meters wide. However, the A320 only needs a pavement of 30 meters (99 feet) wide

for a 180° turn.

The following procedure is recommended for making such a turn in the most efficient way.

FOR THE CM1

- Taxi on the right of the runway and turn left, maintaining 25° divergence from the runway axis.

- When physically over the runway edge:

Turn the nosewheel fully right.

On ENG 1 set EPR to between 1.02 and 1.03.

Set ENG 2 to idle.

The Ground Speed (GS) for the entire maneuver should be between 5 knots and 8 knots, to prevent the

width of the turn from increasing.

FOR THE CM2

The procedure is symmetrical. (Taxi on the left-hand side of the runway).

NOTE

To avoid skidding the nosewheel on a wet runway, perform the turn at very low speed, using

asymmetric thrust and differential braking as necessary.




FIGURE 1-6 180O

TURN ON RUNWAY (A320)




1.12.4 180O TURN ON RUNWAY (A321)

A standard runway is 45 meters wide. However, the A321 needs a pavement of 32 meters (105 feet) wide for

a 180° turn. Always check the availability of available taxiways or runway backtrack bay on runway end,

because a 180° turn is not possible on 30m wide runway.

The following procedure is recommended for making such a turn in the most efficient way.

FOR THE CM1

- Taxi on the right of the runway and turn left, maintaining 25° divergence from the runway axis.

- When physically over the runway edge:

Turn the nosewheel fully right.

On ENG 1 set EPR to between 1.02 and 1.03.

Set ENG 2 to idle.

The Ground Speed (GS) for the entire maneuver should be between 5 knots and 8 knots, to prevent the

width of the turn from increasing.

FOR THE CM2

The procedure is symmetrical. (Taxi on the left-hand side of the runway)

NOTE

To avoid skidding the nosewheel on a wet runway, perform the turn at very low speed, using

asymmetric thrust and differential braking as necessary.




FIGURE 1-7 180O

TURN ON RUNWAY (A321)




1.13 BEFORE TAKE OFF

If the brake fans are running

- BRAKE TEMP ..................................................................CHECK B

If brake temperature is above 150°C, delay takeoff.

If brake temperature is below 150°C, select brake fans off.

- TAKEOFF OR LINE UP .................................................OBTAIN CM2

Never cross red stop bars when lining up or crossing a runway, unless in exceptional cases where the stop-

bars, lights or controls are reported to be unserviceable

Upon the receipt of a Conditional Clearance, take particular note of the traffic being the subject of the

condition, and positively and accurately identify that traffic before carrying out any further manoeuvres onto

the runway. Always read back in full the conditional clearance.

- APPROACH PATH CLEAR OF TRAFFIC ......................CHECK B

When entering any runway, check for traffic (left and right) using all available surveillance means e.g. all eyes in the flight deck,

radar etc.

- RADAR (if required)............................................................... ON CM2

Switch on Radar SYS 1 only. Radar SYS 2 is not installed on AEE a/c.

To check the radar and the departure path, set the Multiscan selector to MAN. The flight crew can then set

the radar to the AUTO position.

Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying below FL 150.

NOTE:

1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation in good or non-

significant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the flight crew

conforms correct radar operation, using temporarily MANUAL TILT.

2. The flight crew monitors the weather radar display in AUTO mode, and conforms any weather display that

is ambiguous or unexpected using manual tilt according to standard techniques.

- PREDICTIVE WINDSHEAR SYSTEM ............................. AUTO CM2

- ENG MODE selector ................................................... AS RQRD CM2

Select IGN START, if heavy rain or severe turbulence is expected after takeoff.

NOTE

Continuous ignition is automatically selected, if the ENG ANTI ICE pushbutton is ON.

- ATC code ............................................................ CONFIRM/SET CM2

- TCAS Mode selector........................................................ TA/RA CM2




It is recommended to select TA mode:

- In case of known nearby traffic, which is in visual contact

- At particular airports and during particular procedures, identified by an Operator as having a significant

potential for unwanted or inappropriate resolution advisories (closely-spaced parallel runways, converging

runways…)

- CABIN CREW ................................................................. ADVISE CM2

- TERR ON ND ............................................................... AS RQRD B

In mountainous areas, consider displaying terrain on ND.

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

PNF side only.

- PACK 1 and 2 .............................................................. AS RQRD CM2

- EXTERIOR LIGHTS .............................................................. SET CM1

Set the LAND light ON and Nose light in TAKE OFF position, when take-off clearance is received, in order

to minimize bird strike hazard during takeoff.

Set the STROBE lights to ON, before entering the runway.

- QFU / THRESHOLD .................................................. CONFIRM B

- TAKEOFF RUNWAY…………………………………….CONFIRM B

Confirm that the line up is performed on the intended runway. Useful aids are:

- The runway markings,

- The runway lights,

Be careful that in low visibility, edge lights could be mixed up with the centreline lights.

- The ILS signal,

If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb):

The LOC deviation should be centered after line up.

- The runway symbol on the ND




- SLIDING TABLE ..............................................................STOW B

- ORDER ....................................................... “BELOW THE LINE” CM1

- ANNOUNCE “BEFORE TAKEOFF CHECKLIST below the line” CM2

- BEFORE TAKEOFF CHECKLIST below the line .. COMPLETE B

- ANNOUNCE “BEFORE TAKEOFF CHECKLIST COMPLETE” CM2

Read the checklist below the line, when line up or takeoff clearance is received.




LINE UP TASK SHARING

EVENT CM1 CM2

Lining Up STROBE LT …..... ON

CABIN CREW ……………..…. ADVICE WX RADAR ……. ……...ON (If required) PREDICTIVE WINDSHEAR ……... ON ENG MODE SEL ………… as required ATC / TCAS ……………. AUTO/TA/RA BRK FAN …………………………. OFF ANTI ICE ………….…...ON (If required ) PACKS 1&2…………….….. as required

“BELOW THE LINE” READS C/L BELOW THE LINE

“BEFORE T/O CL COMPLETED”

NOTE

• All included within “ ” consider it as a STD CALL OUT

• In case there is weather in the vicinity of the airport , WX RADAR may be switched on during TAXI to

scan any significant weather which is not directly on the runway axis.




1.14 TAKE OFF

Rolling takeoff is permitted.

- TAKEOFF CLEARANCE ................................................OBTAIN CM2

- NOSE LIGHT ............................................ TAKE OFF POSITION CM1

- LAND LIGHT ........................................................................... ON CM1

- ANNOUNCE (If CM2 is PF) ..............“YOU HAVE CONTROLS” CM1

- ANNOUNCE of CM2 (If CM2 is PF) ....... “I HAVE CONTROLS” CM2

- ANNOUNCE ........................................................... “ TAKEOFF ” PF

- CHRONO .......................................................................... START B

- BRAKES ..................................................................... RELEASE PF

- During critical phases of flight both flight crew members shall have their left / right hands on the sidestick.

- Delay few seconds between packs OFF and thrust setting to FLEX or TOGA.

If the crosswind is at or below 20 knots and there is no tailwind :

- THRUST LEVERS ................................................. FLX or TOGA PF

- To counter the nose-up effect of setting engine takeoff thrust, apply half forward stick until the airspeed

reaches 80 knots. Release the stick gradually to reach neutral at 100 knots.

- PF progressively adjusts engine thrust in two steps :

from idle to about 50 % N1 (1.05 EPR).

from both engines at similar N1 to takeoff thrust.

- Once the thrust levers are set in the FLEX or TOGA detent , (If CM2 is PF, removes his/her hand from

the thrust levers after setting FLX or TOGA) CM1 immediately positions his/her hand on the thrust

levers and keeps it there until the aircraft reaches V1.

In case of tailwind, or if crosswind is greater than 20 knots :

- THRUST LEVERS ................................................. FLX or TOGA PF

- PF applies full forward stick.

- PF sets 50 % N1 (1.05 EPR) on both engines then increases thrust progressively to reach takeoff thrust

at 40 knots ground speed, while maintaining stick full forward up to 80 knots. Release stick gradually to

reach neutral at 100 knots.

If CM2 is PF :

- Once the thrust levers are set in the FLEX or TOGA detent , (If CM2 is PF, removes his/her hand from

the thrust levers after setting FLX or TOGA) CM1 immediately positions his/her hand on the thrust levers

and keeps it there until the aircraft reaches V1.




NOTE

ENG page replaces WHEEL page on the ECAM lower display.

The FADEC includes a keep-out zone, which is designed to avoid steady state operation inside a N1

range between 60% and 74% due to fan flutter phenomenon. This can result in discontinuous EPR

increase during thrust setting (Refer to DSC-70-20 Functions).

- DIRECTIONAL CONTROL .................................. USE RUDDER PF

At 130 knots (wheel speed), the connection between nosewheel steering and the rudder pedals is removed.

Therefore, in strong crosswinds, more rudder input will be required at this point to prevent the aircraft from

turning into the wind.

- PFD/ND .............................................................................. SCAN B

Check the Flight Mode Annunciator on the PFD :

MAN TOGA (MAN FLX xx), SRS, RWY* (or blank), both FDs ON / A/THR Blue

* Note if in an ILS equipped runway

Check the FMGS position (aircraft on runway centerline).

Before reaching 80 knots :

- TAKEOFF EPR ................................................................ CHECK PNF

Check that the actual EPR of the individual engines has reached the EPR rating limit, before the aircraft

reaches 80 knots. Check EGT.

- ANNOUNCE ....................................................... “THRUST SET” PNF

- PFD and ENG indications ................................................ SCAN PNF

Scan airspeed, EPR, and EGT throughout the takeoff

- ANNOUNCE ...........................................“ONE HUNDRED KTS” PNF

The PF crosschecks the speed indicated on the PFD and announces “checked”.

Below 100 knots the Captain may decide to abort the takeoff, depending on the circumstances.

Above 100 knots, rejecting the takeoff is a more serious matter.

- ANNOUNCE .......................................................................... “V1” PNF

The PF shall not have his/her – right/left hand on thrust levers from V1 up to Thrust reduction altitude. In case

a FLEX take off is being performed, and additional thrust is needed for any abnormal condition, push thrust

levers to TOGA detent.

- ANNOUNCE ............................................................... “ROTATE” PNF

- ROTATION ................................................................. PERFORM PF




At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3°/sec, towards a pitch

attitude of 15° (12.5° if one engine is failed).

In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at maintaining

wings level.

Minimize lateral inputs on ground and during the rotation, to avoid spoiler extension.

After lift-off, follow the SRS pitch command bar.

CAUTION

If a tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin, and return to the

originating airport for damage assessment.

- ANNOUNCE ................................................. “POSITIVE CLIMB” PNF

- ORDER ..................................................................... “GEAR UP” PF

- LDG GEAR ............................................................... SELECT UP PNF

- AP ................................................................................. AS RQRD PF

Above 100 feet AGL, AP 1 or 2 may be engaged.

- FMA ......................................................................... ANNOUNCE PF

- ANNOUNCE ............................................................. “GEAR UP” PNF

At thrust reduction altitude (LVR CLB flashing on FMA)

- THRUST LEVERS .................................................................... CL PF

Move the thrust levers promptly to the CL detent, when the flashing LVR CLB prompt appears on the FMA.

A/THR is now active.

In manual flight, the pilot must anticipate the change in pitch attitude in order to prevent the speed from

decaying when thrust is reduced.

At acceleration altitude:

- ANNOUNCE FMA ..... “THR CLB/OP CLB” or “THR CLB/CLB” PF

Check the target speed change from V2 + 10 to the first CLB speed (either preselected or managed).

NOTE

1.When thrust reduction and acceleration altitudes are the same, the FMA will change from

FLX/SRS/NAV to THR CLB/CLB/NAV.

2. If FCU-selected altitude is equal to or close to the acceleration altitude, then the FMA will

switch from SRS to ALT*.

Above acceleration altitude (or once in climb phase) :

The following procedure ensures that the aircraft is effectively accelerating toward climb speed.

At F speed




- ORDER ....................................................................... “FLAPS 1” PF

- “SPEED CHECKED” ................................................................... PNF

- FLAPS 1 ......................................................................... SELECT PNF

- CONFIRM/ANNOUNCE ............................................. “FLAPS 1” PNF

NOTE

For takeoff in CONF 1 + F, “F” speed is not displayed.

At S speed

Note

At heavy takeoff weight, the S speed on A321 may be higher than the MAX speed configuration

1+F (215 knots). Continue to accelerate and on reaching 210 knots the automatic flap retraction

will occur and the MAX speed will move to 230 knots.

- ORDER ............................................................... “FLAPS ZERO” PF

- “SPEED CHECKED” .............................................. ANNOUNCE PNF

- FLAPS ZERO ................................................................. SELECT PNF

- CONFIRM/ANNOUNCE ..................................... “FLAPS ZERO” PNF

- GRND SPLRS ................................................................ DISARM PNF


Set NOSE & RWY TURN OFF light switches to OFF.

- LANDING LIGHTS………………………………………RETRACT PNF

During daylight only. In nighttime, landing lights must be ON below FL100.

The aeroplane has to be in clean configuration before PF is allowed to make entries in the MCDU.




TAKE OFF TASK SHARING

EVENT CM1 PF PNF

CLEARED FOR TAKE OFF

“YOU HAVE CONTROLS” (IF CM2 IS PF)

“I HAVE CONTROLS”

NOSE LT IN…..TO POSITION LAND LIGHTS ……ON

“TAKE OFF”

CHRONO START ( glareshield )

CHRONO START ( glareshield )

THRUST LEVERS FLX or TOGA SET

“ FMA ” “Checked”

Before reaching 80 Kts

“THRUST SET ”

AT 100 KTS “100 kts ”

“Checked ”

At V1 Takes his Hand from the Thrust Levers

“V1 ”

At VR “Rotate”

Rotation initiate

When positive climb

“ Positive climb ”

“GEAR UP”

LDG GEAR SELECT UP “GEAR UP”

Above 100 ft AP 1 or 2 may be engaged

“FMA”

“CHECKED”

AT THR RED ALT.

THRUST LVRS.CL

AT ACC ALT “FMA”

“CHECKED”

AT F SPEED “FLAPS 1” “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1”

AT S SPEED “FLAPS 0” “SPEED CHECKED” SELECT FLAPS 0 “FLAPS 0” GRND SPLRS DISARM NOSE & RWY TURN OFF

During DayTime Only

LANDING LIGHTS RETRACT




FIGURE 1-8 NORMAL TAKE OFF PATERN (A320)




FIGURE 1-9 NORMAL TAKE OFF PATERN (A321)




1.15 AFTER TAKE-OFF

- APU BLEED ................................................................. AS RQRD PNF

If the APU has been used to supply air conditioning during takeoff, set the APU BLEED to OFF. For use of

the APU BLEED, Refer to LIM-49-20 Envelope

- APU MASTER switch AS RQRD PNF

- ENG MODE selector ................................................... AS RQRD PNF

Select IGN, if severe turbulence or heavy rain is encountered.

- ANTI ICE PROTECTION ............................................. AS RQRD PNF

ENG ANTI ICE should be ON, when icing conditions are expected with a TAT at, or below, 10°C.

NOTE

With ENG ANTI ICE ON, the FADEC automatically selects continuous ignition. The IGNITION

memo appears on ECAM.

1.15.1 NOISE ABATEMENT

As per EAG Airway Manual




1.16 CLIMB

MAXIMUM CONTINUOUS THRUST represents the highest thrust level for continuous use and should be

applied only in case of emergency, and not during climb in Normal Operations.

- Normal vertical mode is CLB or OP CLB with managed speed active.

- MCDU ......................................................................... PERF CLB PF

PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will

reach the FCU selected altitude) but he/she may select other pages such as F-PLN page as may be

tactically necessary.

With the AP engaged, and in clean configuration the PF will make any required flight plan revisions.

The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that this OPT FL is a

function of the cost index.

The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot may enter a

cruise flight level above this level into the MCDU and the FMGS will accept it, provided that it does

not exceed the level at which the margin is reduced to 0.2 g.

- MCDU ................................................................................. F-PLN PNF

PNF MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisions to the

lateral or vertical flight plan).

- CLIMB SPEED MODIFICATIONS:

If ATC, turbulence or operational considerations lead to a speed change:

Select the new speed with FCU SPD selection knob and pull. Speed target is now “selected”. To return to

managed speed mode, push FCU SPD selection knob. The speed target is now “managed”.

NOTE

The best speed (and rate of climb) for long-term situations lies between green dot speed and

ECON speed. At high altitude, acceleration from green dot to ECON speed can take a long time.

- EXPEDITE CLIMB

If ATC requires a rapid climb through a particular level :

Push the EXP pushbutton on the FCU. The target speed is now green dot speed.

FMA: THR CLB/EXP CLB/NAV

NOTE

Use EXP (P/B) only for short-term tactical situations. For the best overall economy fly at ECON

IAS

ABOVE FL250 DO NOT USE EXP (P/B).

To return to ECON CLB speed:




Push ALT selector knob.

Check FMA : THR CLB/CLB/NAV

BARO REF .............................................................................. SET B

At transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and STBY ALT.

Cross-check baro settings and altitude readings.

CM1 sets STD on the STBY Altimeter as well.

NOTE:

When STD is set on the EFIS control panel, the transponder transmits the last QNH or QFE baro

setting to the Air Traffic Control (ATC). Only the FCU selected altitude, is used by the Air Traffic

Control (ATC) on ground may be misinterpreted.

- ORDER .................. “AFTER TAKE-OFF / CLIMB CHECKLIST” PF

- ANNOUNCE .......... “AFTER TAKE-OFF / CLIMB CHECKLIST” PNF

- AFTER TAKE-OFF / CLIMB CHECKLIST .............. COMPLETE B

- ANNOUNCE“AFTER TAKE-OFF / CLIMB CHECKLIST COMPLETED” PNF

Crew Coordination for Altimeter setting and checking during climb

EVENT PF PNF

AT TRANSITION ALT.

“SET STD” “ STD – X-CHECKED PASSING FL ……NOW”

CHECKED

“AFTER TAKEOFF/CLIMB CHECK LIST”

“AFTER TAKE OFF C/L COMPLETED”

NOTE

All included within “ ” consider it as a CALL OUT.

Landing Lights must be ON during nighttime, even in high speed when flying below FL100.

- CRZ FL ................................................................. SET AS RQRD PF

If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ FL entered

in the INIT A page during cockpit preparation. The FMGS will automatically take into account a higher

CRZ FL selected with the FCU ALT knob.

If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on the PROG

page) the flight crew must insert this lower CRZ FL in the PROG page. Otherwise there is no transition

into CRZ phase : the managed speed targets and Mach are not modified, and SOFT ALT mode is not

available. In that case FMA will display:

MACH/ALT/NAV instead of MACH/ALT CRZ/NAV

- ENG ANTI ICE ............................................................. AS RQRD B




Whenever icing conditions are encountered or expected, the engine anti-ice should be turned on. Although

the TAT before entering clouds may not require engine anti-ice, flight crews should be aware that the TAT

often decreases significantly, when entering clouds.

In climb or cruise, when the SAT decreases to lower than -40 °C, engine anti-ice should be turned off, unless

flying near CBs.

- RADAR ......................................................... AS APPROPRIATE PF


Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying below FL150.

Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation in good or

non-significant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the

flight crew confirms correct radar operation, using temporary MANUAL TILT.

2. The flight crew monitors the weather radar display in AUTO mode, and confirms any weather display

that is ambiguous or unexpected using manual tilt according to standard techniques.

At or above 10 000 ft :

- ORDER .......................................................... “FL100 CHECKS‟‟ PF

- LAND LIGHTS ............................................................ RETRACT PNF

- SEAT BELTS ............................................................... AS RQRD PNF

- EFIS option .................................................................. AS RQRD B

Select ARPT on both sides.

- ECAM MEMO ................................................................. REVIEW B

- RAD NAV page ................................................................CHECK PNF

Clear manually tuned Navaids from MCDU RAD NAV page.

- SEC F-PLN page……………………………………..........CHECK PNF

Copy the active flight plan in the secondary, if an EO SID has been constructed previously.

- OPT/MAX ALT .................................................................CHECK B

- ANNOUNCE .......................... „‟FL100 CHECKS COMPLETED” PNF




10000 FT TASK SHARING DURING CLIMB

EVENT PF PNF

AT FL 100 OR ABOVE “ FL 100 CHECKS”

LAND LTS……..RETRACT SEAT BELTS …AS RQRD

EFIS …………AS RQRD

EFIS ………...…AS RQRD ECAM MEMO.... REVIEW RAD NAV……….CHECK SEC F-PLAN…...CHECK OPT/MAX ALT....CHECK

“FL 100 CHECKS COMPLETED”

Level Off During Climb

The flight crew should comply with the vertical speed limitations during the last 2000 ft of a climb. In particular,

the flight crew should ensure that vertical speed does not exceed 1500 ft/min during the last 2000 ft of a climb,

especially when they are aware of traffic that is converging in altitude and intending to level off 1000ft above

the flight crew's assigned altitude.

Applicable to: MSN 1727-1880 AT FL 380 PACK FLOW...................................................................... LO Above FL 380, if one bleed system fails, the remaining system can only supply both packs if LO is selected.




1.17 CRUISE

- ECAM MEMO ................................................................. REVIEW PF

- ECAM SYS PAGES ....................................................... REVIEW PF

Periodically review system display pages :

ENG: Oil pressure and temperature

BLEED: BLEED parameters

ELEC: Parameters, GEN loads

HYD: A slight decrease in quantity is normal. Fluid contraction during cold soak can be expected.

Green system is lower than on ground, following landing gear retraction.

FUEL: Fuel distribution.

COND: Duct temperature, compared with zone temperature.

Avoid large differences for passenger comfort.

FLT CTL: Note any unusual control surface position.

- TCAS ............................................................................... BELOW PNF

- FLIGHT PROGRESS .......................................................CHECK PNF

- COST INDEX…………………………………………………………………..REVISE BOTH

If the FMGC calculated time of arrival is earlier than scheduled by more than 10min, it is recommended to

lower the Cost Index for fuel economy.

Monitor flight progress in the conventional way.

When overflying a waypoint:

Check track and distance to the next waypoint.

When overflying the waypoint, or every 30 minutes:

Check FUEL: Check FOB (ECAM), and fuel prediction (FMGC), and compare with the computer

flight plan or the in-cruise quick-check table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK

CHECK M.78).

Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at

departure. If the sum is unusually greater than the fuel on board at departure, suspect a frozen fuel

quantity indication. Maintenance action is due before the next flight. If the sum is unusually smaller

than the fuel on board at departure, or if it decreases, suspect a fuel leak.

Check FUEL page on ECAM for balanced fuel quantity

Note: Fuel checks should be recorded on the OFP every one-hour.




CAUTION

This check must also be performed each time a FUEL IMBALANCE procedure is necessary. Perform

the check before applying the FUEL IMBALANCE procedure. If a fuel leak is confirmed, apply the FUEL

LEAK procedure.

- WINDS .............................................................. CHECK / ENTER PF

- STEP FLIGHT LEVEL.................................. AS APPROPRIATE PF

(Refer to PER-CRZ-ECI-10 OPTIMUM MACH NUMBER).

- NAVIGATION ACCURACY .............................................CHECK PF

On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS

PRIMARY is available.

Otherwise, navigation accuracy must be monitored, at all times but especially when any of the following

occurs:

IRS only navigation

The PROG page displays LOW accuracy.

“NAV ACCUR DOWNGRAD” appears on the MCDU.

Methods for checking accuracy:

Refer to FCTM (Supplementary Information - Navigation Accuracy)

If the check is positive (error ≤ 3NM) : FM position is reliable.

- Use ND (ARC or NAV) and managed lateral guidance.

If the check is negative (error > 3NM) : FM position is not reliable.

- Use raw data for navigation and monitor it.

- If there is a significant mismatch between the display and the real position : Disengage MANAGED NAV

mode and use raw data navigation (possibly switching to ROSE VOR, so as not to be misled by FM

data).


Switch on Radar SYS 1. Gain must be manually set to +8, when MULTISCAN selector is set to AUTO and

when flying below FL150.


non significant weather conditions, no weather pattern will be displayed on the ND‟s. In this case, the







- CABIN TEMP .............................................................. MONITOR PF

Pay regular attention to the ECAM CRUISE page, in order to monitor passenger cabin temperatures and

adjust them, as necessary.

If the oxygen mask has been used:

- OXYGEN MASK………………………………………....CHECK B

Check that the oxygen mask has been properly stowed, Refer to DSC-35-20-10 General.




1.18 DESCENT PREPARATION

Descent preparation and approach briefing can take approximately 10 minutes, so they should begin

approximately 80 NM before top of descent.

PF gives control and ATC to PNF for preparing the FMGS. Then PNF checks the FMGS data entry and

approach briefing follows.

- LDG ELEV ........................................................................CHECK PF

Check on ECAM CRUISE page that LDG ELEV AUTO is displayed.

- WEATHER AND LANDING INFORMATION (ATIS) ......OBTAIN PF

Check weather reports at ALTERNATE and DESTINATION airports. Airfield data should include runway in

use for arrival.

FMGS

- ARRIVAL page .......................................... COMPLETE/CHECK PF

Insert TRANS, APPR, STAR, and APPR VIA if applicable. (Access by lateral revision at destination.)

- F-PLN A page ..................................................................CHECK PF

Ensure that the inserted F-PLN agrees with planned approach and missed approach.

Use the scroll key to check the F-PLN thoroughly, using ND in PLAN MODE as necessary.

Tracks and distances between waypoints are displayed on the second line from the top of the MCDU.

Approach and Missed Approach tracks and distances must be checed form the aproapriate navigation

charts.

Check speed and altitude constraints. Add new speed or altitude constraints, if required.

In all cases, do not modify the final approach (FAF to runway or MAP), including altitude constraints.

Identify the position and the altitude of final descent point (FDP) and check the value of the FPA after this

FDP (aircraft must be stabilized before the FDP),

Identify the Missed Approach Point.

- RAD NAV page ................................................................CHECK PF

Set navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DME exists

close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, for NAV ACCY

monitoring during descent

- DES WIND ........................................................................CHECK PF

Enter winds for descent starting at cruise flight level.

- PERF CRUISE page ........................................................CHECK PF

Modify the cabin descent rate if different pressure rate is required.




- PERF DES page ..............................................................CHECK PF

Prior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other than ECON is

required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the one for the

descent path and TOD computation, and it will be used for the managed speed descent profile (instead of

ECON). A speed limit of 250 knots below 10000 feet is the default speed, in the managed speed descent

profile.

- PERF APPR page...................................... COMPLETE/CHECK PF

- Enter the QNH, temperature, and wind at destination.

NOTE

The entered wind should be the average wind given by the ATC or ATIS. Do not enter gust

values. For example, if the wind is 150/20-25, insert the lower speed 150/20 (ground speed mini-

function will cope with the gust).

- Insert the Minimum.

NOTE

- For all non precision approaches – circling approaches excluded – , increase the published

minima by 50 ft. This value is entered in the MDA window in the MCDU performance approach

page. This increase will guarantee that in case of a missed approach, the aeroplane will not

descent below the MDA.

- Changing the RWY or type of arrival (VOR, ILS) automatically erases the previous Minimum.

- Check or modify the landing configuration. Always select the landing configuration on the PERF APP

page : CONF FULL in the normal landing configuration. CONF 3 should be considered, depending on the

available runway length and go-around performance, or if windshear/severe turbulence is considered

possible during approach.

- If the forecasted Tailwind at landing is greater than 10 KNOTS,CONF FULL is the recommended

configuration.

- VAPP DETERMINATION (Normal Configuration)

The FMGS performs the following VAPP computation for landing in normal configuration (CONF 3 or

CONF FULL). For Landing Weight CG<25% add 2 knots to VLS CONF FULL and VLS CONF 3.

- GPWS LDG FLAP 3..................................................... AS RQRD PF

If the pilot plans on landing in FLAPS 3 configuration, the GPWS LDG FLAP 3 switch should be set to ON

- GO-AROUND page.......................................... CHECK/MODIFY PF

Check THR RED ALT and ACC ALT, and modify, if necessary. Modification for Noise Abatment reasons is

not required in Go-Around case.

-SEC F-PLN page .......................................................... AS RQRD PF

Before the top of descent, the SEC F-PLN should either be set to an alternate runway for destination, or to

the landing runway in case of circling. In all cases, routing to the alternate should be available. If there is a




last-minute runway change, then the flight crew only needs to activate the secondary F-PLN, without

forgetting to set the new Minimum and navaids.

- APPROACH BRIEFING ............................................. PERFORM B

- AUTO BRK ................................................................... AS RQRD PF

Use of autobrake is preferable.

Use of MAX mode is not recommended at landing.

On short or contaminated runways, use MED mode.

On long runways, LO mode is recommended.

NOTE

If, on very long runways, the flight crew anticipates that braking will not be needed, use of the

autobrake is not necessary.

Firmly press the appropriate pushbutton, according to the runway length and condition, and check that the

related ON light comes on.

If in normal operation, then:

- calculate Landing Distance required and Maximum Landing weight with prevailing meteorological conditions and approach climb gradient of 2.1 %, (if LDA is less than 2200m, using FOVE landing module - Dispatch conditions).

Note: Required approach climb gradient for CAT II/III approaches is 2.5%

Landing Distance Required ≤ Landing Distance Available

Actual Landing Weight ≤ Maximum Allowable Weight

- DESCENT INSTRUCTIONS ...........................................OBTAIN PNF

When in FMS TOD calculated point or beyond, use OPEN DES above FL300.

When descent instructions are obtained, set the ATC-cleared altitude (FL) on the FCU (also considering

what is the safe altitude).

If the lowest safe altitude is higher than the ATC-cleared altitude, check with the ATC that this constraint

applies.

If it is confirmed, set the FCU altitude to the safe altitude, until it is safe to go to the ATC-cleared altitude.

When in DES mode and NAV Database is valid or altitude constraint has been manually entered, the

aeroplane will maintain ALT CSTR (Auto Flight). If mode reversion occurs (HDG – V/S) immediately set the

altitude constraint in the FCU.




- ANTI ICE PROTECTION ............................................. AS RQRD B

During descent, ENG ANTI ICE must be ON when icing conditions are encountered. (Refer to PRO-

SUP-30 Icing Conditions)

With engine ANTI ICE ON, the FADEC automatically controls continuous ignition and selects a

higher idle thrust which gives better protection against flame-out. The IGNITION memo appears on

the ECAM.

ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot can

compensate for this by increasing the descent speed, or by extending up to half speedbrakes.

1.18.1 APPROACH BRIEFING

The main objective of the approach briefing is for the PF to inform the PNF of his/her intended course of

action for the approach. The briefing should be practical and relevant to the actual weather conditions

expected. It should be concise and conducted in a logical manner. It should be given at a time of low work

load if possible, to enable the flight crew to concentrate on the content. It is very important that any

misunderstandings are resolved at this time.

- The PF gives controls to the PNF to prepare the FMGS for the approach or this can be delegated to the PNF

in case of high workload enviroment

- Once the FMGS has been programmed, the PNF should then x-check the information prior to the Approach

Briefing.

- PF maintains aircraft control during the approach briefing.

- PF briefs out of the BOX while the PNF checks all relevant information on EFB / paper STAR and approach

plate.

Approach Briefing starts with:

- WX ( ATIS info )

- SPECIAL OPS : Icing , Radar , STATUS and or SUMMARY Situation

- NOTAMS

- Elevation, MEA , MSA ,

- General airport INFO.

- Cross check Airway manual (Date and plate page number to be used)

- Use of FOVE Landing Module / Dispatch Conditions to verify Performance-Limited landing weight when

operationg in runways less than 2200m. (Normal Operations-No failures)

Use MCDU boxed letters (orientation buttons W S N E) as reminder acronyms for Weather Status NOTAMS

Elevation.




Then use the so called “HAT” to guide you through the process for the approach briefing.

Briefing is completed by mentioning :

Use of reversers and selection of autobrake

AIRPORT DIAGRAM for Taxi Briefing

Review the expected taxi route with special attention to the HOT SPOTS. Pay special attention to temporary

situations such as work in progress, other unusual activity and recent changes in airport layout.

HOT SPOTS are unique or complex intersections and runway crossings where runway incursions have taken

place in the past, or areas of the runway or associated taxi ways which are not visible from the Control Tower.

EFIS SET UP for PF and PNF

Intentions by the crew to carry out a visual approach and how this will be flown

Any questions?

RWY

MDA /DA

LANDING

CONFIGURATION

Check Extra

Fuel / Time

GPS PRIMARY

OR

ACCURACY

HIGH

STAR,

TRANSITION

APPROACH RWY

GO AROUND

PROCEDURE

FAF Position/ altitude.

NAV SET UP

VOR 1 & 2

FREQ/CRS

ILS FREQ/CRS

Check

ADF 1

i.e parallel RWY




1.19 DESCENT

1.19.1 DESCENT INITIATION

DESCENT ........................................................................ INITIATE PF

The normal method of initiating the descent is to select DES mode at the FMGS calculated top of descent

(TOD). When in FMS TOD calculated point or beyond, use OPEN DES above FL300.

If ATC requires an early descent:

Use DES mode which will guide the aircraft down at a lower vertical speed in order to converge on the

required descent path. (The pilot may use a V/S of - 1000 ft/mn).

If ATC delays the descent:

Beyond TOD, a DECELERATE message comes up on the PFD and MCDU. This suggests to the crew that it

starts reducing speed towards green dot speed (with ATC permission). When cleared to descend, select DES

mode with managed speed active or OP DES if above FL300.

1.19.2 DESCENT MONITORING

- MCDU .............................................................. PROG/PERF DES PF

PF MCDU should be set to PROG or PERF DES page :

PROG page in order to get VDEV or RQD DIST TO LAND/DIRECT DIST TO DEST information

PERF DES in order to get predictions down to any inserted altitude in DES/OP DES modes and EXP

mode.

- MCDU ................................................................................. F-PLN PNF




DESCENT ...................................................................... MONITOR B

Refer to PRO-NOR-SRP-01-60-A Descent Monitoring - DES Mode Engaged

- When flying in NAV mode, use DES mode.

The aircraft descends along the descent flight path : the PFD and PROG page display VDEV, and so it can

be monitored. All constraints of the flight plan are taken into account for the guidance.

- When the aircraft is flying in HDG or TRK mode, and thus out of the lateral F-PLN, DES mode is not

available.

However the PFD still displays VDEV, and this is useful whenever cross track error is small (up to 5 NM).

The NDs show a level-off symbol along the flight path. Its position is based on the current active AP/FD

and A/THR modes.

The flight crew can use this symbol to monitor the descent.

MCDU predictions assume a return to the lateral F-PLN and descent flight path.

Note that whenever the lateral mode is changed from NAV to HDG/TRK the vertical mode reverts to V/S at

the value pertaining at the time of the mode change.

- From time to time during stabilized descent, the flight crew may select FPA to check that the remaining

distance to destination is approximately the altitude change required divided by the FPA in degrees.

FPA (°) = Γ FL/DIST (NM)

DESCENT ADJUSTMENT

To increase the rate of descent:

- Increase descent speed (by use of selected speed) if comfort and ATC permit. It is economically better

(Time/Fuel) than the following procedures.

- Maintain high speed as long as possible. (SPD LIM may be suspended, subject to ATC clearance).

- If the aircraft is high and at high speed, it is more efficient to keep the high speed to ALT* and decelerate,

rather than to mix descent and deceleration.

- If the aircraft goes below the desired profile, use SPEED and the V/S mode to adjust the rate of descent.




NOTE :

EXPEDITE DESCENT.

If a high rate of descent is required, push the EXPED pushbutton on the FCU. The target speed

for the descent now becomes Mach 0.8 or 340 knots, whichever is lower. The FMA will display

THR IDLE/EXP DES/NAV.

To return to DES mode, push the FCU ALT knob.

To return to SPEED/V/S modes, pull the FCU V/S knob.

In all cases, monitor the FMA to ensure that the mode engages properly.

- SPEEDBRAKES .......................................................... AS RQRD PF

In OPEN DES : Use speedbrakes to increase the rate of descent. The pilot may use up to half speedbrakes

to maintain the required rate of descent, when engine anti-ice is used.

In DES mode : If the aircraft is on, or below, the flight path and the ATC requires a higher rate of descent,

do not use speedbrakes because the rate of descent is dictated by the planned flight path. Thus, the A/THR

may increase thrust to compensate for the increase in drag. In this case, use OPEN DES with speedbrakes.

NOTES

1. If speedbrakes are used above 315 knots/M.75 with the AP engaged, their rate of retraction is

low (total time for retraction from full extension is approximately 25 seconds). The ECAM memo

page displays SPD BRAKES in amber until retraction is complete.

2. In order to avoid overshooting the altitude, due to speedbrake retraction in ALT* mode, retract

the speedbrakes at least 2000 feet before the selected altitude.












NOTE

When operating in low OAT, altitude corrections, as defined in 3.05.05 page 6, should be

considered.

- TERR ON ND ............................................................. AS RQRD PNF

In mountainous areas, consider displaying terrain on ND.

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

PNF side only.

- LPC CHARGERS .......................................................... UNPLUG B

- ECAM STATUS ................................................................CHECK B

Check that there is no status reminder on the upper ECAM display.

If there is a status reminder, check the aircraft STATUS.

Check the ECAM status page before completing the approach checks. Take particular note of any

degradation in landing capability, or any other aspect affecting the approach and landing.

Latest at 10,000 feet :

- ORDER ........................................................... “FL100 CHECKS” PF

- LANDING lights ........................................................... As RQRD PNF

During daylight and Good visibility the landing lights extension should be performed at flap extension.

- SEATBELTS ........................................................................... ON PNF

- EFIS option .................................................................. AS RQRD B

Select CSTR on both sides.

- LS pushbutton ............................................................ AS RQRD B

Select LS, if an ILS or LOC approach is intended.

The PFD displays the LOC and glide scales and deviation symbol, if there is a valid ILS signal.

- RAD NAVAIDS ..................................... SELECTED/IDENTIFIED B

Ensure that appropriate radio navaids are tuned and identified.

For NDB approaches, manually select the reference navaid.




- NAV ACCURACY ............................................................CHECK PNF

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).

The navigation accuracy check determines which autopilot mode the flight crew should use for the

approach, and the type of displays to be shown on the ND.

- ANNOUNCE ........................... „‟FL100 CHECKS COMPLETED” PNF

When clear to descent below transition level

- BARO REF ............................................................................ SET B

Set QNH on the EFIS control panel and on the standby altimeter, when approaching the transition

level and when cleared for an altitude.

Crosscheck baro settings and altitude readings

CM1 sets QNH on the STBY Altimeter as well




- ORDER ........................................... “APPROACH CHECKLIST” PF

- ANNOUNCE ................................... “APPROACH CHECKLIST” PNF

- APPROACH CHECKLIST ....................................... COMPLETE B

- ANNOUNCE ........... “APPROACH CHECKLIST COMPLETED” PNF

CREW COORDINATION FOR ALTIMETER SETTING AND CHECKING DURING DESCENT

EVENT PF PNF

Latest at FL 100

“FL 100 CHECKS”

EFIS ………………….CSTR LS ………………………ON

LAND LIGHTS………… ON SEAT BELTS ……….... ON EFIS ………………...CSTR LS ……….………….….ON TERR on ND …….…...ON If GPS not avail : NAV ACCY ……...CHECK “FL 100 CHECKS COMPLETED”

When cleared to descent below transition level .

“SET QNH ……” “QNH ………. X-CHECKED PASSING …………. FT NOW ” “CHECKED”

“APPROACH CHECK LIST” READS THE APPROACH C/L

“APPROACH C/L COMPLETED ”

NOTE


During nighttime, the Landing Lights must be ON even in high speed when flying below FL100.

Level Off During Descent

The flight crew should comply with the vertical speed limitations during the last 2000 ft of a descent. In

particular, the flight crew should ensure that vertical speed does not exceed 1500 ft/min during the last 2000 ft

of descent, especially when they are aware of traffic that is converging in altitude and intending to level off

1000ft below the flight crew's assigned altitude.




1.20 ILS APPROACH

Do not select speed below S,F Speeds (Flap maneuvering speeds) during approach. (Company Policy)

1.20.1 GENERAL

For more information about precision approaches and how to use the FMGS see FMGS pilot's guide Refer to PRO-NOR-SRP-01-70-A ILS/MLS/GLS Approach - Intermediate/Final Approach. The approach procedures described here assume that the flight crew uses managed speed guidance which is recommended.

If the forecasted tail wind at landing is greater than 10 knots, decelerated approach is not allowed, and

the speed should be stabilized around VREF + 5 knots in final.

1.20.2 INITIAL APPROACH

- ENG MODE selector ................................................... AS RQRD PNF

Select IGN if the runway is covered with standing water, or if heavy rain or severe turbulence is expected

during approach or go-around.

- SEAT BELTS ............................................................... ON/AUTO PNF

- APPROACH PHASE.................................... CHECK/ACTIVATE PNF

If the aircraft overflies the DECEL pseudo waypoint in NAV mode, the APPR phase activates

automatically.

If the aircraft is in HDG/TRK mode, approximately 15 NM from touchdown activate and confirm

APPROACH phase on the MCDU. Approach phase may be activated earlier if in radar vectoring.

- POSITIONING ............................................................. MONITOR PF

In NAV mode, use VDEV information on the PFD and PROG page.

In HDG or TRK mode, use the energy circle on ND representing the required distance to land.




- MANAGED SPEED ..........................................................CHECK PF

If ATC requires a particular speed, then use selected speed. When the ATC speed constraint (“maintain 170

knots to the outer marker”, for example) no longer applies, return to managed speed.

- SPEEDBRAKES ......................................................... AS RQRD PF

If the pilot uses speedbrakes to increase the rate of deceleration, or to increase the rate of descent, it is

important to note that VLS with speedbrakes fully extended, in the clean configuration, may be higher than

green dot speed and possibly than VFE FLAP 1. The A/THR in speed mode, or the pitch demand in OPEN

DES, will limit the speed to VLS. In this situation, the pilot should begin to retract speedbrakes upon

reaching VLS + 5 knots and should select FLAP 1, as soon as speed is below VFE NEXT. The speedbrakes

may then be extended, if necessary. The landing gear may always be extended out of sequence to facilitate

deceleration.

- NAV ACCURACY ....................................................... MONITOR B

When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.

When GPS PRIMARY is lost, check the PROG page to verify that the required navigation accuracy is

appropriate to the flight phase. Monitor NAV accuracy, and be prepared to change approach strategy. If

NAV ACCURACY DOWNGRAD occurs, use raw data to check navigation accuracy.

Navigation accuracy determines which autopilot modes the flight crew should use, the type of displays to be

shown on the ND.

NAVIGATION ACCURACY

ND AP/FD mode

PF PNF

GPS PRIMARY

ARC or ROSE NAV with NAVAID raw data

NAV NAV ACCUR HIGH

NAV ACCUR LOW and NAV

ACCURACY check 1 NM

GPS PRIMARY LOST and NAV ACCUR LOW and NAV

ACCURACY check > 1 NM ROSE ILS ARC or ROSE NAV or ROSE ILS with NAVAID raw data

HDG or TRK

GPS PRIMARY LOST and Aircraft flying within unreliable radio NAVAID area










2. The flight crew monitors the weather radar display in AUTO mode, and confirms any weather display that is

ambiguous or unexpected using manual tilt according to standard techniques.

1.20.3 INTERMEDIATE / FINAL APPROACH (ILS APPROACH ENTERED IN THE

F-PLN)

The objective is to establish stabilized criteria on the final approach path, not later than 1000‟ feet AAL on

IMC, or 500‟ feet AAL on VMC after continuous deceleration on the glide slope.

Additional company requirement is to complete final landing configuration for the given circumstances,

not later than 1000‟ feet AAL, after continuous deceleration on the glide slope.

The term “Stabilized Criteria” means that all of the following conditions must be achieved prior to, or upon,

reaching the stabilization height, referring above:

1. The aircraft is on the correct flight path (glide slope),

2. Only small changes in heading/pitch are required to maintain the correct flight path (within one dot

localizer/glide slope)

3. The aircraft is in the correct (final) landing configuration,

4. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts (+20 kts if positive downward

speed trend),

5. Thrust setting is above IDLE,

6. Sink rate is not greater than 1000‟ft/min, if an approach requires a sink rate more than that, a special

briefing should be conducted,

7. All briefings and checklists have been conducted,

Any time an approach does not meet “Stabilized Criteria” requirements at the minimum stabilization height, or

becomes unstabilized below that height, a go-around must be initiated..

- APPR pushbutton on FCU ............................................. PRESS PF

Press the APPR pushbutton, only when ATC cleares the aircraft for the approach. This arms the LOC and

G/S modes.

LOC and/or G/S capture modes will engage no sooner than 3 seconds after being armed.

- Both APs ...................................................................... ENGAGE PF

When APPR mode is selected, both autopilots should be engaged.




AT GREEN DOT SPEED

- ORDER ....................................................................... “FLAPS 1” PF

CAUTION

Check deceleration toward “S” speed.

The aircraft must reach, or be established on, the glideslope with FLAPS 1 and S speed at, or

above, 2 000 feet AGL.

If the aircraft speed is significantly higher than S on the glideslope, or if the aircraft does not

decelerate on the glideslope, extend the landing gear to slow it down. It is also possible to use

speedbrakes. However the flight crew must be aware that the use of speedbrakes causes an increase

in VLS."

To minimize flaps wear and to avoid flap placard airspeed exceedance, it is highly

recommended to extend flaps when VFE -15.

o In case that GREEN DOT speed is higher than VFE -15, extend FLAPS 1 while in level

segment.

For A321 in high weights, if the green dot speed is close to VFE NEXT, the crew may select a

lower speed

- ANNOUNCE ............................................... “SPEED CHECKED“ PNF

- FLAPS 1 ......................................................................... SELECT PNF

- CONFIRM / ANNOUNCE ........................................... “FLAPS 1” PNF

FLAPS 1 should be selected more than 3 NM before the FAF (Final Approach Fix).

NOTE

The ECAM automatically displays the STATUS page, if it is applicable, and if the flight crew has

not already selected a system page manually.

- LANDING LIGHTS…………………………………………………………….EXTEND PNF

During nighttime, landing lights must be ON below FL100

- TCAS ................................................................................. TA/RA PNF

It is recommended to select TA only mode:

- In case of known nearby traffic, which is in visual contact

- At particular airports and during particular procedures, identified by an Operator as having a significant

potential for unwanted or inappropriate resolution advisories (closely-spaced parallel runways, converging

reunways…)

- FMA ........................................................ CHECK & ANNOUNCE PF

- LOC CAPTURE ........................................................... MONITOR B

The flight crew must always monitor the capture of LOC beam. During this evolution, the associated

deviation indications on the PFD and ND must indicate movement towards the center of the scale.




- ANNOUNCE .................................................................... “LOC* ” PF

- G/S CAPTURE ............................................................ MONITOR B

If above the glideslope :

- V/S mode ....................................................................... SELECT PF

- FCU ALTITUDE ............................ SET ABOVE A/C ALTITUDE PF

NOTE

1. When reaching VFE, the AP maintains VFE and reduces the V/S without MODE REVERSION.

2. If the aircraft intercepts the ILS above the radio altimeter validity range (no radio altitude

indication available on the PFD), CAT 1 is displayed on the FMA. Check that the FMA displays

the correct capability for the intended approach, when the aircraft is below 5 000 feet.

- ANNOUNCE ..................................................................... “G/S* ” PF

- GO-AROUND ALT ................................................................ SET PF

Set the go around altitude on the FCU.

Both Flight Crew Members shall have hands on Flight Controls, unless they are performing normal crew

duties (e.g. checklist reading), and PF places his/her hand on thrust levers latest at RA auto-callout “2500 ft”

is announced.

AT 2000 FT AGL (minimum)

- ORDER ....................................................................... “FLAPS 2” PF


- FLAPS 2 ......................................................................... SELECT PNF


CAUTION

Check deceleration toward F speed

In case that S speed is higher than VFE-15, extend FLAPS 2 while in level segment.

If the aircraft intercepts the ILS glideslope below 2000 feet AGL, select FLAPS 2 at one dot

below the glideslope.

If the aircraft speed is significantly higher than S on the glide slope, or the aircraft does not

decelerate on the glide slope, extend the landing gear in order to slow down the aircraft. The

use of speedbrakes is not recommended.

When the speedbrakes are deployed, extending the flaps beyond FLAPS 1 may induce a slight

roll movement, and in calm conditions a small lateral control asymmetry may remain until

disturbed by a control input or by an atmospheric disturbance.




WHEN FLAPS ARE AT 2

- ORDER ............................................................... “GEAR DOWN” PF

- L/G DOWN ..................................................................... SELECT PNF

- GROUND SPOILERS .......................................................... ARM PNF

- AUTO BRK .................................................................. CONFIRM B

If the runway conditions have changed from the approach briefing, consider another braking mode.

- CONFIRM/ANNOUNCE ..................................... “GEAR DOWN” PNF

WHEN LANDING GEAR IS DOWN

- ORDER ....................................................................... “FLAPS 3” PF


- FLAPS 3 ........................................................................ SELEC T PNF

Select FLAPS 3 below VFE -15.

For the A321 retract the speedbrakes before selecting FLAPS 3 to avoid an unexpected pitch down, when

the speed brakes retract automatically


- ECAM WHEEL page........................................................ CHECK PNF

ECAM WHEEL page appears below 800 feet, or at landing gear extension.

Check for 3 green indications on the Landing Gear Indicator panel. At least one green triangle on

each landing gear strut on the ECAM WHEEL page is sufficient to indicate that the landing gear is

downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that the

landing gear is downloacked

If residual pressure is indicated on the triple indicator :

- RESIDUAL BRAKING PROC .......................................... APPLY B

NOTE

Due to the accomplishment of the alternate braking functional test after the landing is

downlocked, brief brake pressure indications may be observed on BRAKE PRESS indicator.

- ORDER ................................................................ “FLAPS FULL” PF


- FLAPS FULL .................................................................. SELECT PNF

Select FLAPS FULL below VFE -15..

For the A320 retract the speedbrakes before selecting FLAPS FULL to avoid an unexpected pitch

down, when the speedbrakes retract automatically.




- CONFIRM / ANNOUNCE .................................... “FLAPS FULL” PNF

Check deceleration towards VAPP.

- A/THR .................................. CHECK IN SPEED MODE OR OFF PF

- WING ANTI ICE .................................................................... OFF B

Only switch the WING ANTI ICE to ON, in severe icing conditions.


Set: The NOSE switch to TAXI

The RWY TURN OFF switch to ON

The LAND switch to ON

- PILOT‟S PED ............................... UNPLUGGED and STOWED B


- SLIDING TABLE ..............................................................STOW B

- SUN VISOR ........................................................................STOW B

- LDG MEMO ........................................... CHECK NO BLUE LINE B

- CABIN REPORT .............................................................OBTAIN PNF

- CABIN CREW ................................................................. ADVISE PNF

- ORDER ................................................“LANDING CHECKLIST” PF

- ANNOUNCE ........................................“LANDING CHECKLIST” PNF

- LANDING CHECKLIST ........................................... COMPLETE B

- ANNOUNCE ................ “LANDING CHECKLIST COMPLETED” PNF

- FLIGHT PARAMETERS ..................................................CHECK B

The PF announces any FMA modification.

The PNF calls out, if:

- ”SPEED”, the speed becomes less than the speed target - 5 knots, or greater than the speed target + 10

knots.

- ”PITCH” The pitch attitude becomes less than - 2.5°, or greater than 10° nose up A320,

7.5° nose up A321.

- ”BANK”, the bank angle becomes greater than 7°.

- ”SINK RATE”, The descent rate becomes greater than 1000 feet/min.




- Excessive LOC or GLIDE deviation occurs:

¼ dot LOC, 1 dot G/S

Following PNF flight parameter exceedance callout, the suitable PF response will be:

- Acknowledge the PNF callout, for proper crew coordination purposes.

- Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions.

- Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a go-around.

AT MINIMUM + 100 FT:

- ONE HUNDRED ABOVE ............................................ MONITOR B

PNF Announces “One hundred above” if no Auto Call Out.

AT MINIMUM:

- MINIMUM .................................................................... MONITOR B

PNF Announces “Minimum” if no Auto Call Out.

- CONTINUE or GO AROUND .................................. ANNOUNCE PF

Do not duck under the glideslope. Maintain a Stabilised flight path down to the flare. At 50 ft, one dot below

the glideslope is 7 feet below the glideslope.




1.20.4 ILS APPROAH TASK SHARRING

EVENT PF PNF

Approx 15 NM from touchdown

“ACTIVATE APPROACH PHASE”

“APPROACH PHASE ACTIVATED”

EFIS SET UP ARC ROSE ILS OR ARC

Cleared for the approach APPR p/b on FCU .. PRESS

Both APs ………… ENGAGE

“FMA” “CHECKED”

At GREEN DOT SPEED “FLAPS 1” “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1”

LANDING LIGHTS EXTEND.

At LOC CAPTURE LOC CAPTURE MONITOR

“ LOC* ” - “ LOC”

At G/S CAPTURE G/S CAPTURE … MONITOR

“ G/S * ” - “G/S”

GO AROUND ALT. SET

AT one Dot below G/S or AT 2000 FT minimum

“FLAPS 2” “SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2”

WHEN FLAPS ARE AT 2

“GEAR DOWN” L/G DOWN ……….. SELECT GRND SPOILERS ….. ARM RWY TURN OFF & TAXI LT …………..…….ON “GEAR DOWN”

WHEN L/G IS DOWN “FLAPS 3” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3” ECAM WHEEL

PAGE …………….CHECK

WHEN FLAPS AT 3 “FLAPS FULL” “SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL”

Passing OM or Equivalent position

“CHECKED” “PASSING …… FIX NAME , ………. ALT”

WHEN CABIN SECURED RECEIVED

CREW ADVICE FOR LANDING

“LANDING C/L” READS THE LANDING C/L

“LANDING C/L ……………….COMPLETED”

Note


LOC p/b on the FCU used when:

a. In case we are cleared for LOC initially

b. If cleared for ILS from a very high altitude




500 FT CALL

EVENT PF PNF

At 500 FT AAL “500 FT”

IF IN VMC “CHECKED-CONTINUE”

IF IN IMC “CHECKED”

AT MINIMUM +100 “ONE HUNDRED ABOVE”

“CHECKED”

AT MINIMUM “MINIMUM”

“CONTINUE” or “GO AROUND/ FLAPS”

Note


Note

In case the LW is high its recommended to establish on G/S with Flaps 2

FLAPS OR GEAR CONFIGURATION

GEAR – FLAPS CALL OUTS

GEAR DOWN is announced after checking the red lights on the landing gear indicator to confirm gear

operation.

FLAPS ____ Conf Change: PNF 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.




FIGURE 1-10 ILS APPROACH




1.21 NON-PRECISION APPROACH

Do not select speed below S,F Speeds (Flap maneuvering speeds) during approach. (Company Policy)

1.21.1 INTRODUCTION

NON PRECISION APPROACHES ARE FLOWN EITHER TRK FPA OR NAV FPA

APPROACH GUIDANCE FOR NON PRECISION APPROACHES OTHER THAN LOC, LOC B/C AND

RNAV NON PRECISION APPROACHES

Three different approach strategies are available to perform non-precision approaches:

1. Lateral and vertical guidance, selected by the crew : TRK-FPA (or HDG-V/S) modes.

2. Lateral guidance, managed by the FM, and vertical guidance selected by the crew : NAV-FPA (or NAV-V/S)

modes.

3. Lateral and vertical guidance, managed by the FM: FINAL APP mode.

NOTE:

For straight in approaches, the recommended flying reference is FPV, which should be selected during the

initial approach.

- Lateral managed guidance (NAV) can be used, provided the approach is stored in the navigation database

and the final approach is laterally and vertically monitored, using the adequate raw data (reference navaid,

altimeter).

- Lateral and vertical managed guidance (FINAL APP) in VMC conditions and domestic destinations

only (AEE policy), can be used, provided the following conditions are met :

The approach is stored in the navigation database.

The effect of low OAT on obstacle clearance needs to be evaluated. A minimum OAT, below which

selected vertical guidance should be used, may have to be defined.

The final approach (FAF to runway or MAP), as extracted from the navigation database and inserted

in the primary F-PLN including altitude constraints, is not revised by the crew.

Before starting the approach, the crew must check the lateral and the vertical FM F-PLN against the

published approach chart, using the MCDU and ND.

The approach trajectory is laterally and vertically intercepted, before the FAF, or equivalent waypoint

in the FM F-PLN, so that the aircraft is correctly established on the final approach course before

starting the descent.

Conventional radio navaids must be available and monitored during the approach, and must be

considered with altitude as the primary means of navigation.




NOTE

For additional information on recommended flight crew procedures, and on navigation database

vertical flight path validation, refer to the dedicated FCOM Bulletin “Use of managed guidance in

approach and NAV database validation” and the FMGS Pilot's Guide (4.05.70).

If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, use selected guidance to

continue the approach with radio navaid raw data.

If GPS PRIMARY is lost, NAV and FINAL APP mode can be used to continue the approach, provided the

radio navaid raw date indicates the correct navigation.

APPROACH GUIDANCE FOR LOC AND LOC B/C NON PRECISION APPROACHES

The Standard Operating Procedure of this section can be used for flying LOC or LOC B/C approaches,

provided the following approach guidance items are observed.

The FM NAV mode can be used down to LOC or LOC B/C interception.

For LOC intermediate and final approach, use the LOC AP/FD mode for lateral navigation, associated with the

FPA (or V/S) for vertical navigation.

For LOC B/C intermediate and final approach, do not use the LOC mode as it would give reverse deviation.

Intercept the LOC B/C manually using TRK/FPA modes. Monitor the interception on the ND in ROSE LS

mode.

Vertical navigation must be monitored using raw data (altimeter, distance to the runway given by radio-

navaid).

The VDEV indication on the PFD must be disregarded, since it may be incorrect if the MAP is located before

the runway threshold.

APPROACH SPEED TECHNIQUE

The crew should use managed speed, except if otherwise is required from an abnormal checlist.

The standard speed technique is to execute a stabilized approach using AP/FD and A/THR. The aircraft

intercepts the final descent path in landing configuration, and at VAPP. For this purpose, the flight crew should

insert VAPP as a speed constraint at the FAF, in the MCDU.

If the approach is conducted under VMC a decelerated approach technique is allowed and the aircraft is

allowed to intercept the final descent path, at S speed in CONF 1.

The objective is to establish stabilized criteria on the final descent path, not later than 1000‟ feet AAL on IMC,

or 500‟ feet AAL on VMC after following the published approach profile.

Additional company requirement is to complete final landing configuration for the given circumstances, not

later than reaching FAF on IMC, or 1000‟ feet AAL on VMC after following the published approach profile.

The term “Stabilized Criteria” means that all of the following conditions must be achieved prior to, or upon,

reaching the stabilization height referring above:

1. The aircraft is on the correct flight path (2.5°-3.5°),




2. Only small changes in heading/pitch are required to maintain the correct flight path,


4. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts, (+20 kts if positive downward

speed trend),





8. During circling approach, wings should be level not later than 400‟feet AAL

Any time an approach does not meet “Stabilized Criteria” requirements at the minimum stabilization height, or

becomes unstabilized below that height, a go-around must be initiated.

Note: If the forecasted tailwind at landing is greater than 10 knots, a decelerated approach is not

allowed.

1.21.2 INITIAL APPROACH

- ENG START selector .................................................. AS RQRD PNF

Select IGN if the runway is covered with standing water, or heavy rain, or if severe turbulence is expected in

the approach or go-around area.

- SEATBELTS ................................................................ ON/AUTO PNF

- APPROACH PHASE.................................................. ACTIVATE PNF

In NAV mode, the APPR phase automatically activates at the DECEL pseudo waypoint.

In HDG or TRK mode, manually activate the APPR phase on the PERF APPR page, when the distance

to land is approximately 15 NM. Approach phase may be activated earlier if in radar vectoring

- POSITIONING ............................................................. MONITOR B

In NAV mode, use VDEV information on the PFD and PROG page.

In HDG or TRK mode, use the energy circle displayed on ND representing the required distance to land.

- MANAGED SPEED ..........................................................CHECK PF

If the ATC requires a particular speed, use selected speed. When the ATC speed constraint no longer

applies, return to managed speed.

- SPEEDBRAKES .......................................................... AS RQRD PF

- NAVIGATION ACCURACY ........................................ MONITOR B

When GPS PRIMARY is available, no accuracy check is required.




When GPS PRIMARY is lost, check the PROG page to ensure that the required navigation accuracy

is appropriate to the phase of flight. Perform a navigation accuracy check (as described in 3.03.15).

When ISA+20 condition, expect steeper descent path.

If the approach is stored in the navigation database, determine the strategy to be used for the final approach,

according to the table below :

NAVIGATION ACCURACY Approach guidance

ND AP/FD mode

PF PNF

GPS PRIMARY

Managed*** or selected

ARC or ROSE NAV * With NAVAID raw data

NAV-FPA or APP-NAV/ FINAL ***

NAV ACCUR HIGH

NAV ACCUR LOW and

1NM

GPS PRIMARY LOST and NAV ACCUR LOW and NAV ACCURACY check > 1 NM

Selected ROSE VOR **

ARC or ROSE NAV or ROSE VOR ** With NAVAID raw data

TRK-PFA GPS PRIMARY LOST and

aircraft flying within unreliable radio NAVAID

area

(*) For VOR approaches, one pilot may select ROSE VOR.

(**) For LOC approaches, select ROSE ILS.

(***) Managed vertical guidance can be used in VMC conditions and domestic destinations only.

NOTE

1 During approach in overlay to a conventional radio navaid procedure, monitor raw data. If raw

data indicates unsatisfactory managed guidance, revert to selected guidance.

2. The pilot can continue to fly a managed approach, after receiving a NAV ACCUR

DOWNGRADED message, if raw data indicates that the guidance is satisfactory.

- RADAR ......................................................... AS APPROPRIATE B











- APPROACH CHECKLIST ......................................... PERFORM B

AT GREEN DOT SPEED

- ORDER ....................................................................... “FLAPS 1” PF


- FLAPS 1 ......................................................................... SELECT PNF

CAUTION

Check deceleration toward “S” speed

If the aircraft speed is significantly higher than S on the flight path, or if the aircraft does not

decelerate on the flight path, extend the landing gear to slow it down. It is also possible to use

speedbrakes. However the flight crew must be aware that the use of speedbrakes causes an increase

in VLS.

To minimize flaps wear and to avoid flap placard airspeed exceedance, it is highly

recommended to extend flaps when VFE -15.

In case that GREEN DOT speed is higher than VFE -15, extend FLAPS 1 while in level segment.

For A321 in high weights, if the green dot speed is close to VFE NEXT, the crew may select a

lower speed


- LANDING LIGHTS……………................................EXTEND PNF

- TCAS Mode Selector ............................................ TA or TA/RA PNF

See ILS approach (Refer to PRO-NOR-SOP Precision Approach)

- ND DISPLAY ........................................ SELECT RANGE/MODE B

AT S SPEED

- ORDER ....................................................................... “FLAPS 2” PF


- FLAPS 2 ......................................................................... SELECT PNF






WHEN FLAPS ARE AT 2

- ORDER ............................................................... “GEAR DOWN” PF

- L/G DOWN ..................................................................... SELECT PNF

- GROUND SPOILERS .......................................................... ARM PNF

- AUTO BRK .................................................................. CONFIRM PNF

If the runway conditions have changed from the approach briefing, consider another braking mode.


- CONFIRM/ANNOUNCE ..................................... “GEAR DOWN” PNF

Set NOSE switch to TAXI, RWY TURN OFF switch to ON, and LAND switch to ON.

WHEN LANDING GEAR DOWN :

- ORDER ....................................................................... “FLAPS 3” PF


- FLAPS 3 ......................................................................... SELECT PNF


For the A321 retract the speedbrakes before selecting FLAPS 3 to avoid an unexpected pitch down, when

the speed brakes retract automatically

- CONFIRM/ANNOUNCE ............................................. ”FLAPS 3” PNF

- ECAM WHEEL page........................................................CHECK PNF

ECAM WHEEL page appears below 800 feet, or at landing gear extension.

Check for 3 green indications on the Landing Gear Indicator panel. At least one green triangle on each

landing gear strut on the ECAM WHEEL page is sufficient to indicate that the landing gear is downlocked.

Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that the landing gear is

downloacked.

If residual pressure is indicated on the triple indicator :

- RESIDUAL BRAKING PROC .......................................... APPLY PF

NOTE

Due to the accomplishment of the alternate braking functional test after the landing gear is

downlocked, brief brake pressure indications may be observed on BRAKE PRESS indicator.

- ORDER ................................................................ “FLAPS FULL” PF





- FLAPS FULL .................................................................. SELECT PNF

Select FLAPS FULL below VFE -15.

For A320 retract the speedbrakes before selecting FLAPS FULL to avoid an unexpected pitch down

when the speedbrakes automatically retract.

- CONFIRM/ANNOUNCE ...................................... “FLAPS FULL” PNF

Check deceleration towards VAPP

Check correct TO waypoint on the ND.

PNF shall monitor NPA vertical profile down to MDA and assist PF, by referring to distance versus altitude

information which are published on approach charts.

Both Crew Members shall have hands on Flight Controls, unless they are performing normal crew duties (e.g.

checklist reading), and PF places his/her hand on thrust levers latest at RA auto-callout “2500 ft” is

announced.

MANAGED VERTICAL GUIDANCE SELECTED VERTICAL OR SELECTED LATERAL

AND VERTICAL GUIDANCE

. At FAF : - FPA for final approach . . . . . . . . . .

SET After the FAF: - FINAL APP . . . ... CHECK After the FAF :

Check FINAL APP green on the FMA.

- GO AROUND ALTITUDE .SET - GO AROUND ALTITUDE . . . .

. . . . . . SET Set, when below the go-around altitude. Set, when below the go-around altitude.

- POSITION/FLIGHT PATH . . . . MONITOR For approach in overlay to a conventional radio navaid

procedure :

- POSITION/FLIGHT PATH . . MONITOR/ADJUST

For approach in overlay to a conventional radio navaid procedure :

Use radio navaid raw data and altitude to monitor the

lateral and vertical navigation. If the navigation is unsatisfactory, revert to selected guidance.

In particular, monitor the vertical guidance, using altitude indication versus radio navaid position, and be prepared to revert to NAV-FPA, if the vertical guidance

is unsatisfactory.

Use radio navaid raw data to monitor the lateral

navigation. Using altitude indication versus radio navaid position, adjust the FPA, as necessary, to follow the published

descent profile, taking into account the minimum altitudes.

Do not use the FMGC VDEV on the PFD. If the lateral navigation is unsatisfactory, revert to

TRK/FPA.

NOTE

Non precision approaches are flown either with selected TRK FPA, or MANAGED LATERAL and

SELECTED VERTICAL NAV FPA strategies in IMC.




- A/THR .................................. CHECK IN SPEED MODE OR OFF PF

- WING ANTI ICE .................................................................... OFF PNF

Switch WING ANTI ICE ON in severe icing conditions.

- PILOT‟S PED ................................ UNPLUGGED and STOWED B


- SLIDING TABLE ...............................................................STOW B

- SUN VISOR ........................................................................STOW B

- LDG MEMO ........................................... CHECK NO BLUE LINE B

- CABIN REPORT .............................................................OBTAIN PNF

- CABIN CREW ................................................................. ADVISE PNF

- ORDER ................................................“LANDING CHECKLIST” PF

- ANNOUNCE ........................................“LANDING CHECKLIST” PNF

- LANDING CHECKLIST ........................................... COMPLETE B

- ANNOUNCE .................. “LANDING CHECKLIST COMPLETE” PNF

- FLIGHT PARAMETERS ..................................................CHECK B

PF announces any FMA modification.

PNF calls out :

- ”SPEED”, when the speed decreases below the speed target – 5 knots, or increases above the speed

target + 10 knots.

- ”SINK RATE”, when V/S is greater than - 1000 feet/minute

- ”BANK”, when the bank angle goes above 7 degrees.

- ”PITCH”, when the pitch attitude goes below - 2.5 degrees, or goes above + 10 degrees for the A320

(+7.5 degrees for the A321).

- ”COURSE”, when greater than 1/2 dot (VOR) or 5 degrees (ADF)

- ”_ FT HIGH (LOW)” at altitude checkpoints

Following PNF flight parameter exceedance call-out, the suitable PF response will be:

- Acknowledge the PNF callout, for proper crew coordination purposes.

- Take immediate corrective action to control the exceeded parameter back into the defined stabilised conditions.

- Assess whether stabilised conditions will be recovered early enough prior to landing. Otherwise initiate a go-around.




AT MINIMUM + 100 FT:

- ONE HUNDRED ABOVE ............................................ MONITOR B

PNF Announces “One hundred above” if no Auto Call Out.

AT MINIMUM:

- MINIMUM .................................................................... MONITOR B

PNF Announces “Minimum” if no Auto Call Out.

If ground references are visible :

- ANNOUNCE ........................................................... “CONTINUE” PF

- AP .......................................................................................... OFF PF

Continue, as with a visual approach (Refer to PRO-NOR-SOP Visual Approach).

If ground references are not visible :

- ANNOUNCE .......................................... “GO AROUND/FLAPS” PF

Begin a go-around.

NOTE

1. When FINAL APP mode is engaged the AP/FD will disengage under the following conditions,

depending on which one occurs first.

-At the Minimum minus 50 feet (if entered) or 400 feet AGL (if no Minimum is entered), or

-At the missed approach point (MAP)

2. In selected guidance, if runway environment is not visible when the aircraft reaches Minimum,

the flight crew should make an immediate go-around.




1.21.3 NON PRECISION APPROACH TASK SHARING - SELECTED TRACK FPA

EVENT PF PNF




NAV ACCURACY MONITOR

EFIS SET UP ROSE VOR ARC

Cleared for the approach HDG PULL– BIRD ON

POSITION MONITOR POSITION MONITOR



LANDING LIGHTS EXTEND

At FINAL APR COURSE INTERCEPTION

ESTABLISH WITH TRK INBOUND

WHEN FLAPS AT 1 “FLAPS 2” “SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2”

WHEN FLAPS ARE AT 2 “GEAR DOWN” L/G DOWN …………. SELECT GRND SPOILERS …….. ARM RWY TURN OFF & TAXI LT …………………...ON “GEAR DOWN”

WHEN L/G IS DOWN “FLAPS 3” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3” ECAM WHEEL

PAGE ……………... CHECK


1 NM BEFORE FAF SET FPA ON FCU ON FINAL APPROACH PATH

0.2 NM BEFORE FAF FPA ON FCU PULL


AFTER THE FAF SET GA ALTITUDE ON FCU (if higher than present altitude)

POSITION PATH CHECK/ADJUST



“CREW ADVICE FOR LANDING”


“LANDING C/L COMPLETED”




1.21.4 NON PRECISIONAPPROACH TASK SHARING / NAV – FPA

EVENT PF PNF




NAV ACCURACY MONITOR

EFIS SET UP ARC ROSE VOR

Cleared for the approach BIRD ON CHECK NAV ON FMA

CHECK NAV ON FMA

POSITION MONITOR POSITION MONITOR



LANDING LIGHTS EXTEND

At FINAL APR COURSE INTERCEPTION

ESTABLISH WITH NAV CHECK RAW DATA

WHEN FLAPS AT 1 “FLAPS 2” “SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2”

WHEN FLAPS ARE AT 2 “GEAR DOWN” L/G DOWN …. SELECT GRND SPOILERS ….. ARM RWY TURN OFF & TAXI LT ……………….ON “GEAR DOWN”

WHEN L/G IS DOWN “FLAPS 3” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3” ECAM WHEEL PAGE ... CHECK


1 NM BEFORE FAF SET FPA ON FCU ON FINALAPPROACH PATH

0.2 NM BEFORE FAF FPA ON FCU PULL


AFTER THE FAF SET GA ALTITUDE ON FCU(if higher than present altitude)




CREW ADVICE FOR LANDING


“LANDING C/L COMPLETED”




500 FT CALL

EVENT PF PNF

At 500 FT AAL “500 FT”

IF IN VMC “CHECKED-CONTINUE”

IF IN IMC “CHECKED”

AT ENTERED MDA +100 “ONE HUNDRED ABOVE”

“CHECKED”

AT ENTERED MDA “MINIMUM”

If in VMC “CONTINUE”

AP OFF

“FD‟S OFF” SETS FD‟S OFF

“SET RWY TRACK” SETS RWY TRACK

IF in IMC “GO AROUND FLAPS”

CIRCLING APPROACH

For a circling approach, the flight crew should prepare the flight plan as follows :

Primary flight plan : Introduce the instrument approach

Secondary flight plan : - Copy the ACTIVE F-PLN

- Revise the Landing runway

The aircraft should circle in CONF 3 at F speed.

Upon reaching MDA :

- Push the V/S/FPA knob to level off.

- Search for visual reference.

If the flight crew finds no visual reference :

- AT MAP : Initiate go-around

- The go-around procedure of the runway that the published instrument approach was executed, is followed.

If the flight crew finds sufficient visual references :

- Select TRK for downwind

- Early on downwind : Activate SEC F-PLN

CAUTION

The PNF should activate the SEC F-PLN.

The PF should maintain visual contact during all the circling.

- Disengage autopilot, at the latest just before reaching the base leg.

- Select both FDs OFF.




FIGURE 1-11 LOW VISIBILITY CIRCLING APPROACH




CIRCLING TASK SHARING

EVENT PF PNF


“ACTIVATE APPROACH PHASE” “APPROACH PHASE ACTIVATED” CHECK SPEED MANAGED

INITIAL CONFIG FLAPS 3 L/G DOWN SPLRS ARMED

RWY IN SIGHT LEVEL OFF–

PROCEED DOWNWIND LEG FLY 45 FOR 30 SEC MAINTAIN VISUAL CONTACT WITH RUNWAY “ACTIVATE SECONDARY FLT PLN”

“SECONDARY FLT PLN ACTIVATED”

DOWNWIND TRK FPA SET DOWN WIND TRACK SET FLY „F‟ SPEED at Minimum Circling Approach Height.

ABM THRESHOLD “START TIME” “AP OFF- FDs OFF” “SET RWY TRK”

SET THE CHRONO OF THE CLOCK RWY TRK SET

20 SEC/ 500FT START TURNING BASE

BEFORE TURNING FINAL “FLAPS FULL” “SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL”

END OF TURN MINIMUM 400 FT STABILIZED AT Vapp


“LANDING C/L COMPLETED

AT 4OO FT AIRCRAFT STABILIZED WITH FLAPS FULL

“400 FT”

IF STABILIZED “CHECKED – CONTINUE”

IF NOT “GO AROUND FLAPS”

Note


The 30 sec. outbound timing for the 45 degrees turn, starts when established wings level after the first turn

1.21.5 VFR APPROACH

Not Authorised.




1.22 VISUAL APPROACH

OBJECTIVE

Visual approaches shall not be flown at unfamiliar airports. Bear in mind the possible risk of optical illusions

due to hindered night vision. Perform the approach on a nominal 3° degrees path, or follow PAPI lights where

available. All approaches must meet stabilized criteria, means that all of the following conditions must be

achieved prior to, or upon, reaching the stabilization height of 500‟ft AAL:

1. The aircraft is on the correct flight path (3° angle),


3. During final turn, wings should be level not later than 500‟feet AAL,


5. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts,





9. During circling approach, wings should be level not later than 400‟feet AAL.

Additional company requirement is to complete final landing configuration for the given circumstances, not

later than 1000‟ feet AAL after following the nominal 3° degrees path. Any time an approach does not meet

“Stabilized Criteria” requirements at the minimum stabilization height, or becomes unstabilized below that

height, a go-around must be initiated.

Note: If the flight crew decides to execute a 360 degrees turn on final (orbit) it is allowed only if the maneuver

can be completed at 1000 AAL the lowest, provided that ATC clearance has been granted, VMC can be

maintained, and terrain is not a factor.




1.22.1 VISUAL CIRCUIT

INITIAL APPROACH

The flight crew must keep in mind that the pattern is flown visually. However, the cross track error on ND is a

good cue of the aircraft lateral position versus the runway centerline. This indication can be obtained when

performing a DIR TO radial inbound on the last available waypoint, positionned on the extended runway

centerline.

The crew will aim to get the following configuration on commencement of the downwind leg:

Both AP and FDs will be selected off

BIRD ON

A/THR confirmed active in speed mode, i.e. SPEED on the FMA.

Managed speed will be used to enable the "GS mini" function

The downwind track will be selected on the FCU to assist in downwind tracking.

The downwind track altitude will be set on FCU

INTERMEDIATE/FINAL APPROACH

Assuming a 1 500 ft AAL circuit, the base turn should be commenced 45 s after passing abeam the downwind

threshold (± 1 s/kt of head/tailwind).

The final turn onto the runway centreline will be commenced with 20 ° angle of bank. Initially the rate of

descent should be 400 ft/min, increasing to 700 ft/min when established on the correct descent path.

The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the latest. If not stabilised, a go-

around must be carried out.




FIGURE 1-12 VISUAL APPROACH (1 OR 2 ENGINES)







1.22.2 VISUAL TASK SHARING

EVENT PF PNF


“ACTIVATE APPROACH PHASE” “APPROACH PHASE ACTIVATED” CHECK SPEED MANAGED

Before entering downwind

A/P OFF FDs OFF BIRD ON

Entering downwind 1500 FT

“SET DOWNWIND TRK” “ SET GA ALTITUDE”

DOWNWIND TRK SET GA ALTITUDE SET

SPD GREEN DOT OR BELOW

“FLAPS 1” “SPEED CHECKED” FLAPS 1 SELECT “FLAPS 1” LANDING LIGHTS EXTEND

ABM THRESHOLD “START TIME” START THE CHRONO OF THE CLOCK

45 SEC+/- 1 SEC/ 1KT OF WIND START TURNING BASE

“FLAPS 2” “SPEED CHECKED” FLAPS 2 SELECT “FLAPS 2”

“SET RWY TRACK” RWY TRACK SET

WHEN FLAPS AT 2 “L/G DOWN” L/G DOWN ……. SELECT GRND SPOILERS …….….. ARM RWY TURN OFF & TAXI LT ……………….ON “GEAR DOWN”

WHEN L/G DOWN “FLAPS 3” “SPEED CHECKED” FLAPS 3 SELECT “FLAPS 3”

CHECK VFE “FLAPS FULL” “SPEED CHECKED” FLAPS FULL SELECT “FLAPS FULL”

WHEN ON FINAL “LANDING C/L” READS THE LANDING C/L

“LANDING C/L COMPLETED

AT 5OO FT AIRCRAFT STABILIZED WITH FLAPS FULL

“500 FT”

IF STABILIZED “CHECKED - CONTINUE”

IF NOT “GO AROUND FLAPS”

Note





1.23 GO AROUND POLICY

A Go Around is a normal flight procedure to discontinue the approach and is generally performed in a same

manner whether an instrument or visual approach was flown. If required it shall be applied without hesitation.

Failure to recognize 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

low altitude. The decision to initiate a missed approach/go around rests with the Commander. However, a

missed approach, or Go Around must be executed as soon as any flight crew member calls out “Go Around”,

when the airplane is lower than 1000‟ft AAL.

1.23.1 CONSIDERATIONS ABOUT GO AROUND

A Go Around must be executed if situation described, but not limited, on the list below is present:

• There is a loss or doubt about situation awareness.

• If there is a malfunction that jeopardizes the safe completion of the approach. e.g. A major navigation

problem,

• If any flight crew member calls “Go-Around” below 1000‟feet AAL,

• Tower reported wind at 500‟feet AAL, is exceeding company limits,

• Adequate visual cues are not obtained reaching the minimum altitudes (DA/MDA).

• ATC changes the final approach instructions resulting in rushed action from the crew or potentially

unstable approach,

• Any EGPWS (IMC or/and NIGHT), TCAS or WINDSHEAR warning occurs,

• If the “Cabin Secure” is not received by the SCCM, reaching 1000 ft AAL.

• The approach does not meet “Stabilized Criteria” by 1000‟feet AAL on IMC, or 500‟feet AAL by VMC.

Additional company requirement is to complete final landing configuration for the given circumstances,

not later than 1000‟ feet AAL.

The term “Stabilized Criteria” means that all of the following conditions must be achieved prior to, or upon

reaching the stabilization height referring above :

1. The aircraft is on the correct flight path (2.5°-3.5°),



4. The speed is not below Vapp, or above target speed (mini GS) plus +10 kts,








8. During visual approach, wings shall be leveled not latter than 500ft AAL.

9. During circling approach, wings should be level not later than 400 feet AAL

1.23.2 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 touch down 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 touch

down 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 (positive climb), 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 touch down and the remaining runway length may be insufficient to stop the aircraft.

[n1]

1.23.3 GO-AROUND/MISSED APPROACH

Apply the following three actions simultaneously :

- THRUST LEVERS .............................................................. TOGA PF

- ROTATION ................................................................. PERFORM PF

Rotate the aircraft to get a positive rate of climb, and establish the required pitch attitude, as directed by the SRS pitch command bar.

Check and announce the FMA : MAN TOGA, SRS, GA TRK, A/THR (in blue)

- ANNOUNCE ........................................ “GO AROUND - FLAPS” PF

- FLAPS ...................................................... RETRACT ONE STEP PNF

Check positive rate of climb

Retract Flaps one Step when safely established in Go-Around.

Announce “FLAPS...” when indicated.

NOTE

Example if CONF FULL select CONF 3, if CONF 3 select CONF 2 Only exception in overweight landing

from CONF 3 select directly CONF 1

- ANNOUNCE ................................................. “POSITIVE CLIMB” PNF

- ORDER ..................................................................... “GEAR UP” PF

- L/G LEVER ............................................................... SELECT UP PNF




- CONFIRM/ANNOUNCE ........................................... “GEAR UP” PNF

- NAV or HDG mode ...................................................... AS RQRD PNF

Reselect NAV or HDG, as required (minimum height 100 feet).

NOTE

Go-around may be flown with both autopilots engaged. Whenever any other mode engages, AP 2

disengages.

At go-around thrust reduction altitude (LVR CLB flashing on FMA) :

- THRUST LEVERS ............................................................. CLIMB PF

At go-around acceleration altitude :

- Monitor that the target speed increases to green dot.

If the target speed does not increase to green dot :

- FCU ALT ........................................................ CHECK and PULL

- Retract flaps on schedule.

NOTE

Consider the next step :

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

- Prepare for a second approach by selecting the ACTIVATE APP PHASE, and CONFIRM on the

PERF page.

During Go around PNF calls out:

- “BANK” when bank angle becomes greater than 7°.

- “PITCH” when pitch attitude becomes greater than 20° up or less than 10° up.

- “SINK RATE” if there is no climb rate..




1.23.4 GO-AROUND FROM AN INTERMEDIATE APPROACH ALTITUDE

To interrupt the approach, or to perform a go-around, from an intermediate altitude in the approach, and if

TOGA thrust is not required, proceed as follows :

- 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.

- SELECT the applicable AP/FD and A/THR modes on the FCU.

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 (less than 5 NM) will sequence the

Destination waypoint in the F-PLN.

GO AROUND TASK SHARING

EVENT PF PNF

GO AROUND TOGA

“GO AROUND FLAPS”

ROTATION PERFORM

When Safely established in the Go-Around

FLAPS RETRACT ONE STEP

Flaps retraction “FLAPS _____”

When positive climb “Positive Climb”

“GEAR UP”

L/G UP select

When Gear in Transit “GEAR UP ”

“FMA”

“Manage NAV” or PUSH HDG or

“ PULL HDG” PULL HDG

At go around THR RED ALT SET THRUST LEVER to CL

At go around Acceleration ALT Retract Flaps on schedule

When a/c clean “AFTER TO C/L”

AFTER TO C/L completed

Note


In GO AROUND case the After Takeoff check list down to the line will be performed when the a/c is in clean

configuration if Missed approach attitude is below Transition altitude. Otherwise at transition altitude




1.24 LANDING

1.24.1 ILS FINAL APPROACH AND LANDING GEOMETRY (A320)

FIGURE 1-13 ILS FINAL APPROACH AND LANDING GEOMETRY(A320)




FIGURE 1-14 MINIMUM VISUAL GROUND SEGMENTS (A320)

NOTE

This drawing shows that, for a CAT III landing (60 meters minimum visual segment), the minimum

RVR is 103 meters at 15 feet.




FIGURE 1-15 GROUND CLEARANCE DIAGRAM (A320)




ILS FINAL APPROACH AND LANDING GEOMETRY (A321)

FIGURE 1-16 ILS FINAL APPROACH AND LANDING GEOMETRY(A321)




FIGURE 1-17 MINIMUM VISUAL GROUND SEGMENTS (A321)




FIGURE 1-18 GROUND CLEARANCE DIAGRAM (A321)




1.24.2 LANDING

The cockpit cut-off angle is 20 degrees.

From stabilized approach conditions, the flare height is about 30 feet :

- FLARE ........................................................................ PERFORM PF

- ATTITUDE ................................................................... MONITOR B

The PNF should monitor the attitude, and call out :

- “PITCH, PITCH”, if the pitch angle reaches 10 degrees nose up for A320,

7.5 degrees nose up for A321.

- “BANK, BANK”, if the bank angle reaches 7 degrees.

- THRUST levers .................................................................... IDLE PF

If Autothrust is engaged, it automatically disconnect when the pilot sets both thrust levers to the IDLE

detent.

In manual landing conditions, the “RETARD” callout is generated at 20 feet RA, as a reminder. Start a

gentle progressive flare, and allow the aircraft to touch down without prolonged float.

CAUTION

If one or both thrust levers remain above the IDLE detent, ground spoilers extension is inhibited.

Ground clearance (A320)

Avoid flaring high.

A tailstrike occurs, if the pitch attitude exceeds 13.5 degrees (11 degrees with the landing gear

compressed).

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

compressed).

Be aware of the pitch-up tendency, with ground spoiler extension.

Ground clearance (A321)

Avoid flaring high.

A tailstrike occurs, if the pitch attitude exceeds 11 degrees (9.5 degrees with the landing gear

compressed).

A wingtip or engine scrape occurs, if the roll angle exceeds 18 degrees (16 degrees with the landing gear

compressed).

Be aware of the pitch-up tendency, with ground spoiler extension.




At touchdown :

- REV ...................................................................................... MAX PF

Select REV immediately after the main landing gear touches down.

If the airport regulations restrict the use of reversers, select and maintain reverse idle until taxi speed is

reached.

A slight pitch-up, easily controlled by the flight crew, may appear when the thrust reversers are deployed

before the nose landing gear touches down.

Lower the nosewheel without undue delay.

The PNF continues to monitor the attitude.

In case of engine failure, the use of the remaining reverser is recommended.

Braking may begin before nosewheel is down, if required for performance reasons. However, when comfort is

the priority, braking should be delayed until the nosewheel has touched down.

During roll out, sidestick inputs (either lateral or longitudinal) should be avoided.

If directional control problems are encountered, reduce thrust to reverse idle until directional control is

satisfactory.

After reverse thrust is initiated, a full stop landing must be performed.

- GROUND SPOILERS ................................ CHECK/ANNOUNCE PNF

Check that the ECAM WHEEL page displays the ground spoilers extended after touchdown and announce

"Spoilers”. If no ground spoilers are extended, verify and confirm that both thrust levers are set to IDLE or

REV detent.

NOTE

If ground spoilers are not armed, ground spoilers extend at reverser thrust selection on both engines.

- REVERSERS......................................................................CHECK/ANNOUNCE PNF

Check the ECAM E/WD page displays that the reverse deployment is as expected (REV green) and

announce "Reverse Green"

DIRECTIONAL CONTROL ............................................. ENSURE PF

Use rudder pedals for directional control.

Do not use the nosewheel steering control handle before reaching taxi speed.




- BRAKES ...................................................................... AS RQRD PF

Monitor the autobrake. When required, brake with the pedals. If no ground spoilers are extended, the

autobrake is not activated.

- DECELERATION .................................................... ANNOUNCE PNF

The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD. The decleration may

also be confirmed by the DECEL light, if the autobrake is on.

ANNOUNCE (PNF) .........................................................”DECEL” / “NO DECEL” PNF

At 70 knots :

- THRUST levers ............................................................ REV IDLE PF

70 knots is the minimum recommended speed, with full reverse thrust.

CAUTION

Avoid using high levels of reverse thrust at low airspeed, because gases re-entering the

compressor can cause engine stalls, that may result in excessive EGT.

At taxi speed :

- THRUST levers ........................................................... FWD IDLE PF

Deselect the REV position upon reaching taxi speed and before leaving the runway.

On snow-covered grounds, reversers should be stowed when the aircraft speed reaches 25 knots. When

deselecting REV, be careful not to apply forward thrust by moving the thrust levers beyond the FWD IDLE

position.

CAUTION

On taxiways, the use of reversers, even when restricted to idle thrust, may have the following

effects :

- The engines may ingest fine sand and debris that may be detrimental to both the engines and

the airframe systems.

- On snow covered areas, snow will recirculate into the air inlet, which may result in engine flame-

out or roll back.

Except in an emergency, do not use reverse thrust to control aircraft speed while taxiing.




Before 20 knots :

- AUTO BRK .............................................................. DISENGAGE PF

Disengage the autobrake to avoid some brake jerks at low speed.

CAUTION

Avoid disengaging the autobrake by pushing the LO / MED pushbutton. Preferably disarm the autobrake

function by pressing on the brake pedals.

1.24.3 LANDING TASK SHARING

EVENT CM1 PF PNF

FLARE FLARE PERFORM ATTITUDE MONITOR

THRUST LEVERS IDLE

AT TOUCHDOWN REV MAX (1)

“SPOILERS” “REV GREEN “ “DECEL”

OR “NO SPOILERS” “NO REVERSE” “NO DECEL[A2]”

AT 70 KTS “70 KTS”

REV IDLE

Approaching 60 KTS ( if CM2 was PF)

“I HAVE CONTROLS” and Exits the Rwy.

(if CM2 was PF) “YOU HAVE CONTROLS”

AT TAXI SPEED THRUST LEVERS FWD IDLE

BEFORE 20 KTS If still with Auto BRK AUTO BRK DISENGAGE

Notes


(1) Fleet company policy recommends usage of idle reverse with the following exemptions were maximum

reverse thrust will be used:

Minimum Equipment List

USE OF REVERSE IDLE IS NOT AUTHORIZED:

1. With any retardation device inoperative




Runway condition


1. For runways with landing distance available of 2200m or less

2. For runways with braking action less than good

3. On wet runways with braking action less than good, or with published NOTAM RWY slippery when

wet.

4. On contaminated runways

Operational

1. Use of reverse idle is not authorized on category C aerodromes

Airplane status

1 Use of reverse idle is not authorized for any abnormal or emergency condition unless stated otherwise

by ECAM QRH or FCOM

2. Use of reverse idle is not authorized for overweight landing

Weather


1. With tailwind

2. With gusty crosswind conditions

3. With wind shear reported

4. Wind arc limited conditions

5. For reported outside air temperature of 35°c or more

6. During low visibility conditions

Tactical

NOTE

Usage of reverse thrust will be part of the approach briefing as follows:

IDLE REVERSE PROCEDURE

FCOM LIM-22

AFTER MAIN GEAR TOUCH DOWN SELECT THRUST LEVERS TO REVERSE MAX POSITION

BRIEFLY (AVOID ENGINE SPOOL UP)

THEN MOVE THRUST LEVERS TO REVERSE IDLE

Selecting thrust levers initially to reverse max position ensures spoiler deployment.




USE OF REVERSE IDLE:

Reduces peak EGT values and hot section transient temp changes

Increases engine life, reduces possibility of engine failure

Reduces the possibility of tailpipe fire

Is more fuel efficient

Reduces airframe vibration and increases passenger comfort

Is required by many airports due to noise abatement reasons




1.25 AFTER LANDING

RWY Vacated

-LAND lights ................................................................. RETRACT CM1

Retract landing lights, unless they are needed.

-STROBE LIGHTS ............................................................... AUTO CM1

OTHER lights ................................................................. AS RQRD CM1

- GROUND SPOILERS .................................................... DISARM CM1

(This triggers for CM2 to perform the AFTER LANDING ITEMS)

- RADAR ....................................................................... OFF/STBY CM2

- PREDICTIVE WINDSHEAR SYSTEM ................................ OFF CM2

Switching the radar and predictive windshear system OFF after landing avoids risk of radiating persons at the

gate area.

- ENG MODE selector ........................................................ NORM CM2

Keep distance from the preceding aircraft due to possible FOD and turbine exhaust gases.

CM1

CM2




- FLAPS ......................................................................... RETRACT CM2

Set the FLAP lever to position 0.

If the approach was made in icing conditions, or if the runway was contaminated with slush or snow, do

not retract the flaps and slats until after engine shutdown and after the ground crew has confirmed that

flaps and slats are clear of obstructing ice.

On ground, hot weather conditions may cause overheating to be detected around the bleed ducts in

the wings, resulting in “AIR L(R) WING LEAK” warnings. Such warnings may be avoided during transit by

keeping the slats in Configuration 1 when the OAT is above 30°C.

- TCAS ................................................................. SET on standby CM2

- ATC .............................................................................. AS RQRD CM2

Depending on local regulation, ATC transponder may be operated in mode S (Refer to DSC-34-50-10 Description)

- APU .............................................................................. AS RQRD CM2

If the taxi time is expected to exceed 3 minutes, use the One Engine Taxi Arrival procedure with APU OFF.

Company policy for minimum APU use, when applicable:

After landing do not start the APU if GPU can be readily available.

Delay the APU start as long as you can but if o OAT is below 12°c or above 25°c you have to use it

for air conditioning. It is important to deliver the cabin at the correct temperature to the next crew

Do not start the APU at the last crew sector of the day

- ANTI ICE ...................................................................... AS RQRD CM2

- If engine anti-ice is used, take care to control taxi speed, especially on wet or slippery surfaces. (N1

ground idle is increased).

- During ground operation, when engine anti-ice is required and the OAT is + 3°C or less, periodic engine

run-ups to as high a thrust setting as practical (50 % N1 recommended), may be performed at the pilot's

discretion to centrifuge any ice from the spinner and fan blades. There is no requirement to sustain the

high thrust setting, and the run-ups need not be performed more frequently than at 15 minute intervals.

- BRAKE TEMPERATURE ................................................CHECK B

Check brake temperature on the ECAM WHEEL page for discrepancies and high temperature

Brake fans should be delayed to allow thermal equalization and stabilization and thus avoid oxidation of

brake surface hot spots.

Brake fan shall be set ON, anytime temperature exceeds 300°C and / or BRK HOT Amber, latest by

ECAM caution message.

When turnaround times are short, or brake temperatures are likely to exceed 500°C, use the brake fans,

disregarding possible oxidation phenomenon.




Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for the brake

temperature limitations requiring maintenance actions.

Refer to 2.9 TAXI for the brake fan usage and temperature treatment

- ORDER .................................. “AFTER LANDING CHECKLIST” CM1

- ANNOUNCE .......................... “AFTER LANDING CHECKLIST” CM2

CM2 reads the AFTER LANDING Checklist silently.

- ANNOUNCE ... “AFTER LANDING CHECKLIST COMPLETED” CM2

Ensure that the after-landing checks are completed, once the aircraft has cleared the runway.

1.25.1 AFTER LANDING TASK SHARRING

EVENT CM1 CM2

RWY VACATED GRND SPLRS ……..DISARM

LAND LIGHTS …..……. OFF NOSE LT IN …. ….… TAXI STROBE LT ………….AUTO

WX RADAR …………………. OFF PREDICTIVE WINDSHEAR ………………...OFF ENG MODE SEL …..… NORMAL FLAPS … ……………...RETRACT TCAS ………….… SET ON STBY ATC …….……….…… AS RQRD BRAKE TEMP ….…...… CHECK APU ……………………AS RQRD ANTI ICE …………… AS RQRD FD‟s / LS buttons ………...…………….OFF

“AFTER LANDING C/L” Silently reads the After Landing C/L

“AFTER LANDING C/L COMPLETED”

No less than 3 minutes of cooling period and when taxiing in a straight line

Minimum cooling time of 3 minutes observed and only when taxing in straight line

“One Engine Taxi In” “ENG 2 Shut Down, confirm?”

“Number 2 confirmed” ENG 2 SHUT DOWN YELLOW ELEC PUMP ON (this avoids running the PTU)

At parking position, with Parking Brake ON and External Power ON

YELLOW ELEC PUMP OFF

ENG 1 SHUT DOWN

Then follow Normal flow and checklist as per OM B Normal Procedures.

Note

All included within “ ” consider it as a standard call out




1.26 PARKING

Prior to performing this check, consider “GROUND OPERATIONS IN HEAVY RAIN” (Refer to PRO-SUP-30 Ground Operations in Heavy Rain).

- PARKING BRAKE ACCU PRESS ..................................CHECK B

The ACCU PRESS indication must be in the green band. In case of low accumulator pressure, chocks are

required before engine 1 shutdown.

- PARKING BRK ....................................................................... ON CM1

When one brake temperature is above 500°C (or 350°C with brake fans ON), avoid applying the parking

brake, unless operationally necessary.

Check the brake pressure on the Triple Indicator for the left and right brakes.

CAUTION

If the aircraft starts to move with the parking brake ON : Immediately release the PARKING BRK

handle, to restore braking with the pedals.

- ANTI-ICE ............................................................................... OFF CM2

- APU BLEED ................................................................. AS RQRD CM2

Select APU bleed ON, just before engine shutdown, to prevent engine exhaust fumes from entering the air

conditioning.

- ENG MASTER switch 2 ....................................................... OFF CM1

Irrespective of reverse thrust, operate the engine at, or near, idle for a three-minute cooling period, to avoid

rotor case interactions that could cause performance degradation of the engine, and possible HPC blade

damage.

- EXT PWR ………………………………………………………. ON. CM2

- ENG MASTER switch 1 ....................................................... OFF CM1

Check that engine parameters decrease.

If the engine fails to shut down as expected use procedure described on SUPPLEMENTARY

TECHNIQUES – POWER PLANT FCOM 03.04.70 P10a NON ENG SHUTDOWN AFTER

SETTING ENG MASTER SW TO OFF

The DOOR page is displayed on the lower ECAM display

- GROUND CONTACT ............................................... ESTABLISH CM1

Establish ground communication

Check chocks in place.

After Engine shutdown:

- SLIDES DISARMED ........................................................CHECK B




Check slides disarmed on the ECAM DOOR page. Warn the cabin crew, if any slide is not disarmed.

- SEAT BELTS ........................................................................ OFF CM1

- EXTERIOR LIGHTS ..................................................... AS RQRD CM1

Switch off the BEACON switch, when all engines have obviously spooled down and slides are disarmed.

- ELAPSED TIME ..................................................................STOP CM2

- FUEL PUMPS ....................................................................... OFF CM2

For the A321 switch off the wing tank pumps and the centre tank transfer valves

- ATC ............................................................................. SET STBY CM2

Prior switching transponder on STBY, Select Code 2000

- IRS PERFORMANCE ...................................................... CHECK CM2

Drift check

- Call up the POSITION MONITOR page. Check that the drift does not exceed the following:

Residual ground speed check :

- CAPT and F/O NDs display the IRS 1 and 2 residual ground speeds respectively. The IRS 3 residual

ground speed can be read on the CAPT ND by switching the ATT HDG selector to CAPT ON 3.

If ground speed ≥ 15 knots : Report (The IR part of the ADIRU must be considered as failed, if the excessive

deviation occurs after two consecutive flights).

If ground speed ≥ 21 knots : Report (The IR part of the ADIRU must be considered as failed).

NOTE

On aircraft equipped with LITTON IRS, the ground speed check must be performed within the 2

minutes following aircraft stop. (Ground speed reset to 0 after 2 minutes).




- FUEL QUANTITY .............................................................CHECK B

Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at departure. If

an unusual discrepancy is found, maintenance action is due.

- STATUS (ECAM Control panel) ..................................... PRESS CM1

- Check the STATUS page.

If maintenance status messages are displayed :

At transit : Disregard, unless AIR BLEED maintenance status.

At main base, or at an airport where repairs can easily be made (at the end of the last flight of the day) :

Report for maintenance analysis.

- BRAKE FAN ......................................................................... OFF CM1

Switch off, when not required.

- PARKING BRAKE ....................................................... AS RQRD CM1

The parking brake should be released after chocks are in place, if one brake temperature is above 300°C (or

above 150°C with brake fans ON ).

Releasing the parking brake prevents the critical structures from being exposed to high temperature levels for

an extended time. However, if operational conditions dictate (e.g. slippery tarmac), the parking brake may

remain applied.

When parking with a flat tire on the nose gear, keep the parking brake on, to avoid aircraft yawing at parking

brake release.

- DUs ........................................................................................ DIM B

Dim EFIS, ECAM and MCDU display units. The outer brightness control knob of ND (which controls the

weather radar image brightness) should always remain in the full bright position.

- ORDER ............................................... “PARKING CHECKLIST” CM1

- ANNOUNCE ....................................... “PARKING CHECKLIST” CM2

- PARKING CHECKLIST ........................................... COMPLETE B

- ANNOUNCE ................ “PARKING CHECKLIST COMPLETED” CM2




1.26.1 PARKING TASK SHARING

Note


PARKING TASK SHARING

EVENT CM1 CM2

During the final turn to the parking position

“LIGHTS OFF”

TAXI and RWY TURN OFF LIGHTS…………………….OFF

P.A ANNOUNCE “Cabin Crew, Doors to Disarm and crosscheck”

“APU BLEED”……….. AS RQRD SET APU BLEED AS RQRD ANTI ICE OFF

At the parking position PARKING BRK ACCU PRESS …………… CHECK PARKING BRK ………ON

ENG MASTER switch 2………….. . …..OFF

EXT POWER…………………ON

ENG MASTER switch 1 ………….. …. OFF

After Engines Shut Down GROUND CONTACT ESTABLISH

CHECK ALL DOORS DISARMED on ECAM DOOR PAGE

CHECK ALL DOORS DISARMED on ECAM DOOR PAGE

After all Exits are disarmed

SEAT BELTS ……...… OFF

Beacon Lt …..……..…OFF ( N1<10%)

EXTERIOR LTS...AS RQRD DUs …..…………….. DIM

ATC ………..…….SET ON STBY IRS PERFORMANCE… CHECK STATUS …………...…. CHECK FUELS PUMPS...……… OFF DU‟S ……………..……...DIM

“PARKING C/L” READS THE PARKING C/L

“PARKING C/L COMPLETED”




1.27 SECURING THE AEROPLANE

- PARKING BRAKE .................................................... CHECK ON CM1

To reduce hydraulic leak rate in the brake accumulator, keep the parking brake on.

- OXYGEN CREW SUPPLY .................................................... OFF CM2

- ADIRS (1 + 2 + 3) .................................................................. OFF CM1

ADIRS should not be switched off during transits at latitudes above 73°N, to avoid their requiring excessive

alignment time.

After having switched off the ADIRS, wait at least 10 seconds before switching off the electrical supply to

ensure that the ADIRS memorize the latest data.

- EXTERIOR LIGHTS .............................................................. OFF CM2

- MAINT BUS switch ..................................................... AS RQRD CM2

Should electrical power be required for the crew or servicing personnel, consider setting the overhead

MAINT BUS switch (in the forward cabin) to the ON position, prior to setting aircraft power to off.

- APU BLEED .......................................................................... OFF CM2

- APU MASTER switch........................................................... OFF CM2

Switch off the APU after the passengers have disembarked.

- EMER EXIT LT ...................................................................... OFF CM2

- SIGNS ................................................................................... OFF CM2

- EXT PWR ..................................................................... AS RQRD CM2

Note: If the aircraft will be unattended for more than one (1) hour, the external power switch must be selected

OFF.

- BAT 1 and 2 .......................................................................... OFF CM2

Select Batteries to OFF only after the EXT PWR has been set to OFF.

Wait until the APU flap is fully closed (about 2 minutes after the APU AVAIL light goes out), before switching

off the batteries. Switching the batteries off before the APU flap is closed may cause smoke in the cabin

during the next flight.

If the batteries are off while the APU is running, APU fire extinguishing is not available.

- PEDs and Mobile Phone ....... DISCONNECT & SHUT DOWN B

Arrange to have them adequaly charged before duty end.

- ORDER ................. “SECURING THE AIRCRAFT CHECKLIST” CM1




- ANNOUNCE ......... “SECURING THE AIRCRAFT CHECKLIST” CM2

- SECURING THE AIRCRAFT CHECKLIST ............. COMPLETE B

- ANNOUNCE ................ “PARKING CHECKLIST COMPLETED” CM2

1.27.1 SECURING THE AEROPLANE TASK SHARING

EVENT CM1 CM2

If last flight of the day or no flight crew or ground mechanic is apparent

PARK BRK..CHECK ON OXY CREW SUPPLY….. OFF

ADIRS ……………OFF EXTERIOR LTS …………OFF

APU BLEED ……………..OFF

APU MASTER SW ……...OFF

EMER EXIT LTS………...OFF

NO SMOKING …………..OFF

MAINT BUS SW ….AS RQRD

EXT PWR …..……..AS RQRD

BAT 1+2 …………………OFF

Do not switch off the EFIS, ECAM and MCDU display units when securing the airplane. Turn brightness

selector to the full dim position. The outer brightness control knob of ND (which controls the weather radar

image brightness) should always remain in the full bright position.




1.28 STANDARD CALLOUTS

1.28.1 COMMUNICATIONS AND STANDARD TERMS

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

concise and exact. The following Chapter lists the callouts that should be used as standard. They supplement

the callouts identified in the SOP.

These standard Airbus callouts are also designed to promote situational awareness, and to ensure crew

understanding of systems and their use in line operation

CHECKLIST CALLOUTS

- “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 interrupted, announce : “HOLD CHECKLIST AT ___” and “RESUME CHECKLIST

AT ___” for the continuation.

Upon completion of a checklist announce : “__CHECKLIST COMPLETED”.

ACTIONS COMMANDED BY PF

The following commands do not necessarily initiate a guidance mode change, eg : selected to

managed/managed to selected. The intent is to ensure clear, consistent, standard communication between

crewmembers.

All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg : “FL 350 blue”, “FL

200 magenta). Ensure that the correct FCU knob is used, then verify indications on the PFD/ND.




SET

The “SET” command means using an FCU knob to set a value, but not to change a mode. SET is

accomplished by only rotating the appropriate selection knob. Example :

- ”SET GO AROUND ALTITUDE__”

- ”SET QNH __”

- “SET FL __”

- “SET HDG __”

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” (Heading knob is pulled and turned).

- “MANAGE NAV” (Heading knob is pushed).

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

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

- “PULL SPEED 250 KNOTS” (Speed knob is pulled and turned).

- “MANAGE SPEED” (Speed knob is pushed).

NOTE

If the value was previously set, there is no requirement to repeat the figure. Simply call e.g. PULL

HDG : PULL SPEED : FL PULL

The VS/FPA selector 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

The simple ON or OFF command is used for the autopilot, flight directors, autothrust and the bird (flight path

vector).

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

FMA

Unless listed otherwise (eg CAT II & III task sharing), all FMA changes will be normally called out by the PF:

- All armed modes are announced by calling out their associated color (blue, magenta)

- e.g. : “G/S blue”, “LOC blue”.

- All active modes are announced without calling out the associated color (green, white)

- e.g. : “NAV”, “ALT”. Exception LAND Mode is announced by CM1 as “LAND GREEN” call out during

autoland only.

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

ALTITUDE

The PNF calls out “one thousand to go” when passing 1000 feet before the cleared altitude or FL, and the PF

calls out “checked”.

Read what you see (e.g.): 19000 “ONE NINER THOUSAND BLUE”

FL190 “FLIGHT LEVEL ONE NINER ZERO BLUE”

NAVIGATION

DIRECT TO SELECT PF

“DIRECT TO (Point) CONFIRM?” PF

“(point) CONFIRM” PNF

DIRECT TO INSERT PF

LOW VISIBILITY OPERATIONS

“NO VISUAL CUES” “NO ROLL-OUT”

“YAW LEFT-YAW RIGHT” “NO FLARE”




FLAPS OR GEAR CONFIGURATION

FLAPS' CONFIGURATION CALLOUT

1 “FLAPS ONE”

1 + F “FLAPS ONE”

0 “FLAPS ZERO”

The reply will be given when selecting the new flap position

CALLOUT REMARK

PF "FLAPS ONE"

PNF

"SPEED CHECKED"

PNF checks the speed : - Above the S or F speed and accelerating (Takeoff) - Below VFE next and decelerating (Approach)

"FLAPS ONE"

PNF 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.

GEAR CALLOUTS

CALLOUT REMARK

PF "GEAR UP (DOWN)"

PNF "GEAR UP (DOWN)" The PNF selects the gear lever position and replies after checking the red lights on the landing gear indicator to confirm gear operation.




FLIGHT PARAMETERS

APPROACH

PNF will make callouts for the following conditions during final approach. Attitude callouts also to be made

through to landing

- “SPEED” if speed decreases below the speed target – 5 knots or increases above the speed target + 10

knots.

- “SINK RATE” when V/S is greater than - 1000 ft/min


- “PITCH” when pitch attitude becomes lower than - 2.5° or higher than + 10° A320 / +7.5° A321

- 'LOC” or “GLIDE” when either localizer or glide slope deviation is:

¼ dot LOC, 1 dot GS

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

- “__ FT HIGH (LOW)” at altitude checks points

GO AROUND


- “PITCH” when pitch attitude becomes greater than 20° up or less than 10° up.

- “SINK RATE” if there is no climb rate.

PF/PNF DUTIES TRANSFER

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

To give control : The pilot calls out “YOU HAVE CONTROL”. The other pilot accepts this transfer by calling

out “I HAVE CONTROL”, before assuming PF duties.

To take control : The pilot calls out “I HAVE CONTROL”. The other pilot accepts this transfer by calling out

“YOU HAVE CONTROL”, before assuming PNF duties.

ABNORMAL AND EMERGENCY CALL OUTS

ECAM Procedures

1. “ECAM ACTION” is commanded by PF when required.

2. “CLEAR __ (title of the system) ?” is asked by the PNF for confirmation by the PF, that all actions have

been taken/reviewed on the present ECAM WARNING/CAUTION or SYSTEM PAGE. e.g. : CLEAR

HYDRAULIC ?

3. “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.

4. “ECAM ACTIONS COMPLETE” is the announcement by the PNF that all APPLICABLE ACTIONS have

been completed.




5. Should the PF require an action from the PNF during ECAM procedures, the order “STOP ECAM” will be

used. When ready to resume the ECAM the order “CONTINUE ECAM” will be used.

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).

The following procedures are to be applied without referring to paper:

Windshear

Windshear ahead

TCAS

EGPWS

Loss of braking

Immediate actions of EMER DESCENT

Immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC

Crew Incapacitation

Stall Recovery

Stall Warning at Lift-off




1.28.2 SUMMARY FOR EACH PHASE

TO REMOVE GROUND SUPPLY

EVENT CM1 GND Mech

Initial ground contact GROUND (from) COCKPIT COCKPIT (from) GROUND

External __ disconnection REMOVE EXTERNAL __ EXTERNAL__ REMOVED

BEFORE ENGINE START/PUSH BACK

EVENT CM1 CM2

Before start up clearance received When before start c/l down to the line is completed

BEFORE START C/L BEFORE START C/L BEFORE START C/L DOWN TO THE LINE

After start up and/or pushback clearance received When before start c/l below the line is completed

BELOW THE LINE BEFORE START C/L BELOW THE LINE BEFORE START C/L COMPLETED

PUSH BACK/ENGINE START

EVENT CM1 GND Mech.

When ready for pushback, and pushback instructions received from ATC

GROUND (from) COCKPIT, CLEARED FOR PUSH

COCKPIT (from) GROUND, RELEASE BRAKES

Start of push BRAKES RELEASED READY TO PUSH

When ready to start engines CLEAR TO START ? CLEAR TO START

STARTING ENG(S)

When pushback complete SET BRAKES BRAKES SET

When ready to disconnect (after engine started, and parameters are stabilized)

CLEAR TO DISCONNECT (hand signals on left/right)

DISCONNECTING (hand signals on left/right)

AFTER ENGINE START

EVENT CM1 CM2

All engines started and stabilized and GND is disconnected

AFTER START C/L AFTER START C/L COMPLETED

TABLE 1-1 SUMMARY OF STANDARD CALLOUTS




TAXI

EVENT CM1 CM2

When taxi instructions obtained CLEAR LEFT SIDE CLEAR RIGHT SIDE

Brake check BRAKE CHECK

Flight control check in following sequence (The check is possible before the start of taxi)

FLIGHT CONTROL CHECK

1. Elevators „FULL UP, FULL DOWN, NEUTRAL‟

2. Ailerons/Spoilers „FULL LEFT, FULL RIGHT, NEUTRAL‟

3. Rudder * RUDDER

„FULL LEFT, FULL RIGHT, NEUTRAL‟

Brake transfer check BRAKE CHECK

During taxi When before take off c/l down to the line is completed

BEFORE TAKEOFF C/L BEFORE TAKEOFF C/L BEFORE TAKEOFF C/L DOWN TO THE LINE

Lining up on the runway When before take off c/l below the line is completed

BELOW THE LINE BEFORE TAKEOFF C/L BELOW THE LINE BEFORE TAKEOFF C/L COMPLETED

NOTE

*The CM2 should follow pedal movement with his / her feet




TAKEOFF

EVENT PF PNF

Setting thrust levers to initial stabilisation value

TAKEOFF

Before passing 80 kts THRUST SET

At 100 kts ONE HUNDRED KNOTS CHECKED

At V1 V1

At VR ROTATE

Gear retraction POSITIVE CLIMB GEAR UP GEAR UP

If AP is engaged by PNF AP 1(2) ON

At transition altitude AFTER TAKEOFF/CLIMB C/L

AFTER TAKEOFF/CLIMB C/L COMPLETE

MALFUNCTIONS BEFORE V1 AT TAKE OFF

EVENT CAPT F/O

GO decision CONTINUE

RTO decision STOP

REV green on EWD REVERSE GREEN *

Deceleration DECEL **

In case of failure or no positive deceleration :

* NO REVERSE ENGINE__or NO REVERSE

** NO DECEL

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.

ALTIMETER SETTING CHANGES TO/FROM QNH/QFE-STD

EVENT PF PNF

Barometric setting change and subsequent altimeter cross-check

SET STANDARD (SET QNH/QFE)

STANDARD CROSS-CHECKED (QNH/QFE) PASSING FL__(__FT) NOW

CHECKED




APPROACH AND LANDING

EVENT PF PNF

Approach check list APPROACH C/L

APPROACH C/L COMPLETED

Activation of approach Phase ACTIVATE APPROACH PHASE

APPROACH PHASE ACTIVATED

RA alive RADIO ALTIMETER ALIVE (see Note 4 and 5 below)

CHECKED

At “GS*” or below FAF altitude for NPA

SET GA ALTITUDE __FT *

GA ALTITUDE SET,

FAF PASSING__(Fix Name),__FT, CHECKED

Landing check list LANDING C/L LANDING C/L COMPLETED

1000 feet AAL CHECKED ONE THOUSAND (see Note 5 below)

500 feet AAL CHECKED FIVE HUNDRED (see Note 5 below)

100 feet above MDA/DH ONE HUNDRED ABOVE CHECKED

MDA/DH visual reference MINIMUM CONTINUE

MDA/DH no visual reference MINIMUM GO AROUND-FLAPS

After touchdown Ground spoilers extended REV green on EWD

SPOILERS (see Note 6 below), REVERSE GREEN, (See note 7 below)

Deceleration DECEL (See Note 8 below)

At 70 knots SEVENTY KNOTS CHECKED

Note 4 : Crew awareness, crew should now keep RA in scan to landing Note 5 : PNF monitors pin-programimed auto callout, or announces if inoperative. Note 6 : If the spoilers are not extended, call NO SPOILER Note 7 : If no reverse deployment, call NO REVERSE ENGINE__ or NO REVERSE, as appropriate. Note 8 : 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, call NO DECEL. * GO-AROUND altitude is set by PF on the FCU provided A/P is engaged.




GO AROUND

EVENT PF PNF

GO AROUND decision GO AROUND - FLAPS

Flaps retraction FLAPS

Gear retraction POSITIVE CLIMB GEAR UP GEAR UP

Check list AFTER TAKEOFF/CLIMB C/L DOWN TO THE LINE

At transition altitude BELOW THE LINE

AFTER TAKEOFF/CLIMB C/L COMPLETED

AFTER LANDING

EVENT PF PNF

Check list AFTER LANDING C/L

AFTER LANDING C/L COMPLETED

PARKING

EVENT PF PNF

Check list PARKING C/L PARKING C/L COMPLETED

SECURING THE AIRCRAFT

EVENT PF PNF

Check list SECURING THE AIRCRAFT C/L

SECURING THE AIRCRAFT C/L COMPLETED




1.28.3 PUSHBACK BY RAMP AGENTS AND COMMUNICATIONS DURING ENGINE

START IN GREEK

ΕΠΙΚΟΙΝΩΝΙΕ ΠΛΗΡΩΜΑΣΟ ΚΑΙ ΈΔΑΦΟ ΚΑΣΑ ΣΗ ΔΙΑΡΚΕΙΑ ΣΗ ΕΚΚΙΝΗΗ (ΧΩΡΙ

PUSHBACK)

Οι επικοινωνίερ ζηα ελληνικά μεηαξύ κςβεπνήηη και έδαθορ καηά ηη διάπκεια ηηρ εκκίνηζηρ ηων κινηηήπων είναι ωρ εξήρ:

Κςβεπνήηηρ Έδαθορ

«ΔΓΑΦΟ – ΠΙΛΟΣΗΡΙΟ».

«ΠΡΟΒΔΙΣΔ».

«ΣΟ PARKING BRAKE ΔΙΝΑΙ SET. ΔΙΜΑΣΔ ΔΣΟΙΜΟΙ ΓΙΑ ΣΗΝ ΔΚΚΙΝΗΗ. ΔΙΡΑ _____»

«ΠΔΡΙΟΥΗ ΚΙΝΗΣΗΡΩΝ ΚΑΘΑΡΗ».

Ππιν ηη ηποσοδπόμηζη …

«ΔΣΟΙΜΑΣΔ ΣΟ ΑΔΡΟΠΛΑΝΟ ΓΙΑ ΣΡΟΥΟΓΡΟΜΗΗ ΚΑΙ ΑΝΑΜΔΝΟΤΜΔ ΗΜΑΣΑ».

«ΗΜΑΣΑ ΑΠΟ ______».

ημειώσεις

1. Η θπάζη «ΔΣΟΙΜΑΣΔ ΣΟ ΑΔΡΟΠΛΑΝΟ ΓΙΑ ΣΡΟΥΟΓΡΟΜΗΗ» ζημαίνει όηι ηο έδαθορ μποπεί να αποζςνδέζει ηη γεννήηπια εδάθοςρ, να αθαιπέζει ηα chocks και να αποζςνδέζει ηα ακοςζηικά.

2. Σα ζήμαηα ππέπει να δίνονηαι από ηα απιζηεπά, παπόλο αςηά για λόγοςρ αζθαλείαρ είναι δςναηόν να δίνονηαι και από ηα δεξιά ή και μπποζηά από ηο αεποπλάνο. Αςηή η πληποθοπία ππέπει να δίνεηαι από ηο έδαθορ ζηον κςβεπνήηη ππιν ηην αποζύνδεζη ηων ακοςζηικών.

3. Σο πλήπωμα ππέπει να επιβεβαιώνει με ηο έδαθορ (ζςνήθωρ με σαιπεηιζμό) όηι είδε ηα ζήμαηα. Αςηό επιηπέπει ζηο έδαθορ να απομακπςνθεί από ηο αεποπλάνο.




ΕΠΙΚΟΙΝΩΝΙΕ ΠΛΗΡΩΜΑΣΟ ΚΑΙ ΈΔΑΦΟ ΚΑΣΑ ΣΗ ΔΙΑΡΚΕΙΑ PUSHBACK

Οι επικοινωνίερ ζηα ελληνικά μεηαξύ κςβεπνήηη και έδαθορ καηά ηος pushback είναι ωρ εξήρ:

Κςβεπνήηηρ Έδαθορ

“ΔΓΑΦΟ – ΠΙΛΟΣΗΡΙΟ”.

“ΠΡΟΒΔΙΣΔ”.

«ΔΠΙΒΔΒΑΙΩΣΔ ΣΟ PIN ΣΟΠΟΘΔΣΗΜΔΝΟ»

«ΣΟ PIN ΣΟΠΟΘΔΣΗΜΔΝΟ»

«ΣΟ PARKING BRAKE ΔΙΝΑΙ SET. ΔΙΜΑΣΔ ΔΣΟΙΜΟΙ ΓΙΑ PUSHBACK ΜΔΣΩΠΟ_____».

«ΔΛΔΤΘΔΡΩΣΔ ΣΟ PARKING BRAKE, ΜΔΣΩΠΟ _______».

Μεηά ηην πεπάηωζη ηος pushback …

«SET PARKING BRAKE»

«PARKING BRAKE SET»

«ΔΣΟΙΜΑΣΔ ΣΟ ΑΔΡΟΠΛΑΝΟ ΓΙΑ ΣΡΟΥΟΓΡΟΜΗΗ ΚΑΙ ΑΝΑΜΔΝΟΤΜΔ ΗΜΑΣΑ ΜΔ ΣΟ PIN».

«ΗΜΑΣΑ ME TO PIN ΑΠΟ ______».

ημειώσεις

1. Δδώ η θπάζη «ΔΣΟΙΜΑΣΔ ΣΟ ΑΔΡΟΠΛΑΝΟ ΓΙΑ ΣΡΟΥΟΓΡΟΜΗΗ» ζημαίνει να αθαιπεθεί και ηο tow bar.

2. Σο pin ππέπει να ηο δει είηε ο κςβεπνήηηρ ή ο ζςγκςβεπνήηηρ.

3. Η εκκίνηζη ηων κινηηήπων μποπεί να γίνει καηά ηη διάπκεια ηηρ εκκίνηζηρ ή με ηην πεπάηωζη ηος

pushback.




2 SUPPLEMENTARY TECHNIQUES

2.1 RVSM

Reduced Vertical Separation Minimum (RVSM) airspace is any airspace or route between FL 290 and FL 410

(inclusive), where aircraft are vertically separated by 1 000 ft, instead of 2 000 ft. The aircraft system design

complies with the design criteria of the JAA Information Leaflet N° 6, and the FAA 91-RVSM Interim Guidance

Material for RVSM operations.

The statement of RVSM capability is also indicated in the AFM.

Aegean is approved for operation in RVSM Airspace. For further information refer to PRO-SPO-50 Reduced Vertical Separation Minimum (RVSM). MAXIMUM DIFFERENCES BETWEEN ALTITUDE INDICATIONS

FL/SPEED

ALTITUDE (ft) COMPARISON BETWEEN

ADR 1 and ADR 2 (on PFD) ADR 3 and ADR 1 or ADR 3 and ADR 2 (on PFD)

STBY ALTI and any ADR 1 or 2 or 3

GND CHECK 20 (6 m) 20 (6 m) *

FL50/250 kt 50 (15 m) 65 (20 m) 130 (40 m)

FL100/250 kt 55 (17 m) 80 (24 m) 185 (56 m)

FL200/300 kt 90 (27 m) 135 (41 m) 295 (90 m)

FL300/.78 130 (40 m) 195 (59 m) 390 (119 m)

FL390/.78 130 (40 m) 195 (59 m) 445 (136 m)




2.2 RNAV

Aegean is approved for operation in B-RNAV, P-RNAV and RNP-5 airspace For further information refer to PRO-SPO-51 Required Navigation Performance (RNP).




2.3 FLIGHT DECK DOOR SURVEILLANCE SYSTEM

The Flight Deck Door Surveillance System consists of 3 video cameras, which enable the flight crew to

identify persons prior to authorizing their entry in the flight deck. An LCD display, located on the rear panel,

shows the various camera views. It has automatic brightness adjustment and is activated by the the Cockpit

Door Video pushbutton.

For more information refer to DSC-25-11 Cockpit Door Security System.




2.3.1 CONTROLS

CENTRAL PEDESTAL

Cockpit Door Video Pushbutton

Selects the various camera image displays

Camera 1 image: Displayed by pressing the pushbutton when the screen is on standby, or After camera 2 and

3 images have been displayed. Automatically displayed, after an entry request is performed on

the keypad.

Camera 2 and 3 images: Dispalyed on a split screen, whenthe pushbutton is pressed, after Cameras 1 image

has been displayed.

Standby: If the pushbutton is maintained pressed for at least 2 seconds, or if no action has been taken for 5

minutes, the screen remains blank and remains on Standby.

NOTE

An entry request, performed on the keypad within 30 seconds following an earlier entry request,

will not lead to the automatic selection of Camera 1, since the flight crew is given authority to

select any desired camera image via the cockpit door video pushbutton. After these 30s the

system reverts to its normal operation.

OVERHEAD PANEL

Cockpit Door Video Pushbutton

OFF: The cockpit door surveillance system is de-activated.

2.3.2 PROCEDURES

For procedures with reference to flight deck security please refer to OM Part A section 10.9




2.4 ONE ENGINE TAXI WITH APU OFF

GENERAL

One Engine Taxi arrival operations should be followed as standard procedure providing the following

conditions are met:

Cooling time of at least three minutes irrespective of reverse thrust

All hydraulic systems are operating normally

The APU is serviceable

Nose-wheel steering and braking system are operating normallyl

Taxiways are not slippery or contaminated with snow or ice

Uphill taxiways should be taken under consideration

WARNING

Excessive use of power on one engine may injure personnel and damage equipment.

Flight crews must exercise caution while manoeuvring on high thrust.

PROCEDURE

The final decision to taxi in on a single engine will remain with the Commander after compliance with the

requirements above and with due consideration to aircraft weight, ramp conditions, taxi conditions and

manoeuvring requirements. Crews should be aware of possible high power requirement with high weights.

AFTER LANDING

No less than 3 minutes of cooling period and only when taxiing in a straight line, the CM1 shall call for the

“One Engine Taxi In” procedure. CM2 will then perform the required items with confirmation from CM1.

ENG 2 SHUT DOWN……………………………………………………………………….CM2

Y ELEC PUMP ON…………………………………………………………………………CM2

This avoids running the PTU.

For further information refer to PRO-SUP-90 One Engine Taxi




2.5 COLD WEATHER OPERATIONS

2.5.1 GENERAL

Winter operations present additional problems to aircraft operation as a result of low temperatures, contaminated runways, taxiways, and critical surfaces of the aircraft. It is the ultimate responsibility of the pilot-in command to determine that the aircraft is in a safe condition for flight prior to take-off. The following recommendations have been provided to supplement the Standard Operating Procedures during such conditions. They should be observed whenever applicable. Pilots are to review the following documents to obtain additional winter operations information.

DSC-30 Ice and Rain Protection

PER-OPD-GEN GENERAL - Altitude Temperature Correction

PER-TOF-CTA RUNWAY CONTAMINATION

PER-LDG-CTA RUNWAY CONTAMINATION Airport De-icing Procedures on EAG Charts – Aerodrome Briefing Supplement

2.5.2 FLIGHT PLANNING

Flight planning should include consideration of performance penalties, de-icing delays, ATC delays on the ground and in the air, minimum operating temperatures and runway reports. Use of increased flap may be considered for take-off from contaminated runways.

2.5.3 PREFLIGHT

Consideration should be given to an additional walk-around check or aircraft inspection due to changing

winter weather conditions.

Particular attention should be given to the following:

All protective covers must be removed

Windshield/Radome free of ice and snow, slush and frost

Check critical surfaces, fuel vents, pitot and static ports and areas adjacent to ensure clear of frost,

snow or ice.

Nose & main landing gear and wheel wells free of ice, and slush. Extreme cold may affect tire/oleo

inflation. Contamination may affect landing gear retraction and proximity switches.

Ensure no leaking or ice observed from potable water drain panel, drain masts, fuel water drain valves

or toilet service access doors. Ice accumulation on these areas may result in engine, fuselage or flight

control FOD.

ENG 1/2 engine cowl, fan accoustic panels and inlets and N1 fan blades are free of ice, and that the

N1 fan rotates freely.

APU and air conditioning inlets free of snow and ice.

Observe ramp area for suitability for pushback and engine start.

If frost has formed only on spoiler panels and anti-icing is not required ("spot deicing") de-icing crews are

permitted to remove the frost without having to spray the complete wing, however both wings must be treated

symmetrically - i.e. if a spoiler panel on the right wing is treated for frost, the same spoiler panel on the left

wing must also be treated, regardless of need.




If cockpit windows are covered with snow or ice:

PROBE / WINDOW HEAT Panel

Pushbutton switch.....................................................................................ON

Blue light indicates that probes & windows are heated

CABIN PRESS Panel

MODE SEL Pushbutton switch .............................................................AUTO

Cabin Press Mode Sel switch may have been left in MAN if aircraft was secured for overnight cold soak

VISUAL ICE INDICATOR ....................................................................CHECK

Inspection of the visual ice indicator (on centre post between the two windshields) may indicate icing

encountered on descent/approach. This may indicate a requirement for aircraft inspection as well as provide

an indication of expected flight conditions on departure.

FLAPS Lever (DETENT position) ..........................................................CHECK

Flaps may have been left extended for inspection by maintenance after landing/ taxi in contaminated runways

and taxiways.

CAUTION:

Ensure inspection and approval is obtained from prior to retraction.

If FLAPS lever is at other than 0 DETENT:

HYD Panel

YELLOW ELEC PUMP Pushbutton switch..................................................ON

BLUE ELEC PUMP OVRD Pushbutton switch ............................................ON

FLAPS Lever .......................................................................SELECT 0 DETENT

YELLOW ELEC PUMP Pushbutton (when FLAPS retracted).......................OFF

BLUE ELEC PUMP OVRD Pushbutton switch ...........................................OFF

PRE TAKE OFF CONTAMINATION CHECK

NOTE:

Pre-take-off contamination check should concentrate on the leading edge in conjunction with the trailing edge

of the wing. Wing spoilers should also be used to provide an indication of fluid condition.




2.5.4 ENGINE START

Slippery ramp conditions may preclude engine start during pushback.

Monitor corresponding start valve opening and closing on schedule

Ensure N2 rotation after start valve open. If no N2 rotation, abort start and apply heat to engine before

attempting additional start.

Consider low outside air temperature effect on oil pressure. Abnormalities during the engine start

include:

– A cold soaked engine may require operation at idle for up to 2 minutes while waiting for

normalization of oil parameters,

– provided there is some indication of oil pressure by the time the engines reach idle, operate

for another 3 minutes to allow normal oil indication,

– Possible ECAM message ENG 1(2) OIL FILTER CLOG due to high oil pressure.

Ensure normal oil pressure indications are achieved prior to selecting greater than idle engine thrust.

If during the start of a cold engine the ground crew reports a fuel leak, run the engine at idle for at

least 3 minutes to allow the HMU fuel seals, fuel and oil seals to warm up. If the leak rate decreases

to less than 60 drops/minute, the aircraft can be dispatched. If the leak rate continues to exceed 60

drops/minute, shutdown the affected engine and then restart. If the leak continues in excess of 60

drops/minute after 3 more minutes, shutdown the affected engine. Maintenance action is due prior to

flight. The aircraft can be dispatched without restriction provided the leak is less than 60 drops/

minute.

Caution must be exercised when removing ice from the fuselage during de-icing operations. Flight crews may

be asked to shut down engines if a risk of ice ingestion exists. If the APU is unserviceable, full ground support

may normally be provided.

If icing conditions exceed 30 minutes, or if significant engine vibration occurs, the engines shall be

accelerated to 70% N1 minimum for approximately 30 seconds at intervals not greater than 30 minutes, and

prior to higher thrust operation. This should be repeated just prior to takeoff to check engine parameters and

ensure normal engine operation. If airport surface conditions and operations do not permit engine acceleration

to 70 % N1, then power settings and dwell time shall be as high as practical.

When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, additional ice shedding shall be conducted at intervals not to exceed 10minutes. Engines shall be momentarily accelerated to 70% N1 (no dwell time) unless airport conditions & operations do not permit engine acceleration to 70% N1 in which case power settings shall be as high as practical.




2.5.5 TAXI OUT

Avoid high taxi speeds, large nosewheel steering inputs or oversteering during ground operations on contaminated surfaces.

Engine nacelle ground clearance is 21"(0.56m). Particular attention must be given when taxiing close to windrows and snowbanks to avoid ingestion and engine damage. Exercise extreme caution crossing windrows (plowed snow).

Careful application of thrust is required over surface areas with loose ice, snow chunks, or sand to prevent ingestion and possible engine damage.

Monitor taxi speeds when taxiing through wet snow/slush. Slow speeds will reduce the amount of spray on wheel assemblies and flaps.

Be aware of normal and emergency communication procedures during de-icing.

After de-icing, avoid taxiing too close to aircraft ahead to avoid detrimental effects on de-icing fluid.

Caution: Do not arm WING ANTI ICE for takeoff after De/Anti-Icing, as during the test cycle, the

surface could reach temperatures close to qualification limit of the Anti-Icing fluid. WING ANTI ICE

may be used any time after liftoff.

Be aware that idle thrust will be increased by 25% with the use of engine anti-ice.

Consideration should be given to an additional Flight Control Check prior to takeoff after extended ground holds.

On contaminated runways and taxiways, the radio altitude indications may fluctuate and auto call outs or GPWS warnings may be activated. Disregard them.

During taxi on surfaces contaminated with snow, the radio altimeters may not compute any data and the ECAM warnings 'DUAL ENG FAILURE', 'ANTI ICE CAPT TAT FAULT', 'ANTI ICE F/O TAT FAULT: 'L/G SHOCK ABSORBER FAULT' may be triggered. Disregard these warnings.

2.5.6 TAKE OFF

Engine oil temperature must be > -10 deg Celsius before setting takeoff thrust.

Increased awareness of reduced aircraft handling characteristics is required during a rejected takeoff

on contaminated runways (even at low speeds).

If take-off was conducted through wet snow or slush, consider delaying gear retraction for

approximately 30 seconds when flight conditions permit.

If WING ANTI-ICE is selected ON during ground operation, a 30 second test sequence will be initiated

and then the system will remain off until airborne. This 30 second test may affect the properties of the

de-icing fluid and thus the holdover times may be reduced.

2.5.7 CLIMB, CRUISE, DESCENT

ENGINE ANTI-ICE must be ON in icing conditions

The visual ice indicator may provide indications of airframe icing.

Increased idle thrust from use of anti-ice will affect the descent profile.




2.5.8 APPROACH

Apply altitude temperature corrections if required.

When surface temperature is below 0º C; the approach procedure altitudes should be corrected, in

accordance with OM-A. Refer to the appropriate chart to apply the correction.

CONFIG FULL landing on a slush-covered runway (1/2inch) will require approximately 500 ft less

runway than CONFIG 3 landing at a weight of 60,000 kg.

Obtain latest Braking Action/ Friction coefficient (FC) readings (advisory only) and determine runway

suitability.

Avoid extended maneuvering with slats extended in icing conditions. If significant ice accumulation is

suspected increase approach speed and landing distance as applicable.

On Final Approach, select WING ANTI-ICE OFF to allow wing cooling only if icing conditions permit.

Be prepared for obscured visual cues for runways that are snow-covered.

2.5.9 LANDING

Consider use of IGNITION when landing on contaminated runways.

Be cautious of crosswind handling on contaminated runways.

Be aware of aircraft's tendency to 'weathercock' due to crosswinds on slippery runways and the

impact of the lateral reverse thrust vector. Consider the use of idle reverse thrust until directional

control can be assured, if conditions permit.

Use of AUTOBRAKE (MED mode) is preferable.

The use of more than idle reverse thrust below 70 kts may cause blowback of snow, ice or sand &

gravel onto the wings and into the slats. Ensure reversers are stowed by 40kts on contaminated

runways unless an emergency stop is required. This will prevent ingestion of snow or ice which can

cause fan damage and/or engine flame-out.

Engine ingestion of freshly treated runway with potassium acetate/urea may occur causing a nontoxic

mist in the cabin. This mist can be misidentified as smoke. Therefore, consider briefing the Cabin

Crew prior to landing.

Although runways may be in good condition, taxiways may remain quite contaminated. Ensure

positive braking and steering prior to exiting the runway, and consider lower than normal speeds for

exit.

Be aware of engine nacelle clearance of 21" (0.56m) and snowbanks alongside runways and

taxiways.

2.5.10 TAXI IN

Leave FLAPS extended for inspection if contamination is suspected.

Consider the effect of asymmetric thrust on wet or icy taxiway surfaces before committing to single

engine taxi procedure.

Be aware of additional thrust with ENG ANTI-ICE ON while manoeuvring and approaching the ramp

(ENG ANTI-ICE may have to be turned off on slippery corners).

Use caution on ramp areas due to obscured taxi and parking lines. Ramp and gate areas

contaminated with glycol from de-icing operations may be extremely slippery.

Ensure the next crew is aware if airframe icing is encountered on descent/ approach and that

inspection is required on extended flaps.




2.5.11 ARRIVAL / ENGINE SHUTDOWN

Keep parking brake set if the gate parking area is contaminated and/or slippery even after chocks are

installed. De-icing fluid on the ramp may prevent the chocks from holding the aircraft in place. This

supersedes the requirement to release the parking brake if brake temperatures exceed 300°C.

2.5.12 POST FLIGHT

In the PARKING CHECKLIST, consider SECURING THE AIRCRAFT FOR COLD SOAK as outlined

in SUPPLEMENTARY TECHNIQUES




2.6 ELECTRONIC FLIGHT BAG

2.6.1 INTRODUCTION

The Electronic Flight Bag (EFB) consists of two aircraft attached PEDs (Portable Electronic Devices) that

contain a complete set of software tools, designed to:

Improve access to flight crew operating information, and simplify some of their tasks.

Reduce the quantity of paper documents in the cockpit, and replace them with electronic ones,

enabling quicker and easier updates, while improving information retrieval.

The PEDs run on a security shell (FMD, Flight Management Desktop) on Windows XP to ensure the safety of

the system and to avoid malware. The FMD philosophy is based on a maximum use of aircraft systems

supported by a PED, providing additional information that on a conventional aircraft would have typically been

organized in paper manuals.

The primary concern addressed by the FMD concept is the improvement of availability, reliability and

functionality of operational documentation.

The applicable areas include an electronic route manual (eRM), Performance and Weight & Balance

computations, along with all operating documentation (FCOM, OM Part A, B, C, D, FCTM, AFM, MEL)

The various modules are linked via F.O.V.E. (Flight Operations Versatile Environment), a software provided

by Airbus, which is designed to provide an interface between the various modules by enabling the:

Inter-module communication

Software compatibility management

Software version management

Integrity control between data and the software versions

Update management

Context management




2.6.2 GENERAL

EFB SOFTWARE - REVISION CYCLE AND UPDATE PROCESS

Each pilot should check the revision cycle number of the PED before flight. Revision cycle number is found in

the lower left corner of the PED‟s sceen. Both PEDs should be on the same revision cycle. If not, the PED

with the highest revision cycle number is considered to be the most updated one. Updates are scheduled and

performed weekly by the Flight Standards department but intermediate revisions may also be performed if

required. When an update is released, the new revision cycle number is published on the FSS (Flight Support

Server) along with all relevant information that follow this revision.

NAVIGATION DATA DISCREPANCY

Whenever a navigation discrepancy exists between the FMGC database and electronic route manual plates,

the data of the eRM plates are the master due to frequent revision cycles procedure. However, pilots must

always address to the related published NOTAM by the authority and submit a pilot report form to the Fleet‟s

Administration, in order to evaluate the ambiguous source.

POWER SUPPLY

Pilots should check that the PED chargers (one for each PED) are onboard the airctaft prior the flight. They

should also check that both PEDs are charging when pluged in the electrical outlets (Mod 28568) which are

located beside each pilot seat, below each hand MIC plug. The electrical outlet located on the aft panel 122

VU (behind CM2) has an output of 115V/400HZ and should be used as a backup electrical source with the

onboard PED adaptor installed in all aircrafts.

In case of no power from electrical sockets on ground or in flight, check the Aircraft Technical Logbook Hold

Items List (HIL), and if no relative inoperative items listed affecting the electrical sockets:

Pull the STAT INV CB K25 on 121VU

Wait 5 seconds before pushing the CB

Reset CB and check again the electrical sockets (charging)

LPC ABNORMAL BEHAVIOUR

In case of abnormal PED behavior, most of the problems can be solved by shutting down and restarting the

PED from the ShutDown screen button found on the lower middle side of the Wellcome Screen. In case of a

“frozen screen display” the ALT-CTRL-DEL should be used to view the shut down window. As a final option, if

ALT-CTRL-DEL does not work and “frozen screen display” persists, a hard reset is required (hold the ON/OFF

switch on the front panel to OFF for around 5 seconds).

DISPATCH WITH FAILED ON-BOARD PED

In rare cases where the aircraft has to be dispatched with one PED inoperative, the flight crew must ensure

that the remaining PED is charged on ground and check the battery‟s endurance to be adequate for the

respective flight time. The battery installed in the inoperative PED can be always used as a backup power.

The PED will be operated by the PNF for normal and abnormal operations. The pre-flight and inflight

calculations accomplished with the remaining PED, must be always x-checked by the PF in combination with

the active FMGC database.




In case of unserviceable PED, pilots should immediately contact Flight Standards Dpt. at +30 210 6694043

(Mon-Fri 09:00-17:00) or the IOCC, for out of office hours. Updated spare PEDs, along with their chargers, are

ready for dispatch or consultation in ATH.

If both PEDs are inoperative and the aircraft is out of base, pilots should immediately conduct the IOCC to

arrange RTOW (Performance calculations using LPC Take Off module should only be provided by trained

personnel) and route manual charts to be sent to the station via email. The route manual charts must include

the departure, enroute alternates, destination and destination alternate airports. The station will produce the

required printouts and deliver them to the flight crew. Unserviceable PEDs should be replaced immediately

after the return of the aircraft to AEE base.

The on-board PEDs are part of the aircraft equipment and are listed in the MEL. One PED can be inoperative

for 3 days.

Refer to MEL 46 EFB

PED STOWAGE DURING TAKEOFF AND LANDING

The PEDs must be unplugged and stowed during takeoff and landing. When stowed, the PEDs have to be in

the designated compartment beside each pilot, and on Standby Mode disconnected from the aircraft power

supply. The use of electrical outlets is not permitted during takeoff and landing (Aviation authorities

requirement). To maintain optimum situational awareness, use of the aircraft attached PED before reaching

the top of climb and after starting descent shall be kept to an absolute minimum. In any case, the PEDs are

not to be used below 1000 ft AAL, except in Abnormal / Emergency situations.

Both crewmembers shall not become preoccupied with the PED at the same time. Workload should be

apportioned between flight crewmembers to ensure ease of use and continued monitoring of other flight crew

functions and aircraft equipment

CAUTION

Don't leave the cockpit unattended, whenever charging the PED.

TAKE-OFF PERFORMANCE COMPUTATION TASK SHARING

Refer to Chapter 2 section 9.

COCKPIT PREPARATION

TAKEOFF DATA COMPUTATION

See OM B Chapter 4 Performance

AEGEAN

Operations Manual Part B Chapter 03

Abnormal Procedures

Revision 15




Chapter 03 – Abnormal Procedures


1 TABLE OF CONTENTS


2 GENERAL - 4 -

2.1 PRESENTATION - 4 -

2.2 ECAM - 8 -

2.3 FORDEC - 10 -

2.4 USE OF SUMMARIES - 11 -

3 REJECTED TAKE OFF - 13 -

3.1 GENERAL - 13 -

4 ENGINE FIRE ON THE GROUND PROCEDURE - 17 -

5 ENG FAILURE AFTER V1 – CONTINUED TAKE-OFF - 18 -

5.1.1 THRUST CONSIDERATIONS - 18 -

5.1.2 INITIATION OF THE PROCEDURE - 19 -

5.1.3 ACCELERATION SEGMENT - 19 -

5.1.4 FINAL TAKEOFF SEGMENT - 20 -

5.1.5 ENGINE FAILURE DURING INITIAL CLIMB-OUT - 20 -

6 IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO - 22 -

6.1 STRAIGHT IN APPROACH WITH ONE ENGINE INOPERATIVE - 23 -

6.2 CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE - 23 -

7 CREW INCAPACITATION - 24 -

7.1 CREW INCAPACITATION - 24 -

7.2 COCKPIT CREW INCAPACITATION - 25 -

7.3 CABIN CREW INCAPACITATION - 25 -

8 FIRE AND SMOKE DRILLS - 26 -

8.1 PED FIRE FIGHTING - 26 -

8.1.1 PED FIRE IN THE CABIN - 26 -

8.1.2 PED FIRE IN THE COCKPIT - 27 -




9 UNPRESSURISED AND PARTIALLY PRESSURISED FLIGHT - 28 -

10 OVERWEIGHT LANDING - 29 -

11 COSMIC RADIATION - 30 -

12 LIGHTING STRIKE - 31 -

13 DISTRESS COMMUNICATIONS AND ALERTING ATC TO EMERGENCIES - 32 -

14 SYSTEM FAILURE - 33 -

15 GUIDANCE FOR DIVERSION IN CASE OF SERIOUS TECHNICAL FAILURE - 34 -

16 ERRONEOUS RADIO ALTIMETER - 35 -

16.1.1 TYPICAL CAUSE OF ERRONEOUS RA HEIGHT INDICATIONS - 35 -

16.1.2 OPERATIONAL CONSEQUENCES AND RECOMMENDATIONS - 36 -

17 TCAS - 37 -

17.1.1 RT PHRASEOLOGY FOR NOTIFYING RAS - 38 -

17.1.2 TCAS ALERT – TASK SHARING - 39 -

18 OPERATIONS IN WINDSHEAR OR DOWNBURST CONDITIONS - 40 -

19 LOSS OF BRAKING - 40 -

20 EMERGENCY DESCENT - 41 -

21 EMERGENCY LANDING – DITCHING - 44 -

21.1 GENERAL - 44 -

21.2 CREW COORDINATION DURING EMERGENCY LANDING-DITCHING - 45 -

21.3 TIME NOT AVAILABLE - 45 -

21.4 EMERGENCY LANDING/DITCHING IN FLIGHT CRITICAL PHASES - 45 -

22 HIJACK - 46 -

23 BOMB ON BOARD - 47 -




2 GENERAL

This chapter describes Aegean specific procedures and where applicable supersedes the Airbus FCOM. All

other Abnormal and Emergency Procedures are detailed in PRO-ABN Abnormal and Emergency Procedures.

2.1 PRESENTATION

The presentation of procedures is, as far as practicable, identical to the presentation on ECAM. The

abbreviations are identical to those used on the cockpit panels. All actions and information displayed on

ECAM are printed in large letters. Other information, not on ECAM, is printed in small letters.

Expanded information, when inserted in the procedure, appears in italics. This information:

- identifies the particular failure

- explains actions for which the reason is not self-evident

- furnishes additional background.

BLACK SQUARE

When several procedures appear under the same title, a black square marks the starting point of each

procedure.

Only one procedure is applicable at a time.

For example :

Black squares also indicate parts of a procedure among which only one is applicable.




For example :

_The ECAM does not display black squares.

BLACK DOT

If an action depends on a precondition, a black dot identifies the precondition. If the precondition appears on

ECAM, it appears in LARGE LETTERS. If not, it appears in small letters.

For example:

INDENTATION

Indentation is used in order to identify when an action depends on a precondition/flight phase/procedure.

For example:

- The APPR SPEED is equal to VREF + 30 kt, only if the flaps are locked, because “APPR SPEED......VREF

+ 30” is indented below “• If flaps locked”.

- The MAX SPEED of 250 kt does not depend on the flaps locked condition because it is aligned with “• If

flaps locked”. Therefore, MAX SPEED has to be respected whether the flaps are locked or not.

- INCREASED FUEL CONSUMP is aligned with IN FLIGHT. Therefore, this information is valid in flight and

on ground.




PROCEDURE TITLES

Titles of the procedures appear in the following ways :

TASKSHARING

The general tasksharing shown below applies to all procedures.

The pilot flying remains the pilot flying throughout the procedure.

The PF (pilot flying), is responsible for the :

- Thrust levers

- Control of flight path and airspeed

- Aircraft configuration (request configuration change)

- Navigation

- Communications.

The PNF (pilot not flying), is responsible for :

- Monitoring and reading aloud the ECAM and checklists

- Performing required actions, or actions requested by the PF, if applicable

- Using the engine master switches, ADIR and guarded switches, with PF confirmation.

MEMORY ITEMS

The following procedures are to be applied without referring to paper:

Windshear

Windshear ahead

TCAS

EGPWS

Loss of braking

Immediate actions of EMER DESCENT

Immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC

Crew Incapacitation




Stall Recovery

Stall Warning at Lift-off

USE OF AUTOPILOT

The autopilot (AP) may be used in most failure cases, when available :

- In case of engine failure, including CAT II/CAT III ILS approaches and fail-passive automatic landing.

- In case of other failures, down to 500 ft AGL in all modes.

However, the AP has not been certified in all configurations, and its performance cannot be guaranteed. If

the pilot chooses to use the AP in such circumstances, extra vigilance is required, and the AP must be

disconnected, if the aircraft deviates from the desired or safe flight path.

INITIATION OF PROCEDURES

Procedures are initiated on the PF command.

No action is taken (apart from canceling audio warnings, through the MASTER WARN light) until :

- The appropriate flight path is established, and

- The aircraft is at least 400 feet above the runway, if a failure occurs during takeoff, approach or go-around.

A height of 400 feet is recommended, because it is a good compromise between the necessary time for

stabilization, and excessive delay in procedure initiation.

In some emergency cases, provided that the appropriate flight path is established, the Pilot Flying may initiate

actions before this height.

If an emergency causes LAND ASAP to appear in red on the ECAM, the Pilot Flying should land at the

nearest suitable airport.

If an abnormal procedure causes LAND ASAP to appear in amber on the ECAM, the crew should consider the

seriousness of the situation, and select a suitable airport.

Warning inhibition during takeoff

Some warnings (non-inhibited) appear when the situation that prompts them occurs. Other warnings

(inhibited) do not appear immediately, when the situation that prompts them occurs during takeoff.




2.2 ECAM

PNF must confirm with PF and vice versa any movement of Thrust levers/Master switches/IRS switches /Guarded switches/ CB, except when in emergency evacuation. In engine fire on ground the ECAM displays the emergency evacuation procedure; this is the reason why the PNF must not confirm the actions with PF. If a simple engine fail appears on ground PNF must still confirm with PF before moving master switches e.t.c

Although it is the responsibility of the pilot flying to request ECAM actions, this does not preclude the captain

from either taking control of the aircraft or ordering ECAM actions if he considers being necessary.

When an ECAM warning appears first we perform the OEB if applicable, both crew will know if an OEB is relevant since it is briefed during preliminary cockpit preparation.

When carrying out a procedure displayed on ECAM, both pilots must be aware of the present display. Before

any “CLEAR” action, the pilots should crosscheck to confirm that there remains no blue message (except in

case of no action feedback) that they can eliminate by a direct action.

When ECAM actions have been completed, and the ECAM status has been reviewed refer to any applicable QRH procedure (ex. Landing Distance, QRH Summary, Overweight Landing etc.).

Any increase in landing distance, resulting from an emergency or abnormality, must be based on the actual

landing distance without autobrake in Conf FULL (Refer to QRH FPE-IFL 3/4).

If time permits the PNF may refer to FCOM procedure for supplementary information. However in critical situations the flight should not be prolonged only to consult the FCOM. STANDARD PHRASEOLOGY

Callouts

“STOP ECAM” used when ECAM actions must be stopped for other normal task like computer reset or normal checklist or configuration ( ref FCTM)

“CONTINUE ECAM” used to continue ECAM actions

“READ STATUS” used as a reply and confirmation of status reading if no normal checklist or computer reset required (ref , airbus world media for instructors)

“LOSS OF GREEN AND BLUE SUMMARY”

used for summary reading

“AIRSPEED UNRELIABLE/ADR CHECK PROCEDURE”

used for QRH procedure reading

“STBY…………” used when any expected checklist or procedure is deliberately delayed




ECAM HANDLING

PF PNF

1ST

Pilot who notices: MASTER CAUTION / MASTER WARNING …………RESET

ANNOUNCE……………………………………………………...”TITLE OF FAILURE”

Action Callout Action Callout

Fly the aircraft

ECAM CONFIRM1

“ECAM ACTIONS I have control and communications”

2

“You have control and communications”

ECAM ACTIONS / OEB (If applicable) perform

Request “Clear <name of SYS>?”

3

ECAM Actions complete check

“Clear <name of SYS> ”

ECAM CLR press4

“RED/AMBER LAND ASAP”(If applicable) /“Secondary Failures”

SYSTEM PAGE analyze5

Request “Clear <name of SYS>?”

Confirm “Clear <name of SYS>”

ECAM CLR press

“STATUS? “

“STOP ECAM” “Any Computer Reset?”

Perform Checklist or Computer Reset if applicable

“CONTINUE ECAM”

Read STATUS

“REMOVE STATUS?”

Confirm “REMOVE STATUS”

ECAM CLR press “ECAM ACTIONS COMPLETED”

Request any Further QRH procedure

Read QRH Procedure

“I have control, You have Communications”

“You have control, I have Communications”

1 The PNF should review the overhead panel and or associated SD to analyze and confirm the failure, prior to taking any action, and

should bear in mind that the sensors used for the SD may be different from the sensors that trigger the failure. 2 In case of failure during takeoff or go around, ECAM actions should be delayed until the aircraft reaches 400 ft, and is stabilized on a

safe trajectory. This is an appropriate compromise between stabilizing the aircraft and delaying action. 3 <Name of SYS> is the underlying part of the Title of Failure. For example for the caution (AIR PACK 1 FAULT), the request is

“Clear AIR?” 4 When the ECAM displays several failures, the sequence (action, then request and confirmation, before clearance) should be repeated

for each failure. When all necessary actions are completed, amber messages and red titles will no longer appear on the E/WD. 5 If there are secondary failures, the related system page will be displayed on SD. Provide an overview of lost components to PNF. When the ECAM displays several system pages, the sequence (request and confirmation before clearance) should be repeated for each

system page.




2.3 FORDEC

Aegean uses FORDEC to help crew members‟ work in a structured manner during abnormal and emergency

procedures.

Facts ( consequence of failure)

The failure it self

The landing distance required

The approach capability

The time and range available (fuel wise/ or time critical)

Additional info to tell to atc

Options ( airports)

Airports available based on the facts

Risk and essential criteria (airport capabilities)

Runway length

Weather

ILS capability

Familiarity( not necessary for time critical decision)

Passenger handling (not for time critical decision)

Maintenance (not for time critical decision)

Decision (communication after decision)

Communication between crew members, captains should first take opinions from other CM and then

decide

Communication with ATC once decision taken

Communication with SCCM to inform her about N.I.T.S

Communication with passengers ( avoiding critical words)

Communication with company if time permits ( take all available advises)

Execution

FMGS programming (can be delegated to PNF)

Mentally be prepared for the approach, creating spatial orientation

Check and recheck

Is the situation still the same?

Is there something more we can do?

Have we done everything correct?

Have we analyzed the situation correctly?

Is the weather still the same?

FORDEC is applied at the end of ECAM actions and when all QRH procedures have being completed

(excluding summaries which are sequential) and when all useful information from abnormal and emergency

procedures on FCOM has being taken provided time permits.

However in case of ENGINE DUAL FAILURE and SMOKE/FUMES it is important to firstly fly to an airport and

then apply FORDEC




2.4 USE OF SUMMARIES

GENERAL

The summaries consist of QRH procedures. They have been created to help the crew handle the actions to

be carried out, in the event of an electrical emergency configuration or dual hydraulic failure.

In any case, the ECAM should be applied first. This includes both the procedure and the STATUS

review.

Only after announcing ″ECAM ACTIONS COMPLETED″, should the Pilot Not Flying (PNF) refer to the

corresponding QRH summary.

When a failure occurs, and after performing the ECAM actions, the PNF must refer to the bottom of the applicable

Summary page (below the Go-Around section), in order to determine the landing distance that takes into account

the failure.

For dry and wet runways, the Actual Landing Distances with failure are provided in the SUMMARIES. These Actual

Landing Distances with failure are based on the following assumptions:

The approach speed is VREF + ΔVREF (Refer to the "CRUISE" section of the Summaries). The speed

increment ″APPR COR″ (when applicable), and the corresponding landing distance penalty that is required

when the A/THR is used, or in the case of ice accretion on surfaces that are not heated, are not taken into

account.

These distances are computed without the benefit of the reverse thrust (i.e. using the LDG DIST Factors

″WITHOUT REV″). If the flight crew wants to take into account the benefit of the reverse thrust at landing,

the Actual Landing Distance with failure must be computed by multiplying the two following parameters:

o The LDG DIST Factor ″WITH REV″ (Refer to QRH / ABN / 80 Miscellaneous), and

o The Actual Landing Distance without failure (Refer to QRH / FPE / IFL / Landing Distances without

Autobrake - Conf Full).

For contaminated runways, the LDG DIST Factors provided in the SUMMARIES are the LDG DIST Factors

″WITHOUT REV″.

Depending on the actual landing distance with failure, the PNF can decide whether or not a diversion is

necessary.

APPROACH PREPARATION

As always, approach preparation includes a review of the ECAM STATUS.

After reviewing the STATUS, the PNF should refer to the "CRUISE" portion of the summary to determine the

VREF correction, and compute the VAPP.

The pilot is presumed to know the computation method, and uses the VREF given on the MCDU (the

destination having been previously updated).

A VREF table is provided in the summary, for failure cases leading to the loss of the MCDU.

The LANDING and GO-AROUND portions of the summary should be used for the approach briefing.




APPROACH

The APPR PROC actions should be performed by reading the APPROACH portion of the summary. This

portion has primarily been added due to the flap extension procedure, which is not fully addressed on the

ECAM.

As the recommendations provided in this portion of the summary are deemed sufficient, it is not necessary to

refer to the "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure. After referring to the APPROACH

portion of the summary, the PNF should then review the ECAM STATUS, and check that all APPR PROC

actions have been completed.

SEQUENCE




3 REJECTED TAKE OFF

3.1 GENERAL

Any failures or abnormalities should be called by the PNF. CM1 will call either "STOP" or "CONTINUE" in

accordance with the decision management paragraph below.

The decision to reject the takeoff and the stop action is made by the CM1. It is therefore required that the CM1

keeps his hand on the thrust levers until the aircraft reaches V1, whether he is Pilot Flying (PF) or Pilot Not

Flying (PNF). As soon as he decides to abort, he calls "stop", takes over control of the aircraft and performs

the stop actions.

It is not possible to list all the factors that could lead to the decision to reject the takeoff. However, in order to

help the CM1 to make a decision, the ECAM inhibits the warnings that are not essential from 80 kt to 1500

feet (or 2 minutes after liftoff, whichever occurs first).

Experience has shown that rejected takeoffs can be hazardous even if the performance is correctly

calculated, based on flight tests.

This may be due to the following factors:

• Delay in performing the stopping procedure.

• Damaged tires.

• Brakes worn, brakes not working correctly, or higher than normal initial brakes temperature.

• The brakes not being fully applied.

• A runway friction coefficient lower than assumed in computations.

• An error in gross weight calculation.

• Runway line up not considered.

When the aircraft speed is at or above 100 kt, it may become hazardous to reject a takeoff. Therefore, when

the aircraft speed approaches V1, the CM1 should be "Go-minded" if none of the main failures quoted below

("Above 100 kt and below V1") have occurred. The wind direction should be considered in the event of a fire.




DECISION MANAGEMENT

Below 100 kt :

The decision to reject the takeoff may be taken at the CM1's discretion, depending on the circumstances.

Although we cannot list all the causes, the CM1 should seriously consider discontinuing the takeoff, if any

ECAM warning/caution is activated.

NOTE: The speed of 100 kt is not critical : It was chosen in order to help the CM1 make his decision, and to

avoid unnecessary stops from high speed.

Above 100 kt and below V1 :

Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery runways. It could lead

to a hazardous situation, if the speed is approaching V1. At these speeds the CM1 should be "go-minded" and

very few situations should lead to the decision to reject the takeoff:

1. Fire warning or severe damage.

2. Sudden loss of engine thrust.

3. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely.

4. Any red ECAM warnings.

5. Any Amber ECAM caution listed below:

1. F/CTL SIDESTICK FAULT

2. ENG FAIL

3. ENG REVERSER FAULT

4. ENG REVERSER UNLOCKED

NOTE:

1. Exceeding the EGT red line or nose gear vibration should not lead to an RTO above 100 kt.

2. 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.

Above V1

Takeoff must be continued, because it may not be possible to stop the aircraft on the remaining runway.

After a RTO with a full stop:

A PA “ATTENTION CREW ON STATIONS” x 2 is required after the parking brake is set ON. The crew should

then initiate any ECAM or abnormal / emergency procedure and use the 'FTORDEC' process to decide upon

the course of action. At any time the CM1 may call for the EMERGENCY EVACUATION checklist.




PROCEDURE DURING A REJECTED TAKEOFF

NOTE:

1. If the brake response does not seem appropriate for the runway condition, FULL manual braking should be applied and maintained. If IN DOUBT, TAKE OVER MANUALLY. Do not attempt to clear the runway, until it is absolutely clear that an evacuation is not necessary and that it is safe to do so.

2. If the autobrake is unserviceable, the CM1 simultaneously reduces thrust and applies maximum pressure on both pedals. The aircraft will stop in the minimum distance, only if the brake pedals are maintained fully pressed until the aircraft comes to a stop.

3. If normal braking is inoperative, immediately PF will announce "Loss of Braking" and crew will action the QRH memory actions in accordance with task sharing for abnormal emergency procedures.

4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake MAX, release brakes prior to taxi by disarming spoilers.

5. PNF should inform ATC "callsign ABORTING TAKE-OFF" but the priority remains to monitor the stopping maneuver.

6. Full reverse may be used until coming to a complete stop. But, if there is enough runway available at the end of the deceleration, it is preferable to reduce reverse thrust when passing 70 knots.

PA CALL “ATTENTION CREW ON

STATIONS” x2

ECAM ACTIONS




FIGURE 3-1 REJECTED TAKE-OFF FLOW PATTERN

PA:

“ATTENTION CREW AT

STATIONS” x2




4 ENGINE FIRE ON THE GROUND PROCEDURE

This guidance is in addition to FCOM 3.2.26.

In the event of an ENG FIRE on the ground follow the ECAM procedure.

If, after discharging AGENT 1+2 and the ENG FIRE pushbutton remains on, initiate the EMERGENCY

EVACUATION checklist located on the QRH (page 7.00).

NOTE:

There may be a delay of some seconds between discharging the agent and the Fire being suppressed.




5 ENG FAILURE AFTER V1 – CONTINUED TAKE-OFF

If an engine fails after the aircraft passes V1, the takeoff must be continued.

- Use rudder conventionally to stay on the runway centerline.

- At VR, rotate the aircraft smoothly using a continuous pitch rate to a pitch attitude of 12.5 degrees. After

lift-off, follow the Speed Reference System (SRS).

- When airborne with a positive rate of climb, select the landing gear up.

- Use rudder to prevent yaw. Shortly after lift-off, B target will appear. Adjust rudder position to zero the B

- Consider the use of TOGA thrust.

- Consider the use of autopilot.

- At 400 feet minimum, apply the ECAM procedure on PF command and when the aeroplane is stabilized.

- When in safe path, PF orders “PULL HDG – ACTIVATE SECONDARY- MANAGE NAV”, in order to fly the

EO route, taking into account that if the EO route is limited on radius turn / speed, he/she has to fly the

turn(s) in HDG mode, unless SPEED/ALT constraints are entered in the SEC. In such cases use the

highest EO ACC ALT taken from detailed FOVE calculation results.

- At acceleration height, level off and allow the speed to increase.

At F speed select CONF 1.

At S speed select CONF 0.

- When the flap handle is at zero, B target reverts to side-slip indication. Center the sideslip indication

conventionally.

- At green dot speed (engine-out operating speed in clean configuration) resume the climb using maximum

continuous thrust and maintain green dot speed.

(If already in the FLX/MCT gate, move to CL and back to MCT).

5.1.1 THRUST CONSIDERATIONS

Consider the use of TOGA thrust, keeping in mind the following:

• For a FLEX takeoff, selecting the operating engine to TOGA provides additional performance margin but is

not a requirement of the reduced thrust takeoff certification. The application of TOGA will very quickly supply a

large thrust increase but this comes with a significant increase in yawing moment and an increased pitch rate.

The selection of TOGA restores thrust margins but it may be at the expense of increased workload in aircraft

handling.

• Takeoff thrust is limited to 10 minutes.




5.1.2 INITIATION OF THE PROCEDURE

When the aircraft is safely established in the climb with the landing gear retracted and above 400 feet,

The PNF methodically completes the procedure ensuring that the PF confirms any movement of a thrust

lever, engine master switch or fire push button. If the procedure requires the use of a fire extinguisher, the

discharge should be confirmed on the ECAM as the overhead panel indication may be obscured by the Fire

Push Button.

No action is taken (apart from cancelling audio warnings through the MASTER WARNING light) until:

• The appropriate flight path is established and,

• The aircraft is at least 400 ft above the runway.

A height of 400 ft is recommended because it is a good compromise between the necessary time for

stabilization and the excessive delay in procedure initiation. The PNF restates the failure, the PF confirms and

responds “ECAM actions, I have control and Communications”.

Priority must be given to the control of aircraft trajectory. Once the PF has stabilized the flight path, the PNF

confirms the failure and the PF orders ECAM actions.

The flight crew should delay the acceleration for securing the engine. An engine is considered as secured

when the ECAM actions of the procedures are performed until:

• "ENG MASTER OFF" for an engine failure without damage

• "AGENT 1 DISH" for an engine failure with damage

• Fire extinguished or "AGENT 2 DISH" for an engine fire.

Should the PF require an action from the PNF during ECAM procedures, the order "STOP ECAM" should be

used? When ready to resume ECAM procedure, the order "CONTINUE ECAM" should be used.

Note:

If the decision has been taken to delay the acceleration, the flight crew must not exceed the engine out maximum

acceleration altitude. (The engine out maximum acceleration altitude corresponds to the maximum altitude that can be

achieved with one engine out and the other engine(s) operating at takeoff thrust for a maximum of 10

5.1.3 ACCELERATION SEGMENT

At the engine-out acceleration altitude, push ALT to level off (or set V/S =0) and allow the speed to increase. If

the aircraft is being flown manually, the PF should remember that, as airspeed increases, the rudder input

needed to keep the beta target centred will reduce. Retract the flaps as normal. When the flap lever is at zero,

the beta target reverts to the normal sideslip indication.




5.1.4 FINAL TAKEOFF SEGMENT

As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set THR MCT when the LVR MCT message flashes on the FMA (triggered as the speed index reaches green dot) and resume climb using MCT. If the thrust lever are already in the FLX/MCT detent, move lever to CL and then back to MCT.

When an engine failure occurs after takeoff, noise abatement procedures are no longer a requirement. Additionally, the acceleration altitude provides a compromise between obstacle clearance and engine thrust limiting time. It allows the aircraft to be configured to Flap 0 and green dot speed, which provides the best climb gradient.

Once established on the final takeoff flight path, continue the ECAM until the STATUS is displayed. At this point, the AFTER T/O checklist should be completed, computer reset considered and OEBs consulted (if applicable). STATUS should then be reviewed.

ONE ENGINE OUT FLIGHT PATH

The one engine out flight path will be flown according to the takeoff briefing made at the gate:

• The EOSID

• The SID

• Radar vectors...

5.1.5 ENGINE FAILURE DURING INITIAL CLIMB-OUT

- Proceed as above. However, if the failure occurs above V2 maintain the SRS commanded attitude (or the

speed reached after recovery). In any case, the minimum speed must be equal to V2.

ENGINE OPERATION AT MAX T.O. THRUST IS LIMITED TO 10 MINUTES




FIGURE 5-1 ENG FAILURE AFTER V1 – CONTINUED TAKE-OFF




6 IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO

FIGURE 6-1 IMMEDIATE VMC LDG FOLLOWING ENG FAILURE ON TO




6.1 STRAIGHT IN APPROACH WITH ONE ENGINE INOPERATIVE

Refer to PRO-ABN-10 Operating Techniques – Straight-In Approach with One Engine Inoperative.

6.2 CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE

Refer to PRO-ABN-10 Operating Techniques – Circling Approach with One Engine Inoperative.




7 CREW INCAPACITATION

7.1 CREW INCAPACITATION

Incapacitation is defined as any condition affecting the physical or mental health of a crewmember during the

performance of his duties which renders him incapable of properly performing those duties. While the

remedial action which can be taken within an aircraft in the event of flight crew incapacitation varies according

to cockpit design and size, as well as to the overall crew complement of the aircraft, the general principles are

as follows:

RECOGNITION

Incapacitation falls into two categories, obvious and subtle, and of these subtle is by far the most potentially

dangerous. Early recognition of subtle incapacitation will greatly enhance the preservation of a safe and calm

operation. Aids to recognition of subtle incapacitation are:

Alertness to crewmember's mistakes

A mistake is not necessarily caused by incapacitation but it may be and, in any event, requires correction

Any unbriefed deviation from Standard Operating Procedures (SOPs)

SOPs provide a yardstick of what is accepted as normal operating practice which can be used to measure

crewmembers performance. They are not absolute but any deviation from or variation to SOPs should be pre-

briefed. If not then deviation or variation must be challenged, the deviation or variation may be entirely

justifiable but confirmation is necessary.

Compliance with the aids to recognition above allows the trigger for the 'Two Communications Rule' which

states that crewmembers shall have a very high index of suspicion of a subtle incapacitation at:

Any time a crewmember does not respond appropriately to two verbal communications or

Any time a crewmember does not respond to a verbal communication associated with a significant deviation from a standard flight profile.




7.2 COCKPIT CREW INCAPACITATION

If a cockpit crew member becomes incapacitated, the remaining crew member must call a cabin attendant as

soon as practicable. The best way to request assistance from the cabin crew, is by means of the passenger

address system :

“SENIOR TO COCKPIT” x2. The SCCM or any other cabin attendant must proceed to the cockpit

immediately.

The cabin attendant must then :

- Fasten the harnesses of the incapacitated crew member ;

- Push the seat completely aft ;

- Recline the seat back and

- Manually lock the shoulder harnesses.

It takes 2 people to remove the dead weight of an unconscious body from a seat without endangering any

controls and switches.

If it is not possible to remove the body, one cabin attendant must remain in the cockpit to take care of and

observe the incapacitated crew member.

In coordination with the SCCM :

request assistance from any medically qualified passenger.

check if a type qualified company pilot is on board to replace the incapacitated crew member[n1][n2][n3].

Declare an emergency (PAN, PAN, MEDICAL) and fully inform ATC of the situation and proceed to the nearest suitable airport at which medical assistance can be provided. Radar vectors from ATC can significantly reduce workload.

If the passengers are aware of the problem or notice the aircraft deviating from its planned route make a P.A to inform and reassure if time and duties permit.

7.3 CABIN CREW INCAPACITATION

Refer to CSPM 9.4.5.2




8 FIRE AND SMOKE DRILLS

Refer to PRO-ABN-26 Fire Protection

8.1 PED FIRE FIGHTING

8.1.1 PED FIRE IN THE CABIN

Many portable electronic devices (P .E .D.) carried on board the aircraft (e.g. smartphones, laptops, tablets),

are powered by Lithium batteries. Lithium batteries are capable of ignition and subsequent explosion due to

overheating. Overheating may be caused by shorting, rapid discharge or overcharging.

The procedure for fighting a lithium battery fire consists of two phases:

A. Extinguish the fire.

B. Cooling the remaining cells to stop thermal runway.

The following steps shall be followed by CCM in case of a P.E.D fire:

1. Put on P.B.E.

2. Relocate the passengers away from the device.

3. Use Halon to extinguish the fire.

4. Move the P.E.D away from passengers. Another CCM should locate an empty atlas box and move it near

the PED location in order to facilitate the removal of the device. In any case, the device should not be

relocated uncontained.

5. Do use water or non –combustible liquid in order to cool the device immediately after extinguishing the fire.

This will prevent additional battery cells from reaching thermal runway.

6. Repeat fire fighting if necessary.

7. Monitor to ensure the fire remains out.

WARNING

Do not cover the device or use ice to cool the device. Ice or other materials insulate the device, increasing

the likelihood that additional battery cells will reach thermal runway.




8.1.2 PED FIRE IN THE COCKPIT

When a PED fire or smoke is identified in the cockpit, the flight crew must initiate by memory, the following

procedure:

NOTE

In case of pilot incapacitation, consider Pilot incapacitation procedures OM B Chapter 3 section 7.2

MASKS ON………………………......................................................................BOTH

ESTABLISH COMMUNICATION……………………………………………………...BOTH

PRESS “EMER” CALL PUSHBUTTON……………………………………..………...PNF

PNF advises the SCCM about the nature of emergency in the cockpit and orders the initiation of the PED

Fire fighting procedure. The defective PED must be immediately removed from the cockpit and secured in

a contained box in the fwd galley. (e.g. atlas metallic box, etc.)

HAND OVER THE GLOVES TO CCM…………………………………….……….…...PNF

A pair of gloves is located in the cockpit, next to the observer‟s seat.

CONSIDER DIVERSION…………………………………………………………….….BOTH

If PED fire is uncontrolled




9 UNPRESSURISED AND PARTIALLY PRESSURISED FLIGHT

Refer to PRO-SPO-20 Flight Without Cabin Pressurization




10 OVERWEIGHT LANDING

Refer to PRO-ABN-90 Miscellaneous – Overweight Landing




11 COSMIC RADIATION

Refer to Operations Manual A, Chapter 6.




12 LIGHTING STRIKE

If Lightning strike is experienced, after Landing consult technical Department for further inspection. TLB entry

is required.




13 DISTRESS COMMUNICATIONS AND ALERTING ATC TO EMERGENCIES

ICAO procedures required

SX-DVG, SX-DVH, SX-DVI will not recover communication capability after carrying out the ECAM procedure,

in the case of ELEC DC ESS BUS FAULT. For this reason apply immediately the applicable Loss of

communication procedure. (Refer TR N 074).




14 SYSTEM FAILURE

Refer to PRO-ABN.




15 GUIDANCE FOR DIVERSION IN CASE OF SERIOUS TECHNICAL FAILURE

In case of serious technical failure use QRH and Pilots‟ judgment to determine whether a landing at the next

suitable aerodrome is justified.




16 ERRONEOUS RADIO ALTIMETER

16.1.1 TYPICAL CAUSE OF ERRONEOUS RA HEIGHT INDICATIONS

In-service experience has shown that a Radio Altimeter may provide erroneous height indications due to a

direct link between the transmitter and the receiver antennas, without ground reflection. This can be related to

causes that are either internal or external to theRA system. The internal causes may be linked to:

Water flow on the antennas, e.g. due to a defective drain valve.

Water ingress into the RA antenna installation affecting the antennas, and potentially the coaxial cables.

Carbon dirt or ice accretion on the antennas.

Degraded installation at connectors level.

The external causes may be linked to aircraft flying over:

Other aircraft, hail clouds or bright spots, i.e. terrain presenting reflectivity variations.

Runways contaminated with water or snow.

In these cases, the RA condition may not be detected by the systems, which continue to use the erroneous

RA values. A value of -6ft has been observed in a number of events.




16.1.2 OPERATIONAL CONSEQUENCES AND RECOMMENDATIONS

An erroneous RA height indication may have effects on the:

Primary Flight Displays (PFD)

Systems Displays (SD)

Warnings and callouts

Auto Flight System mode changes

Aircraft protections, such as the unavailability of the High Angle of Attack Auto Pilot disconnection.

During all phases of flight, the flight crew must monitor and crosscheck all primary flight parameters and FMA

indications.

During ILS (or MLS, GLS) approach with AP engaged, in the event of an unexpected THR IDLE and FLARE

modes engagement, the flight crew must immediately react as follows:

• Immediately perform an automatic Go Around (thrust levers set in TOGA),

Or

• Immediately disconnect the AP, then continue the landing using raw data or visual references (FDs set to

OFF) or perform a manual Go Around with thrust levers set to TOGA (significant longitudinal sidestick input

may be required).

The Flight crews must report any of the erroneous indication symptoms in the aircraft technical logbook, in

order to ensure no dispatch with an erroneous RA.




17 TCAS

CONFLICT RESOLUTION PRINCIPLES

- Traffic Advisory (TA)

If an intruder represents a potential collision threat, a visual and aural Traffic Advisory will be given. This

advisory helps the crew to visually situate the intruder in the navigation display. It also prepares the crew for

a possible Resolution Advisory. However, not every RA is preceded by a TA.

- Resolution Advisory (RA)

If the intruder is considered to be a real collision threat, an aural and visual Resolution Advisory is given.

TCAS determines the optimum vertical maneuver that ensures effective separation, with a minimum change

in vertical speed.

Depending on each situation, TCAS generates a :

Preventive Advisory (i.e. the actual vertical speed may be maintained). It displays the vertical speed

range to be avoided.

Corrective Advisory i.e. the actual vertical speed is within the range to be avoided and a recommended

vertical speed (fly to) range is displayed.

Modified Corrective Advisory, which changes already displayed RA (i.e if the intruder changes their

vertical speed).

OPERATIONAL RECOMMENDATIONS

Avoidance generalities:

Always follow the RAs orders, even if they lead to cross the altitude of the intruders, as they ensure the best

global separation. All flight crews must follow a TCAS RA guidance even if it conflicts with ATC

instructions.

CAUTION

If a pilot does not follow a RA, he should be aware that the intruder may be TCAS equipped and

may be maneuvering toward his aircraft in response to a coordinated RA. This could compromise

safe separation.

If the assigned altitude / flight level is being approached with high rate and near-by traffic exists,1000 ft before

reaching the assigned altitude / flight level select V/S 1000 ft/min to avoid nuisance TCAS cautions and

warnings

Select TA only mode in the following cases:

- Engine failure

- Dispatch with landing gear down (if applicable)

- In case of known nearby traffic which is in visual contact.




- At particular airports and during particular procedures identified by an operator as having a significant

potential for unwanted a inappropriate RAs (closely spaced parallel runways, converging runways, low

terrain along the final approach...)

17.1.1 RT PHRASEOLOGY FOR NOTIFYING RAS

ACAS/TCAS equipment reacts to transponders of other aircraft in the vicinity to determine whether or not

there is a potential confliction. The warning (Traffic Advisory), based on the time to an assumed collision

enables the pilot to identify the conflicting traffic, and if necessary, take avoiding action (Resolution Advisory).

In the European airspace, this equipment is mainly referred to as „TCAS‟.

Crews shall report TCAS manoeuvres. Standard RT phraseology for notifying RAs has been agreed

internationally and recommended for adoption by ICAO. The agreed RT phraseology is reproduced below :

Examples:

EVENT PHRASEOLOGY

CREW ATC

TCAS RA “AEE001 TCAS RA” “AEE001, Roger”

CLEAR OF

CONFLICT

“AEE001, Clear of conflict, returning to

(assigned clearance)”

“AEE001, Roger”

Controllers may issue a revised clearance at this point.

The pilot shall report a TCAS manoeuvre even if it was not possible to notify the Controller that an Resolution

Advisory had occurred.

EVENT PHRASEOLOGY

CREW ATC

CLEAR OF

CONFLICT



Or

“AEE001, Clear of conflict, (assigned

clearance) resumed”

“AEE001, Roger”

“AEE001, Roger”

Controllers may issue a revised clearance at this point.




Crews shall report that they are unable to comply with a clearance as a result of a TCAS alert.

EVENT PHRASEOLOGY

CREW ATC

ATC Clearance

or instruction

contradictory to

the TCAS RA

received

“AEE001, Unable, TCAS RA” “AEE001, Roger”

In these circumstances the crew shall report when clear of the TCAS conflict.

CLEAR OF

CONFLICT



Or

“AEE001, Clear of conflict, (assigned

clearance) resumed”

“AEE001, Roger”

“AEE001, Roger”

17.1.2 TCAS ALERT – TASK SHARING

EVENT PF PNF

TCAS ALERT (TA) “TCAS, I HAVE CONTROL”

Select Map and reduce to 10 NM range on the ND

If TCAS RA

“FDs OFF”

Disconnect the AP and fly the commanded

trajectory

Set FDs OFF

Inform ATC

CLEAR OF CONFLICT

Resume assigned FL / Altitude

Return to “TO WPT” , or

Follow ATC instructions

Restore desired automation level

Inform ATC




18 OPERATIONS IN WINDSHEAR OR DOWNBURST CONDITIONS

Refer to PRO-SUP-91-20 Operations in Windshear or Downburst

19 LOSS OF BRAKING

LOSS OF BRAKING, ANTI SKID OFF .................... ANNOUNCE PF

NWS/ANTI-SKID SWITCH ..................................................... OFF PNF

Memory items, proceed as per QRH 1.13 / FCOM 03.02.32 page 11, Loss of braking EMER PROC.




20 EMERGENCY DESCENT

The emergency descent should only be initiated upon positive confirmation that cabin altitude and rate of climb is excessive and uncontrollable. This procedure shall be carried out by the crew from memory. Refer to QRH ABN-80 Miscellaneous - EMER Descent for immediate actions.

Inform cabin crew through the PA, declare emergency, normally ATC will give appropriate clearance.

The use of AP and auto thrust is strongly recommended for an emergency descent. The FCU selections for

an emergency descent progress from right to left, i.e. ALT, HDG, SPD.

At high flight levels, the speed brake should be extended slowly while monitoring VLS to avoid the activation

of angle of attack protection (VLS will increase significantly). This would cause the speed brakes to retract and

may also result in AP disconnection. In this case allow the speed to increase before starting to use

speedbrakes. Use of EXPED DES mode is allowed.

If structural damage is suspected, caution must be used when using speed brakes to avoid further airframe

stress. When the aircraft is established in the descent, the PF (CM1) should request the ECAM actions if any

or QRH 1.25 EMER DESCENT paper checklist.

The passenger oxygen MASK MAN ON pb should be pressed only when it is clear that cabin altitude will

exceed 14 000 ft. Contact the cabin crew to confirm that the passenger oxygen masks are released.

When in idle thrust, high speed and speed brake extended, the rate of descent is approximately 7000 ft/min.

To descend from FL 390 to FL 100, it takes approximately 4 min and 40 nm.

Landing gear may be extended below 25000 feet. In such case, speed must be reduced to VLO / VLE.

Be aware about MSA of the area. Ask ATC for MSA or if unable to make contact, read flight log which has

MEA entry for each waypoint of the filed routing.

After taking off the emergency mask following an emergency descent, the crew shall close the mask box and

reset the control slide in order to deactivate the mask microphone, and announce through the PA

“EMERGENCY DESCENT FINISHED” and inform ATC accordingly.




EMERGENCY DESCENT – ACTIONS FLOWS

- ALT and HDG according to ATC / MORA

- SPD according to structural damages




EMERGENCY DESCENT – TASK SHARING

EVENT CM1 CM2

CABIN ALTITUDE AND RATE OF

CLIMB IS EXCESSIVE AND

UNCONTROLLABLE

MASK ON

WHEN MASKS ON ESTABLISH COMMUNICATION

PRESS ACP 1 PA PB “EMERGENCY DESCENT” X 2

SIGNS ON

EMERGENCY DESCENT

INITIATE

TURN ALT SELECTOR KNOB AND

PULL

TURN HDG SELECTOR KNOB AND

PULL (1)

ADJUST THE TARGET SPD / MACH

CHECK FMA

THR LEVERS IDLE (IF NO A/THR)

SPD BRK FULL

CONFIRM COMMENCEMENT OF THE DESCENT (FMA, OPEN DES)

REFINE FCU SETTINGS ENG MODE SEL IGNITION

TCAS SELECT BELOW

DECLARE EMERGENCY

“MAYDAY MAYDAY MAYDAY” (2)

GET TRAFFIC INFO

IF IT IS CLEAR THAT CAB ALT

WILL EXCEED, OR ALREADY

EXCEEDED 14000‟

PAX MASKS ON

INFORM CM1 ABOUT MSA

DURING DESCENT “ECAM ACTION” OR EMER DESC

C/L QRH

FL100 OR MSA SPEED MANAGED, SPEED BRAKE

RETRACT WHEN ALT* ENGAGES

If above FL100 Keep OXY masks ON

WHEN EMERGENCY DESCENT

FINISHED.

PRESS ACP 1 PA PB

6 ANNOUNCE

“EMERGENCY DESCENT FINISHED”

X 2

Contact Cabin Crew

(1) Turn to the side with the less traffic displayed on the ND.

(2) In heavy congested areas, CM2 should contact ATC for the emergency descent as soon as possible.

6 “EMERGENCY DESCENT FINISHED x 2, Cabin Crew continue use oxygen ” if due to obstacles airplane must remain above 10000 ft.

Inform CCMs as soon as they can stop using oxygen.




21 EMERGENCY LANDING – DITCHING

21.1 GENERAL

Transmit Mayday, establish position, course, speed, altitude, situation, intention, time and position of intended

touchdown, and type of aircraft using existing air to ground frequency. Set transponder code 7700 and if

practical, determine the course to the nearest ship or landfall.

Alert the crew and passengers to prepare for emergency landing, ditching. Put on life vests shoulder harness,

and seat belts. Do not inflate life vests until after exiting the aeroplane.

Confer with cabin personnel either by interphone or by personally reporting to the flight deck to assure

passenger cabin preparations for emergency landing, ditching are complete.

Transmit final position. Extend flaps FULL or appropriate landing flaps for the existing condition.

For Emergency Landing / Ditching use Pilot judgment and all available information. Refer to QRH and OM-B

chapter11.




21.2 CREW COORDINATION DURING EMERGENCY LANDING-DITCHING

CM 1 assumes command if is not the pilot flying.

Phase Of Flight CM 1 CM 2

Emergency Landing

or

Ditching required

„Time Available‟

Advice SCCM the amount of

time available.

Advice ATC with the following:

Aeroplane‟s Position.

Course.

Flight Level.

True Airspeed.

Time and position of intended

touch down.

Set code 7700 on transponder.

Stow all loose items in the Flight

Deck.

Command

„Forced Landing paper

checklist’

or

„Ditching paper checklist ’

Read QRH Forced Landing

or

QRH Ditching checklist.

Advise „Emergency Landing or

Ditching checklist completed’

21.3 TIME NOT AVAILABLE

The PNF will inform ATC declaring Emergency.

The PNF will warn on PA „Brace Brace Emergency Landing or Ditching‟.

NOTE

The aeroplane might be uncontrollable after the first impact or abrupt change in direction and / or

other impacts may occur.

21.4 EMERGENCY LANDING/DITCHING IN FLIGHT CRITICAL PHASES

The PNF will warn on PA “Cabin crew Emergency landing / Ditching” if 3 min after T/O.

The PNF will warn on PA “Cabin crew Emergency landing / Ditching” if 8 min before landing.




22 HIJACK

Refer to OM part A section 10




23 BOMB ON BOARD

Refer to PRO-ABN-80 Miscellaneous Bomb On Board

AEGEAN


Chapter 04 – Performance

Revision 15




Chapter 04 - Performance


1 TABLE OF CONTENTS


2 REGULATIONS - 4 -

3 INTRODUCTION - 4 -

4 AUTOMATION AND THE LPC - 4 -

5 TAKEOFF – GENERAL - 5 -

5.1 RUNWAY LENGTH REQUIREMENTS - 5 -

5.2 CLIMB GRADIENT REQUIREMENTS - 5 -

5.3 OBSTACLE CLEARANCE REQUIREMENTS - 6 -

5.4 ENGINE FAILURE PROCEDURES (ENG FAIL) - 6 -

5.5 TYRE SPEED AND BRAKE ENERGY - 7 -

5.6 LPC OPTIMIZATION PHILOSOPHY - 8 -

6 TAKEOFF – DRY AND WET - 9 -

6.1 DEFINITIONS - 9 -

6.2 REJECTED TAKEOFF - 9 -

6.3 TAKEOFF FLIGHT PATH - 9 -

6.4 LPC RUNWAY CONDITION DETERMINATOR - 10 -

6.5 TAKEOFF – FLEXIBLE REDUCED THRUST - 11 -

7 TAKEOFF – CONTAMINATED - 12 -

7.1 GENERAL - 12 -

7.2 DEFINITIONS - 12 -

7.3 STANDING WATER/SLUSH TAKEOFF PERFORMANCE - 13 -

7.4 COMPACTED SNOW - 13 -

7.5 TAKEOFF FLIGHT PATH - 13 -

7.6 REJECTED TAKEOFF - 13 -

7.7 LPC RUNWAY CONDITION DETERMINATOR - 14 -

7.8 BRAKING ACTION - 15 -

7.9 LIMITATIONS – CONTAMINATED TAKEOFF - 15 -

8 NARROW RUNWAY OPERATIONS - 16 -

9 LPC TAKEOFF INPUT/OUTPUT POLICY AND GUIDELINES - 17 -




9.1 AIRPORT/RWY <F2> KEY - 17 -

9.2 MODIFY RWY <ALT-F2> KEY - 17 -

9.3 CONDITIONS <F3> KEY - 17 -

9.4 INOP ITEM <F5> KEY - 18 -

9.5 COMPUTATION <F7> KEY AND RESULTS - 19 -

9.6 REMINDER <F9> - 19 -

9.7 DETAILED RESULTS <F10> - 20 -

10 EN-ROUTE - 21 -

11 LANDING PERFORMANCE - 22 -

11.1 GENERAL - 22 -

11.2 LPC LANDING INPUT/OUTPUT POLICY AND GUIDELINES - 23 -




2 REGULATIONS

The performance information that is contained within this section of the Operations Manual is in compliance

with the appropriate Certification Specifications for Large Aeroplanes and in compliance with the appropriate

operating requirements specified for Commercial Transportation by Aeroplanes in Performance Class A, as

detailed by the Regulatory Authority.

3 INTRODUCTION

Single point performance calculations are carried out through the Less Paper Cockpit

(LPC) Takeoff and Landing modules.

The LPC uses the OCTOPUS (Operational and Certified Takeoff and Landing Performance Universal

Software) program. The OCTOPUS software and the specific approved aircraft databases are certified for the

relevant performance calculations.

The results provided by the LPC Takeoff and Landing modules must be used in conjunction with the gross

weight, operational and environmental limitations given in the LIMITATIONS chapter of the FCOM.

The performance and speeds of the lowest weight at which the LPC Takeoff and Landing modules are able to

give results, can be considered as valid from this weight down to the certified minimum weight.

Additional performance data not included in the LPC can be found in the FCOM and in the QRH.

4 AUTOMATION AND THE LPC

The LPC performance modules provide optimized and accurate results, and in much quicker time, than paper

tables or graphs. This is particularly the case when faced with abnormal conditions of runway state and

aeroplane configuration. Compared with paper, the risk of calculation errors with the LPC is generally greatly

reduced.

The consistency of various input parameters is checked by the system, but it cannot detect all errors. Guard

against erroneous input errors, as these are unlikely to be detected by the software. Input errors will lead to

output errors, with their associated risk. A careful check of the consistency of the results by the Flight Crew is

very important. With single point performance calculations there is no visibility of the performance trend, so

anomalous results may not appear out of place.

Consider using the input fields of the LPC as you would a checklist. If you have been distracted during the

input sequence to a performance calculation consider starting from the beginning once again. Take particular

care when specific input parameters have changed due to rapidly changing ambient conditions, or airport/ATC

environment e.g. late offer of intersection departure or different departure runway.

Take particular care when Modify RWY <Alt-F2> or INOP ITEM <F5> have been used to make modifications

to the runway or aeroplane configuration, and that they are applied correctly or indeed removed if appropriate.

This is particularly the case when the Inop Item Selection has been sent directly from the MEL.

Guard against distraction when calculating LPC performance, particularly when under time pressure.




There is a certain degree of integration in the LPC with both the Weight and Balance module and the MEL.

Ensure that previously entered data in these modules has not been populated in error for the calculation you

are intending to perform.

Use the detailed results <F10> to increase your awareness of the specific parameters of the performance

calculation.

Recheck the outputs using logical check patterns e.g. Takeoff weight versus runway length, Speeds

consistent with the actual takeoff weight, etc.

5 TAKEOFF – GENERAL

The maximum allowable takeoff weight is the lowest of the weights permitted by the requirements below and

the Aeroplane Flight Manual (AFM) limited Maximum Takeoff Weight (MTOW).

The regulations relating to takeoff performance consist of separate requirements for:

Runway length.

Climb gradients.

Obstacle clearance.

Tyre speed.

Brake energy.

5.1 RUNWAY LENGTH REQUIREMENTS

The takeoff distance, takeoff run and accelerate-stop distance required vary with aerodrome pressure altitude,

ambient temperature, aeroplane weight, takeoff configuration, wind, runway slope and engine bleed

configurations. In addition to these, the selected V1, VR and V2 speeds affect the above.

In all cases, to ensure compliance with the relevant requirements the actual runway length requirements must

not exceed their respective available distances.

The distance required to align the aeroplane on the runway prior to takeoff is a function of aeroplane geometry

and taxiway configuration for a particular takeoff position. This distance used is taken into account in takeoff

calculations.

5.2 CLIMB GRADIENT REQUIREMENTS

Minimum required gradients are specified for each segment in the takeoff flight path. For the Airbus family the

significant ones are:

Second Segment 2.4% Gross

Final Segment 1.2% Gross




5.3 OBSTACLE CLEARANCE REQUIREMENTS

TAKEOFF FLIGHT PATH

Obstacle clearance is established by means of the Net Takeoff Flight Path. This is considered to begin at 35

feet above the end of the takeoff distance. The Net Takeoff Flight path must clear all obstacles by a vertical

distance of at least 35 feet or by a horizontal distance of at least 90 meters plus 0·125 x D, where D is the

horizontal distance the aeroplane has travelled from the end of the takeoff distance available. If the intended

flight path does not require track changes of more than 15°, obstacles which have a lateral distance greater

than 600 m need not be considered, for flights under all other conditions obstacles which have a lateral

distance greater than 900m need not be considered.

The Net Takeoff Flight Path is the actual (i.e. gross) flight path reduced by a specific gradient decrement. This

is 0.8% for two engine aeroplanes.

5.4 ENGINE FAILURE PROCEDURES (ENG FAIL)

GENERAL

ENG FAIL procedures have been developed for every departure runway to ensure obstacle clearance for the

takeoff flight path, and then provide a safe route to a suitable holding position, in the vicinity of the aerodrome,

in which the aeroplane can climb to an altitude that complies with the en-route obstacle clearance

requirements, or enables a landing at either the aerodrome of departure or at a takeoff alternate aerodrome.

The procedures are calculated for an engine failure that takes place at the most critical part of the takeoff i.e.

V1.

ENG FAIL procedures are generally constructed to maximize available takeoff weight. ATC considerations

may not have been taken into account and ATC are unlikely to know the engine failure procedure. As soon as

possible, following engine failure, advise ATC of intentions.

Please note that wind is not taken into account in determining the ENG FAIL procedure path, consequently

Flight Crews must ensure that they track the procedure accurately.

ACCELERATION ALTITUDE

The standard minimum acceleration altitude of 1500 feet above aerodrome level will be used in the calculation

of the takeoff flight path. This will be increased if necessary, due to the terrain/obstacle situation in the vicinity

of the aerodrome. In this case the ENG OUT and normal THR RED altitude in the FMGS must be amended to

the LPC value.

The acceleration altitude is a minimum; acceleration should not be commenced before the engine is secure.

In addition, the takeoff thrust time limitation is considered in calculation of the Net Takeoff Flight Path. This is

currently restricted to 10 minutes for all Airbus aeroplanes and effectively determines a maximum acceleration

altitude. This is available in Detailed Results <F10>.




ENGINE FAILURE HOLDING PATTERNS (ENG FAIL HPs)

ENG FAIL HPs will generally based upon a navaid unless the initial ENG FAIL procedure is over the sea,

when the ENG FAIL HP will be based upon a navaid fix (VOR/DME) that will allow the aeroplane to hold over

the sea without the requirement to turn back over terrain. ENG FAIL HPs may or may not be a published hold

due to obstacle clearance requirements, but no minimum altitudes will be published. ENG FAIL HPs are

based on same navigational criteria as officially published HPs. Obstacle clearance is provided for maximum

operating speeds for the specific aircraft type.

STANDARD ENGINE FAILURE PROCEDURES (STD)

Where the obstacle situation allows, standard engine failure procedures will be constructed. These will follow

the runway heading before turning towards a suitable holding pattern at 1500 ft AAL.

The standard procedure is to:

Climb on runway track;

Maintain V2 speed until clean up. If the engine fails at a higher speed, maintain the IAS obtained at the time of the engine fail. However do not exceed V2 + 20.

At 1500 ft AAL or the published acceleration altitude, push to level off, initiate acceleration and retract flaps on schedule;

Turn in the specified direction towards the ENG FAIL HP.

The procedure is designed such that acceleration is allowed to be completed before commencing the turn.

Example: STD. At 1700 turn left to XXX HP.

PRESENTATION

Depending on the complexity of the ENG FAIL procedure the procedure may be presented to the Flight Crew

by a combination of the following:

ENG FAIL procedure text description in the LPC Takeoff module.

An EOSID can be reviewed on the MCDU and ND by selecting the SEC F-PLN with a return to the departure or diversion to a suitable departure alternate.

5.5 TYRE SPEED AND BRAKE ENERGY

These limitations ensure that the maximum tire speed is not exceeded during the takeoff and that the

limitations of the brake system are not exceeded in the event of a rejected takeoff. When a takeoff is aborted,

brakes must absorb and dissipate the heat corresponding to the aircraft's kinetic energy at the decision point.




5.6 LPC OPTIMIZATION PHILOSOPHY

The purpose of the LPC Takeoff module is to calculate the maximum takeoff weight for a given runway, taking

all the regulatory requirements and ambient conditions into account, as determined by the aeroplane's general

characteristics, aerodynamics and engine performance. In order to achieve this it allows a full and dynamic

optimization of all available parameters as detailed below:

V1/VR RATIO

V1 and VR speeds are optimized based upon the available runway declared distances and ambient

conditions. In certain circumstances a range of valid V1 speeds may exist. In this instance the mean V1 is

selected by the LPC takeoff module, providing performance margins on both the accelerate-stop and the

accelerate-go cases.

V2/VS RATIO

When excess takeoff distance is available the V2 speed may be increased to achieve an improved second

segment climb gradient. V1 and VR speeds are also increased to maintain consistent performance

relationships. This enables an increase in second segment climb limited takeoff weights and in some cases an

increase in the obstacle limited takeoff weights (depending on the location of the obstacle). The takeoff may

consequently become field length limited. Increased V speeds reduce the tire speed and brake energy limited

takeoff weights, which may as a consequence become limiting.

TAKEOFF CONFIGURATION

CONF 1+F is the standard take-off configuration, however, all takeoff configurations are approved for

operational use and, should takeoff weight be an issue, Flight Crew should perform a calculation with the

optimum configuration (OPT CONF).

OPTIMISATION MODES

First principle method

It is based on classical equation resolution and is the standard mode for Aegean. It is the most accurate

method but the longest. The computations are made by integration of equations.




6 TAKEOFF – DRY AND WET

6.1 DEFINITIONS

DRY

A dry runway is a runway that is neither wet nor contaminated.

DAMP

A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny

appearance. For performance purposes a damp runway may be considered to be dry.

WET

A runway is considered wet when the runway surface is covered with 3 mm or less of water, or equivalent of

slush or loose snow or when there is sufficient moisture on the runway surface to cause it to appear reflective,

but without significant areas of standing water.

6.2 REJECTED TAKEOFF

DRY

No credit for reverse thrust is included in the rejected takeoff case.

WET

The use of maximum reverse thrust on the operative engine is assumed in the rejected takeoff case.

6.3 TAKEOFF FLIGHT PATH

WET

The engine failure takeoff performance for a wet runway is based on a screen height of 15 feet above the end

of the takeoff distance. When taking off on a wet runway and an engine fails at or close to V1, the aeroplane

may, initially be as much as 20 feet below the Net Takeoff Flight Path and consequently may clear close in

obstacles by only 15 feet.




6.4 LPC RUNWAY CONDITION DETERMINATOR

LPC

Runway

Condition

Actual Runway Conditions

(Type of Contamination and actual depth)

Damp Wet Standing

Water Slush Wet Snow Dry Snow

Compacted

Snow

Dry X

Wet X ≤ 3mm ≤ 3mm ≤ 4mm ≤ 15mm

NOTES:

1. If Air Traffic Control reports the presence of water on the runway using the terms “water patches” or “flooded”, contaminated performance information should be used i.e. standing water.

2. Where contamination exists in critical portions of the takeoff run (e.g. rotation and lift-off area, stop area), consideration should be given by the Flight Crew to applying more restrictive performance calculations i.e. contaminated instead of wet. See Section 4.6, “Takeoff - Contaminated”




6.5 TAKEOFF – FLEXIBLE REDUCED THRUST

GENERAL

Reduction of the takeoff thrust improves engine reliability, aircraft dispatch reliability and reduces engine-

operating costs. This is achieved by lowering turbine operating temperatures, which increases engine hot

section life.

Even small reductions in takeoff thrust can produce significant economic benefits. It is Aegean policy to use

this method whenever possible.

Often the aeroplane will be able to takeoff at much heavier weights than actually required or conversely, be

able to takeoff at the required weight at much higher temperatures than the current ambient temperature. In

this situation use of reduced takeoff thrust is possible, as approved by a Regulatory Authority, as detailed in

the AFM, by determining a higher flexible temperature.

This method of reducing thrust is approved provided that the availability of full takeoff thrust is periodically

verified. This is monitored on a monthly basis through routine engineering reporting functions.

This method of reducing thrust is approved provided that all applicable performance requirements are met and

the maximum allowable reduction in thrust is 25% of the rated thrust.

This method is conservative in nature providing additional performance margins in both accelerate-stop and

accelerate-go conditions, primarily due to the lower TAS at the ambient temperature than assumed at the Flex

temperature in the takeoff calculation.

LPC OPTIMIZATION

The LPC generates a performance solution that maximizes the flex temperature.

LIMITATIONS - ASSUMED TEMPERATURE

Assumed Temperature Takeoff is prohibited when:

The runway is contaminated.

Dispatch is planned with the landing gear extended.




7 TAKEOFF – CONTAMINATED

7.1 GENERAL

The information relating to takeoff on contaminated runways is guidance information and as such is advisory

in nature. Engine failure is accounted for on contaminated runway performance. This material represents the

best available information on operations on contaminated runways.

CAUTION:

Operation on contaminated runways implies uncertainties with regard to runway friction and

contaminant drag and consequently aeroplane acceleration, braking performance and directional

control (particularly in crosswinds or when using reverse thrust). In the case of a contaminated

runway, the first option for the Flight Crew is to wait until the runway is cleared. If this is impractical,

they may consider a takeoff, provided they have made the appropriate selection in the LPC takeoff

module any further safety measures they consider justified under the prevailing conditions.

Crew should consider any weather changes since the last runway surface condition report, paying particular

attention to the effects of precipitation and temperature.

7.2 DEFINITIONS

A runway is considered to be contaminated when more than 25% of the runway surface area (whether in

isolated areas or not) within the required length and width being used is covered by:

More than 3 mm of surface water, or by slush or loose snow equivalent to more than 3 mm of water.

Compacted snow.

– Compacted snow is snow, which has been compressed into a solid mass, which resists further compression, and will hold together or break in to lumps if picked up.

Ice, including wet ice

SLUSH

Water saturated with snow which spatters when stepping firmly on it. It is encountered at temperatures around

5º C and its density is approximately 0.85 kg/ litre.

DRY SNOW

A condition where snow can be blown if loose, or if compacted by hand, will fall apart again upon release. Its

density is approximately 0.2 kg/litre.

WET SNOW

A condition where, if compacted by hand, snow will stick together and tend to form a snowball. Its density is

approximately 0.4 kg/litre.




ICY

A condition where the friction coefficient is 0.05 or below

7.3 STANDING WATER/SLUSH TAKEOFF PERFORMANCE

Performance data for takeoff on runways contaminated with standing water, slush and snow include

accountability for the following:

• Acceleration

Contaminant drag in the form of displacement (by nose and main wheels) and impingement (on the aircraft

structure) as a function of ground speed and includes the reduction in friction as a result of aquaplaning.

• Deceleration

Contaminant drag in the form of displacement (by nose and main wheels) and impingement (on the aircraft

structure) as a function of ground speed Reduced wheel braking on the contaminated runway including

negligible wheel braking above the aquaplaning speed

7.4 COMPACTED SNOW

Performance data for takeoff on slippery runways i.e. those with no measurable depth of contaminant,

including compacted snow and ice covered runways include accountability for:

• Acceleration

Normal acceleration, no additional drag due to runway state

• Deceleration

Reduced aeroplane tire to ground friction at predetermined levels

7.5 TAKEOFF FLIGHT PATH

The criteria used for calculation of the takeoff flight path are identical to those used on a wet runway. The

engine failure takeoff performance on a contaminated runway is based on a screen height of 15 feet above

the end of the takeoff distance. When taking off on a contaminated runway and an engine fails at or close to

V1, the aeroplane may, initially be as much as 20 feet below the Net Takeoff Flight Path and consequently

may clear close in obstacles by only 15 feet.

7.6 REJECTED TAKEOFF

The use of maximum reverse thrust on the operative engine is assumed in the rejected takeoff case.




7.7 LPC RUNWAY CONDITION DETERMINATOR

LPC Runway

Condition

Actual Runway Conditions

(Type of Contamination and actual depth)

Damp Wet Standing Water Slush Wet Snow Dry Snow Compacted

Snow

Dry X

Wet X ≤ 3mm ≤ 3mm ≤ 4mm ≤ 15mm

Water ¼”

(6.3mm) ≤ 6.3mm

Water ½”

(12.7mm) ≤ 12.7mm

Slush ¼”

(6.3mm) ≤ 6.3mm ≤ 12.7mm ≤ 50.8mm

Slush ½”

(12.7mm) ≤ 12.7mm ≤ 25.4mm ≤ 101.6mm

Compacted

Snow X

NOTES:

1. If Air Traffic Control report the presence of water on the runway using the terms “water patches” or “flooded”, contaminated performance information should be used i.e. standing water.

2. Where contamination exists in critical portions of the takeoff run (e.g. rotation and lift-off area, stop area), consideration should be given by the Flight Crew to applying more restrictive performance calculations i.e. contaminated instead of wet. See Section 4.6, “Takeoff - Contaminated”.

3. Runways contaminated with compacted snow or ice, have no measurable depth of contaminant.

4. For contaminated takeoff calculations water represents the worst case due to its high specific gravity, deriving the lowest hydroplaning speeds and the most significant drag penalties.




7.8 BRAKING ACTION

The reporting of braking action is not consistent across all European countries. Braking action reports will not

be passed by ATC on runways contaminated with standing water, slush or snow (wet or dry) due to limitations

in friction measuring devices (they may give unacceptably erroneous readings in these conditions). Braking

action “unreliable” may be reported via MOTNE or SNOWTAM in these circumstances. If a measured Friction

Coefficient (FC) is reported instead, the following table must be used to determine the applicable Braking

Action (BA). With braking action UNRELIABLE, the braking action may range between GOOD and POOR.

The above table is only to be used in determining the crosswind limits in the applicable conditions.

7.9 LIMITATIONS – CONTAMINATED TAKEOFF

GENERAL

Do:

• Takeoff with full rated thrust.

Do Not:

– Takeoff with contaminant depths exceeding 12.6 mm of standing water or slush, 25.3 mm of wet snow, or 101.5 mm of dry snow.

– Takeoff with a layer of contaminant on top of either a compacted snow or ice covered runway.

Consider:

– Using the full available length of the runway, unless there are significant ground handling concerns e.g. a requirement for a 180° turn, or holdover considerations. This will provide enhanced margins for accelerate-stop and accelerate-go.

– Whether appropriate visual guidance is available from runway edge and/or centerline, markings and/or lighting.

– Performance margins when tankering fuel for economic reasons.




8 NARROW RUNWAY OPERATIONS

GENERAL

Operations on runway widths less than 45 m are certified and approved for operational use.

LIMITATIONS

The minimum runway width permissible is 30 m. The dispatch from/to narrow runways is not allowed in case

of:

– nosewheel steering inoperative

– one brake or more inoperative.

Autoland is not permitted.

PERFORMANCE

The performance on narrow runways requires an increase in VMCG to improve controllability in the event of

an engine failure. The appropriate increments are incorporated automatically in the LPC takeoff module from

runway width data stored in the aerodrome and obstacle database.




9 LPC TAKEOFF INPUT/OUTPUT POLICY AND GUIDELINES

The LPC Takeoff module is accessed directly from the LPC FOVE interface. The purpose of this section is to

provide to the LPC trained flight crew, the Aegean Airlines policy on the input and output of the LPC Takeoff

module.

9.1 AIRPORT/RWY <F2> KEY

Airports listed by ICAO (4 letter code)

Typing the first character of the airport and pressing ENTER will list all airport codes starting with this letter.

Runways and runway intersections are listed in ascending numerical and alphabetical order. For intersection

takeoff positions, the intersection name is added next to the runway designator without any space.

Temporary RWY data having an effect on runway length and/or obstacle(s) will now also have the suffix

“TMP” instead of “T” as previously. This is to avoid confusion with intersections named “T”. Ensure that the

appropriate declared distances are correct in line with any appropriate NOTAM.

9.2 MODIFY RWY <ALT-F2> KEY

Use this panel in case of temporary runway length restriction or temporary obstacles as per NOTAM.

Take care to correctly identify the location of any runway shortening. If ambiguity exists within a NOTAM seek

clarification from ATC.

9.3 CONDITIONS <F3> KEY

Wind (° / kt)

During variable wind conditions, a wind component may be entered directly (Headwind - positive value). The

cross wind component is directly calculated and if the cross-wind component exceeds the applicable

maximum value, a warning message will be displayed if the user attempts a COMPUTATION <F7>.

OAT increase will decrease the performance limited takeoff weight. The OAT has no influence on FLEX

takeoff performance.

TOW (kg)

In order to calculate the Regulated Takeoff Weight (RTOW) select the maximum structural TOW by entering

an asterisk (*) in the field. When the weight and balance module has calculated a TOW, it will be automatically

propagated in the TOW field. The TOW may be adjusted as required (LMC, CDL).




CONF

CONF 1+F should be selected for routine operations on dry runways.

OPT can be selected where conditions dictate.

CONF3 should only be selected in performance limiting conditions or operations from contaminated runways

where minimum time on the runway is desirable.

NOTE:

Whenever performance is limiting consider Optimum Configuration; CONF 2 is preferable to CONF 3 as the

takeoff run is only marginally increased from the CONF 3 distance but the second segment climb capability is

improved. The MEL may specify a CONF to be used e.g. ADR Inoperative prohibits CONF 1+F.

Air Conditioning

Aegean Airlines policy is to select Air Conditioning ON for all takeoffs

Anti ice

“Engine only” or “Engine and Wing” shall be selected for takeoff performance calculation if their use is planned

at or below the one engine out acceleration altitude.

Runway Condition

See Section 4.5.4, “LPC Runway Condition Determinator”.

Default CG (A320 Only)

Performance advantage for an aft Centre of Gravity can be obtained by selection of the >27 MAC setting. A

manual count LPC Weight and Balance module calculation must have been made to enable this.

9.4 INOP ITEM <F5> KEY

Normally the selection of inoperative items should be done in MEL LPC module via the FOVE basket. When

the FOVE basket is used, the inoperative item(s) will be selected automatically in the takeoff and landing

modules as applicable.

When the LPC takeoff module is launched, confirmation of inoperative items selection via the FOVE basket in

the INOP ITEM window is required. However it is acceptable to select inoperative items directly in the takeoff

module as applicable in aircraft technical log provided all other operational and maintenance procedures

requirements are fulfilled.

The “Thrust reverse credit” inoperative item selection is only displayed in red when a runway condition other

than DRY is selected (If the runway is DRY and the reverse credit inop has been selected, it is shown in blue).




9.5 COMPUTATION <F7> KEY AND RESULTS

The RESULTS panel displays:

Perf. Limit Weight (kg)

This weight may be well above the maximum certified TOW. It represents the limit weight (based on TOGA

thrust) above which performance regulatory requirements can not be fulfilled. It provides information on the

takeoff performance margin.

OPT CONF

The calculated optimum configuration is displayed.

TOGA thrust calculation with corresponding speeds is provided for the OAT.

As applicable, a FLEX thrust calculation is provided with corresponding speeds. Only the maximum available

FLEX calculation is displayed and selected by default.

Results

The calculation results in two Limitation Codes from the list below

– TOW - limited by Takeoff weight

– RWY0 - limited by TOD 2 engines operative (0 engine inoperative)

– RWY1 - limited by TOD 1 engine inoperative

– VMCG - limited by minimum control speed ground

– BRK - limited by brake energy

– TIRE - limited by Tire speed

– 2SEG - limited by takeoff 2nd segment (resp. 1SEG or 3SEG)

– VMU - limited by Minimum Unstick speed

– OBS - limited by Obstacles

Minimum Engine Out acceleration altitude is displayed. It can be rounded UP to the nearest one hundred feet

at flight crew discretion.

9.6 REMINDER <F9>

The takeoff reminder displays the computation results in a format identical to the FMGS PERF TAKEOFF

page and shall be used as a cross reference for the FMGS data insertion. When the takeoff reminder is

displayed, the input parameters are still visible which facilitates the check of the performance calculation by

the other crew member.

NOTE:

The takeoff reminder provides the possibility to save the computation in a separate text file. It is not an

Aegean Airlines procedure to save computation data.




9.7 DETAILED RESULTS <F10>

Detailed results are provided for the Outside Air Temperature (OAT) and the MAX FLEX temperature.

For each displayed temperature,

– associated Takeoff Weight

– associated V1 speed range (V1MIN - V1MAX)

– associated VR and V2 speeds

– Accelerate and Stop Distance (ASD) associated to both V1MIN and V1MAX

– Takeoff Distance associated to both V1MIN and V1MAX

The detailed results panel can be used to assess the takeoff margin on runway length limitations.

In the takeoff reminder the “V1 mean” is displayed (average value between V1MIN and V1MAX). In the

detailed results the V1MIN and V1MAX are shown and the V1 mean can not be displayed. The ASD and TOD

associated with the V1 mean are not calculated. The ASD V1MAX and TOD V1MIN provide an always

conservative value.

NOTE:

In case of a reduced takeoff thrust the actual performance will be better than calculated (see Section 4.5.2,

“Rejected Takeoff”). The ASD calculated at the FLEX temperature can be reduced by 3% for every 10°C

temperature difference between the FLEX and the OAT.

For example, assuming an ASD of 3000 m has been calculated with a related FLEX temperature of 50°C.

With an OAT of 10°C the calculated ASD is reduced by:

(50-10)/10=4, 4 x 3% = 12%

3000 - (12% x 3000) = 2640m

CAUTIONS:

1. Due to the optimized V2/Vs and V1/VR ratio associated with each displayed temperature, it is important to select the speeds associated with the temperature.

2. When selecting a V1 speed in the range, consideration should be given to the VMC, the corresponding ASD and TOD.




10 EN-ROUTE

GENERAL

The regulations relating to en-route performance ensure that the aeroplane can maintain a safe clearance

margin over all obstacles and terrain under the route of flight, in the expected operating conditions, following

an engine failure. These requirements are intended for use in the dispatch phase.

OBSTACLE CLEARANCE REQUIREMENTS

Obstacle clearance is established by means of the en-route net flight path. The gradient of the en-route net

flight path must be positive at least 1000 ft above all terrain and obstructions along the route within 5 NM on

either side of the intended track. If this is not achievable the net flight path must permit the aeroplane to

continue flight from the cruising altitude to an aerodrome where a landing can be made, clearing by at least

2000 ft, all terrain and obstructions along the route within 5 NM on either side of the intended track.

The en-route net flight path must have a positive gradient at 1500 ft above any aerodrome where a landing is

assumed to be made after engine failure. The expected meteorological conditions for the flight must be taken

into account in determining the en-route net flight path. In meteorological conditions requiring the operation of

ice protection systems, the effect of their use on the en-route net flight path must be taken into account.

The en-route net flight path is the actual (i.e. gross) flight path reduced by a specific gradient decrement. This

is 1.1% for two engine aeroplanes.

PROCEDURE

– Read MSA from the OFP under the WPT MSA column to assess the critical stage of flight.

– If required, apply temperature, pressure and wind corrections to MSA.

– Estimate the en-route aeroplane weight at the critical stage of the flight from the actual ZFW and the FUEL REM column of the OFP.

– Use PRO-SPO-40- GROSS CEILINGS to assess the net level off weight at the critical WPT MSA. Correct for anti-ice configuration as appropriate.

– If the net level off weight is in excess of the calculated en-route weight at the critical stage of flight, dispatch can be continued.

– If the calculated en-route weight at the critical stage of flight is in excess of the net level off weight, take-off weight must be reduced to enable compliance with the net level off weight or a route planned with less critical terrain clearance issues.




11 LANDING PERFORMANCE

11.1 GENERAL

PER-LDG Landing provide detail explanation on landing performance requirements.

The Quick Reference Handbook (QRH), Inflight Performance section includes In- Flight Landing performance

information.

Landing performance shall always be calculated in case of:

– Dispatch with inoperative items affecting landing performance and/or

– In-flight failures affecting landing performance and/or

– Contaminated runway conditions

The LPC landing performance module provide 2 modes of calculation:

Dispatch Landing Performance

Dispatch landing performance calculation is to be used prior to flight or in case of inflight re-planning to

compute a Regulated Landing Weight.

The RLDW is computed for the given conditions and a Required Landing Distance (RLD) is computed.

The calculation starts at the Maximum structural Landing Weight (MLDW). If, at the MLDW, the required

landing distance exceeds the Landing Distance Available (LDA), an iterative calculation on the RLDW is run

until the RLD equals the ALD.

The Required Landing Distance is the actual landing distance multiplied by regulatory factors assuming:

– Approach speed at 50 feet over threshold equals to VLS

– Maximum manual braking

– No reverse thrust credit for DRY and WET runway

In case of contaminated runway conditions, the required landing distance is always the greater of:

– WET RLD (actual landing distance DRY x 1.67 x 1.15)

– Actual landing distance considering runway conditions x 1.15

The Required Landing Distance is calculated according to regulations. It is based on conditions, which usually

does not correspond to operational conditions. For an actual landing distance calculation refer to In-flight

landing performance.




In-flight Landing Performance

An Actual Landing Distance (ALD) at a specific landing weight is computed.

The LPC in-flight landing performance panel allow flight crew selection of actual operational conditions

(approach speed, braking mode,...)

The result is an unfactored actual landing distance considering all given conditions.

NOTES:

1. Taking into accounts the calculated ALD and all relevant factors, it is left to the commander to determine the landing field length required.

2. In case of In-Flight failure(s) affecting landing performance, the QRH APPR SPD LDG DIST CORRECTIONS FOR FAILURES table shall be used to cross –check LPC in-flight landing performance calculation.

11.2 LPC LANDING INPUT/OUTPUT POLICY AND GUIDELINES

The purpose of this section is to provide to the LPC trained flight crew input and output Aegean Airlines policy

for the landing module.

W&B Module Showing MLW below Aircraft Limit

When the Weight and Balance module is opened and it is showing a MLW below the aircraft limit, perform the

following actions:

– Open the Landing module

– Select an airport with a long runway, i.e. LGAV runway 03L

– Perform a calculation with the “Dispatch Conditions<F3>” panel, checking that the “Maximum Landing Weight” in the “RESULT” panel is equal to the aircraft limit.

– • Return in the Weight and Balance Module. The MLW will show the aircraft limit.

Airport/RWY <F2> key

Airport listed by ICAO (4 letter code) (typing the 1st digit will list all airports code starting with this letter)

CAUTION:

An intersection name may be added beside the runway identifier (exp: LFPG26LB). It shall only be

used if it corresponds to a displaced landing threshold.

Modify RWY (ALT-F2> key

Use this panel in case of temporary runway length restriction as per NOTAM




Dispatch Conditions <F3> or In-Flight Conditions <F4> key

– Wind Entry: During variable wind conditions, a wind component may be directly entered. (Headwind as a positive value). The crosswind component is directly calculated and If the cross-wind component exceed the applicable maximum value, a warning message is displayed.

– Anti-Ice: “Engine only” or “Engine and Wing” shall be selected for takeoff performance calculation if their use is planned in case of a Go-Around

– Runway Condition: REFERENCE Section 4.6.7, “LPC Runway Condition Determinator”

– Approach Type: “Normal” allow a 2.1% minimum App climb gradient “CAT II” require a 2.5% minimum App climb gradient

– App Climb Gradient: Select 2.5% or higher as published for the standard missed approach procedure will ensure obstacle clearance in the event of a Go-Around.

Inoperative Item <F5>

Normally the selection of inoperative items should be done in MEL LPC module via the FOVE basket. When

the FOVE basket is used, the inoperative item(s) will be selected automatically in the takeoff and landing

modules as applicable.

When the LPC landing module is launched, confirmation of inoperative items selection via the FOVE basket in

the INOP ITEM window is required.

However it is acceptable to select inoperative items directly in the landing module as applicable in aircraft

technical log, provided all other operational and maintenance procedures requirements are fulfilled.

The “Thrust reverse credit” item option is only displayed when a runway condition other than DRY and WET is

selected.

The panel “CDL ITEM <CTRL F5>” refers to the Configuration Deviation List (CDL) performance related

items. If CDL items are listed in the Technical Log, proceed as follow:

– Refer to the CDL for items descriptions/information

– Activate the “CDL ITEM <CTRL F5>” panel in either Takeoff or Landing FOVE performance module

– Select applicable item(s) as per ATA classification/part description

– Items for which no performance penalty is indicated in the CDL are referenced as negligible in the “CDL ITEM <CTRL F5>” panel. Select the number of negligible items if more than 3

Abnormal / Emergency Configuration <F5>

Reference to calculations using the ABNEMER function of the LPC LDG DIST module is prohibited refer to

the QRH. All other LDG DIST calculations may be used.

This panel is displayed only when the In-flight Conditions panel is selected. It allows flight crew selection of in-

flight failure(s) as defined in QRH Abnormal procedures.

The abnormal/emergency configuration panel allows multiple failure selection. The factorization rules

described in the QRH are considered in the LPC calculation.




When a failure(s) is selected, the following shall be crossed check with the QRH:

– Flaps lever position for landing (LD CONF)

– Approach Speed increment (Delta Vref)

– Landing distance multiplying factor (LD FACTOR)

NOTE:

With failure(s) selected, the landing configuration associated with the calculation results is displayed in the

results panel.

Computation <F7> key and Results

The RESULTS panel is displaying:

– Calculated Maximum landing weight

– Limitation Code description

WGT- landing performance limited by landing weight

LDA - landing performance (LDW) limited by Landing Distance Available

ACG- landing performance limited by Approach Climb Gradient

(Missed approach climb gradient required as applicable)

CAUTION:

In case of landing performance limitation by LDA or ACG, the resulting landing weight may be lower

than the landing weight displayed in the conditions panel.

– Regulatory Landing Distance or Actual Landing Distance as applicable

– Approach Climb Gradient (ACG)

Detailed Results <F10>

Detailed results are not available in the LPC landing module.

AEGEAN


Chapter 05 – Flight Planning

Revision 15






1 TABLE OF CONTENTS


2 PRE-FLIGHT / IN FLIGHT PLANNING - 3 -

2.1 FLIGHT PREPARATION INSTRUCTIONS - 3 -

2.2 SPEED SCHEDULES AND POWER SETTINGS - 3 -

2.3 SINGLE ENGINE OPERATIONS - 3 -

2.4 RNAV - 3 -

2.5 RVSM - 3 -

3 FUEL ASPECT - 4 -

3.1 GENERAL - 4 -

3.1.1 MINIMUM FUEL FOR TAKE-OFF - 4 -

3.1.2 MINIMUM DIVERSION FUEL - 4 -

3.1.3 NO ALTERNATE FUEL - 4 -

4 FUEL POLICY - 5 -

4.1 ELEMENTS OF FLIGHT PLAN FUEL - 5 -

4.2 FUEL CALCULATION - 6 -

4.2.1 CAT II / IIIA - 6 -

4.3 FUEL CONSUMPTION PARAMETERS - 6 -

4.3.1 LANDING GEAR DOWN - 6 -

4.3.2 APU OPERATION - 6 -

4.3.3 TAXI FUEL - 6 -

5 OPERATIONAL FLIGHT PLAN (OFP) - 7 -

6 REPLANNING ENROUTE - 8 -

6.1 DECISION POINT PROCEDURE - 8 -

6.1.1 METARS – TAFS - 8 -

6.1.2 CRITICAL POINT - 8 -




2 PRE-FLIGHT / IN FLIGHT PLANNING

2.1 FLIGHT PREPARATION INSTRUCTIONS

GENERAL

Aegean Airlines operates over Domestic, European, and charter destinations. Before launching of any flight it

is System Chief Pilot responsibility to approve the route of the intended operation taking in to account the

requirements described in OM-A, section 8.1

CATEGORY B AND C AIRPORTS

Refer to OM-C section 0.3.1

NON-REVENUE FLIGHTS

Refer to OM A section 8.7

2.2 SPEED SCHEDULES AND POWER SETTINGS

Refer to PER-CRZ

2.3 SINGLE ENGINE OPERATIONS

Refer to PER-OEI-One Engine Inoperative

2.4 RNAV

The Aegean fleet is BRNAV, PRNAV and RNP 5 approved.

RNAV Departures are to be used if available, check validity date of FMGC data Base.

Most aerodromes in noise sensitive areas require RNAV Departures.

For more information refer to OM part A section 8.3.2 and PRO-SPO-50 RNP

2.5 RVSM

In Non RVSM airspace, the maximum FL authorized is FL 280.

Refer to PRO-SPO-50 RVSM




3 FUEL ASPECT

3.1 GENERAL

Refer to OM-A, section 8.1.7.

3.1.1 MINIMUM FUEL FOR TAKE-OFF

According to Operational Flight Plan (OFP).

The Commander is responsible to decide the required fuel for the safe conduct of the flight, taking into

consideration economic fuel transportation, meteorological conditions and any anticipated delays.

3.1.2 MINIMUM DIVERSION FUEL

Minimum Diversion Fuel = Holding fuel + Diversion fuel to alternate.

If alternate is required the holding fuel is to fly for 30 minutes.

3.1.3 NO ALTERNATE FUEL

If no alternate is required the holding fuel is to fly for 45 minutes.

Holding fuel is calculated for holding at holding speed at 1500 ft above aerodrome elevation in standard

conditions, calculated with the estimated mass on arrival at the alternate or the destination, when no alternate

is required.

Note

For no alternate, holding fuel for 45 minutes should be no less than 2300 kgs.




4 FUEL POLICY

Refer to OM-A, sections 8.1.7.2.1, 8.1.7.5, 8.1.7.6, 8.1.7.11 and 8.3.7.

For Decision Point Procedure and Isolated Aerodrome Procedure the Dispatch Office must obtain approval

from the System Chief Pilot.

4.1 ELEMENTS OF FLIGHT PLAN FUEL

Flight plan fuel will consist of the following elements: 1. TAXI FUEL: fuel for engine start, any anticipated ground holding and taxi out together with fuel operation. The minimum taxi fuel is 100 kg 2. TRIP FUEL: fuel for take-off and flight to the destination airport at the planned speeds and altitudes as follows: - Setting course - Climb, including any step climb - Cruise - Descent, including any step descent An instrument approach and landing at the destination. According to OFP 3. CONTIGENCY FUEL amounting to 5% of the planned trip fuel, or a fixed amount if greater, to cover unfavorable variations in cruise altitude or track, forecast enroute winds and any other unforeseen adverse circumstances. 4. ALTERNATE FUEL for flight to an alternate airport as follows: - A missed approach from the applicable MDH / DH at the destination airfield to the missed approach altitude, taking into account the complete missed approach procedure - Setting course from the destination airport climb and cruise to the alternate airport at optimum fuel speeds and altitude - Descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure, and executing an approach and landing at the destination alternate airfield selected. 5. FINAL RESERVE FUEL to hold for 30 minutes at 1500 ft above the alternate aerodrome elevation in ISA, calculated with the estimated landing weight at the alternate, or the destination when no alternate is required. 6. EXTRA FUEL required by the Commander for operational reasons.

NOTES

1. Elements 3, 4, 5 and 6 constitute the Reserve Fuel.

2. Elements 4 and 5 constitute the absolute Minimum Diversion Fuel




4.2 FUEL CALCULATION

Dispatch office will issue flight plans with fuel required for conduct of blight. Flight Crews to consider that all

flight plans are calculated with optimum climb, cruise altitude and descend

With ATC not allowing for optimum altitude it might be necessary to increase Trip Fuel.

Fuel used to be recorded on Flight Log according OM, Part A 8.1.7.9. (Every hour)

Follow In-flight fuel management and re-clearance procedure acc. OM, Part A

All Fuel Delivery Receipt quantity to be verified and signed by flight crew

Please assure receipt shows amount delivered legible for Accounting Dept.

The Commander is responsible to decide the required fuel for the safe conduct of the flight, taking into

consideration economic fuel transportation, meteorological conditions and any anticipated delays.

4.2.1 CAT II / IIIA

When adverse meteorological conditions are forecasted at destination aerodrome with Low Visibility

Procedures expected to prevail, it is good airmanship to uplift additional fuel in anticipation of congestion at

the aerodrome terminal area.

4.3 FUEL CONSUMPTION PARAMETERS

4.3.1 LANDING GEAR DOWN

Refer to PRO-SPO-25 Flight with Gear Down

4.3.2 APU OPERATION

Fuel can be saved by minimizing APU utilization. Average APU fuel flow rates under normal operation are 130

kgs per hour on the ground.

4.3.3 TAXI FUEL

Taxi fuel allowance is approximately 14 kgs per minute.




5 OPERATIONAL FLIGHT PLAN (OFP)

Refer to OM A section 8.1.10




6 REPLANNING ENROUTE

6.1 DECISION POINT PROCEDURE

Refer to OM-A, section 8.1.7.5

6.1.1 METARS – TAFS

METARs and TAFs for both first destination and its alternate (which may or may not be the second

destination) must be such that both are useable.

6.1.2 CRITICAL POINT

For every flight which is planned to be beyond 30 minutes from land or over unpopulated or desert areas, a

Critical Point (CP) must be calculated and shown on the OFP.

FORMULA

The following formula will be used:

CP distance from departure = D(H) (O+H)

D = distance between departure and destination aerodromes

H = groundspeed to “home” on one engine

O = groundspeed to “destination” on one engine

Single engine TAS may be assumed to be 300 kts.

The ETA to the CP can be found from:

ETA = CP distance Two engine groundspeed to destination

AEGEAN


Chapter 06 – Mass & Balance

Revision 15




Chapter 06 Mass & Balance


1 TABLE OF CONTENTS


2 GENERAL - 3 -

3 LOADSHEETS - 3 -

3.1 GENERAL - 3 -

3.2 DISTRIBUTION - 3 -

3.3 LOADSHEET INFO CARD - 3 -

3.4 AEROPLANE MASS AND BALANCE DATA - 4 -

3.5 STANDARD MASS VALUES - 4 -

3.6 LAST MINUTE CHANGES (LMC) - 4 -

3.7 COMPUTERIZED LOAD AND TRIM SHEET - LPC - 4 -

3.8 HAND-WRITTEN LOAD AND TRIM SHEET - 4 -

4 LIMITS - 7 -

4.1 CARGO COMPARTMENT LOAD LIMITS - 7 -

4.2 CENTER OF GRAVITY LIMITS / DOI DOW - 7 -




2 GENERAL

For Definitions see OM, Part A Chapter 8. for detailed Mass and Balance Information.

3 LOADSHEETS

3.1 GENERAL

A mass and balance document referred to as “Load and Trim Sheet” is to be prepared for each flight carried

out for the purpose of commercial air transport.

The company is using computerized loadsheets (prepared by the Weight and Balance LPC Module) or

manually written loadsheets as shown in section 6.2.7 and 6.2.8 respectively

3.2 DISTRIBUTION

The person supervising the loading must confirm by signature that the load and its distribution are as stated

on the mass and balance document, which must also contain the name of the person who prepared it.

Copies are distributed as follows:

Original: Ship papers.

1 copy: Handling agent to remain with handling agent for a minimum of 1 day

3.3 LOADSHEET INFO CARD

The “Loadsheet Info Card” is divided in two sections.

The upper section contains:

Flight details identification

load information data input required for an LPC Weight and Balance computation

It shall normally be filled in by the ground handling agent and presented to the flight crew. Once the final

reconciliation has taken place, the handling agent will sign the form to confirm that the aircraft has been

loaded in accordance with the given figures and policy

The lower section contains:

Weight & balance computation main results (required for FMGS W&B data insertion)

Last Minute Changes information (LMC)

The signature of the commander will confirm:

Acceptance of the aircraft load and its distribution.




Mass and balance figures are a true copy of the output results of the LPC Weight & Balance module

before LMC.

Last Minute Changes within allowed limits

3.4 AEROPLANE MASS AND BALANCE DATA

The Dry Operating Weights and Indices for the company aeroplane are supplied by the Aegean Airlines

Engineering Department.

3.5 STANDARD MASS VALUES

For Standard Mass values to be used for LMC refer to OM Part A Section 8.1.8.4.

3.6 LAST MINUTE CHANGES (LMC)

Refer to OM Part A section 8.1.8.6.

3.7 COMPUTERIZED LOAD AND TRIM SHEET - LPC

The computerized Load and Trim Sheet is provided by the LPC Weight and Balance Module. The weight and balance module provides a computerized loadsheet and trim sheet. This facilitates computation of the ZFW/ZFCG and TOW/TOCG and enables last-minute changes to the passenger/cargo/fuel distribution. Refer to OM part B Chapter 2 for relevant procedures.

3.8 HAND-WRITTEN LOAD AND TRIM SHEET

The company Ioadsheets are outlined below.

The form will be filled out by a Cockpit Crew Member or by authorized handling agents. The Cockpit Crew

Member will be instructed in how to fill out Mass and Balance documents when joining the company, by a

suitably qualified Pilot.

A manual loadsheet is depicted in the following Figure:




FIGURE 1.HAND WRITTEN LOAD AND TRIM SHEET (A320)




FIGURE 2.HAND WRITTEN LOAD AND TRIM SHEET (A321)




4 LIMITS

4.1 CARGO COMPARTMENT LOAD LIMITS

Refer to OM part B Chapter 7 “Loading”

4.2 CENTER OF GRAVITY LIMITS / DOI DOW

C/G Limits are presented in:

Airplane Flight Manual.

Mass and balance Control and Loading Manual (C/G envelope).

Loading Schedule Substantiation Document.

NOTE

In regular Operation the C / G limits will most likely not be exceeded.

AEGEAN


Chapter 07 – Loading

Revision 15




Chapter 07 Loading


TABLE OF CONTENTS

1 LOADING INSTRUCTIONS - 3 -


Chapter 07 Loading


1 LOADING INSTRUCTIONS

Refer to FCOM PER-LOD-GEN GENERAL.

AEGEAN


Chapter 08 – Configuration Deviation List

Revision 15






1 TABLE OF CONTENTS


2 CDL MANUAL - 3 -

2.1.1 USAGE OF CDL MANUAL - 3 -




2 CDL MANUAL

The CDL, included in the AFM, contains items of secondary airframe structure or engine parts which may be

missing or otherwise non-functioning, but for which the aeroplane may be dispatched.

For Configuration Deviation List refer to Aegean AFM, located in the aeroplane Cockpit Library.

2.1.1 USAGE OF CDL MANUAL

If aeroplane is operated under CDL, the Commander has to determine according to the Configuration

Deviation List the possibility of conduct of flight.

If in doubt, contact Technical Department for further information.

AEGEAN

Operations Manual Part B Chapter 09 – Minimum Equipment List

- Aircraft Technical Log

Revision 15




Chapter 09 – Minimum Equipment List


1 TABLE OF CONTENTS


2 MEL MANUAL - 3 -

2.1 INTRODUCTION - 3 - 2.2 USAGE OF MEL MANUAL - 3 -

3 AIRCRAFT TECHNICAL LOG - 4 -

3.1 USES OF THE TECHNICAL LOGBOOK BY FLIGHT CREW - 4 - 3.2 SUSPECTED HARD LANDING – LOAD REPORT 15 - 4 - 3.2.1 STEPS FOR MANUAL INTERROGATION OF THE DMU / LOAD 15 REPORT - 5 - 3.3 SYSTEM FUNCTION RESETS - 7 - 3.4 FAILURES/FAULT CLASSIFICATION - 8 -




2 MEL MANUAL

2.1 INTRODUCTION

The Minimum Equipment List (MEL) is based on the following documents:

The Airbus Master Minimum Equipment List (MMEL) approved by the Regulatory Authority

The MEL takes into consideration the Aegean particular aircraft equipment, configuration and operational

conditions, routes being flown and requirements set by the appropriate Authority.

The MEL will not deviate from any applicable Airworthiness Directive or any other Mandatory Requirement

and will be no less restrictive than the MMEL.

The MEL is intended to permit operations with inoperative items of equipment for a period of time until

rectifications can be accomplished.

Rectifications are to be accomplished at the earliest opportunity.

MEL Conditions and Limitations do not relieve the Commander from determining that the aircraft is in a fit

condition for safe operation with specified unserviceabilities allowed by the MEL.

By approval of the MEL, the Authority permits dispatch of the aircraft for revenue, ferry or training flights with

certain items or components inoperative provided an acceptable level of safety is maintained by use of

appropriate operational or maintenance procedures, by transfer of the function to another operating

component, or by reference to other instruments or components providing the required information.

NOTE:

For dispatch with airframe or engine parts missing, refer to Section 8, “Configuration Deviation List”.

2.2 USAGE OF MEL MANUAL

If problems arise outside base of Aegean Airlines, the Commander shall decide according MEL the conduct of

flight.

If in doubt, the Commander should consult the AFM and the Technical Department for further information and

assistance. The Commander may request requirements in excess of the MEL, essential for the safe operation

of the flight. He / She retain the final decision not to accept and operate the aircraft, even if the aeroplane is

dispatch able in accordance with the MEL. He / She must however never, accept the aeroplane with

equipment below the MEL minimum.

At home base, Technical Department decides to defer the item into the Carry Forward section of aircraft

Technical Log Book (ATL).

In addition the Dispatch Deviation Guide (DDG) has to be consulted when indicated (O). AFM must also be

consulted for some items, concerning safe operation of the aircraft, as pointed out in MEL / DDG.




3 AIRCRAFT TECHNICAL LOG

3.1 USES OF THE TECHNICAL LOGBOOK BY FLIGHT CREW

The Commander is responsible for completing the aircraft technical logbook. However, he may delegate this to another crewmember.

The flight crew will verify that the aircraft technical logbook is on board the aircraft and that it contains a sufficient number of pages for the scheduled flights.

The flight crew will review the aircraft technical logbook for corrective action(s) taken on prior flight irregularities, type of service performed, and airworthiness release, when required. At this time, any aircraft placards mentioned on the logbook will be reviewed for information and compliance with the Minimum Equipment List. If the airworthiness requirements of the Minimum Equipment List are not satisfied, he will request that the condition be corrected.

Discrepancies will be recorded in the aircraft technical logbook. Reporting limited to a verbal reporting to maintenance personnel is unacceptable.

One Pilot Report entry per system defect will be made. Each entry must contain sufficient details to assist maintenance personnel in making the necessary corrective action(s). The Commander must sign each flight crew entry. The Commander must sign any entry made by maintenance personnel in the technical logbook.

The Technical Logbook should not be used only to report observed aircraft system malfunctions. Even if based on the subjectivity of the pilot judgment, Technical logbook should be used also to inform maintenance and to launch maintenance action in case of potential damage or potential degradation of the aircraft, such as in case of lightning strike, unusual noise, unusual vibrations, smells, etc... .

3.2 SUSPECTED HARD LANDING – LOAD REPORT 15

The A320 family of aeroplane is fitted with an Aircraft Integrated Data System (AIDS), which receives information from many other systems on the aeroplane through its DMU. The DMU processes this data and produces various reports including exceedance reports. One such group of reports is based on structural parameters. The structural report is identified as a LOAD 15 report.

The manufacturer offers the option of the DMU automatically printing out the LOAD 15 report at the end of the flight, when an exceedance has been generated. However, if an aeroplane is not configured to produce this automatic printout, a manual interrogation of the DMU must be performed in order to access the data and create a report. The presence of a LOAD 15 report is not highlighted by the Electronic Centralized Aircraft Monitor (ECAM).

If the flight crew suspects a hard landing (with or without “Flight Load Report 15” available to support flight crew‟s suspicion), the Commander must make a logbook entry in order to initiate aircraft maintenance action. The flight crew must supply all related landing data that includes, for example (non- exhaustive list):

Landing weight

Load trim (if incorrect).

If the touchdown was: o On the main gears only




o On the nose and main gears o On the nose gear only (high pitch rate, nose heavy) o With a high drag/side load (not straight, crab, drifting) o Not symmetrical (wing low, high roll rate)

If the aircraft did a skid on the runway that makes them think damage occurred.

If the crew heard a noise related to a structural failure Such report must be encouraged for obvious safety reasons and Aegean Airlines non-punitive policy must be applied.

3.2.1 STEPS FOR MANUAL INTERROGATION OF THE DMU / LOAD 15 REPORT

Step 1 Step 2

1. Press MCDU MENU

2. Press <AIDS

3. Press MAN REQST REPORTS>

Step 3 Step 4

3.Press

4. Press* 15 LOAD REPORT




Printout is Generated Forward the Printout to Maintrol




3.3 SYSTEM FUNCTION RESETS

Whenever Flight Crew performs a successful computer or system reset during aircraft operation:

post completion of the day Crew scheduled flights on the specific aircraft, and;

when on a AEE Maintenance equipped station,

Work Order must be issued for information to the Technical Department, using typically the below

format/wording:

“For Info only:

#1 ENG BLEED FAULT experienced twice during previous sectors.

Successful reset of the system performed in all occasions, as per FCOM … System is considered

serviceable”.

(See Notes)

For such events only, along with all the other required information to be entered by the Flight Crew on the

Work Order (ref OM-A 8.1.11/2 ‘Work Order Booklet Section’), state in the WO “ATA Chapter” box the ATA of

the affected system which has been reset, followed by the code -88 (which is an exception to A-8, Notes for

„Box 10‟ as to who quotes this information).

I.e. with reference to the above quoted example, state:

36-88. If the reset is on an Air-Conditioning System state:

21-88, or if on a Landing Gear System state:

32-88, etc.

Maintenance will reply to all such write-ups with the wording: “Noted, thanks for info”. However the software

system utilized by the Technical Department will use the -88 code written to distinguish all successful reset

cases from the rest write-ups and notify the required Personnel/Sections for follow-on actions.

Notes:

a) If the Flight Crew does not consider the system to be serviceable or believes that a Maintenance

inspection/action is needed, then a defect entry must be made in the Aircraft Technical Log, as per

current requirements.

b) The wording of the example is typical. All entries by the Flight Crew must be as detailed as possible

(what, where, when) so as to aid the follow-on actions.

c) If the fault experienced is non-resettable, then an entry in the Aircraft Technical Log is required so as

for Maintenance actions to be performed, as per current requirements.

d) Successful reset recordings, as per the requirements of this procedure, apply only to those resets

performed in accordance to QRH/FCOM.




3.4 FAILURES/FAULT CLASSIFICATION

The Centralized Fault Display System (CFDS) identifies the faulty system and puts any failures or faults into

one of three classes:

Class 1 Failures indicated to the flight crew by means of the ECAM, or other flight deck effect. They must

be repaired or entered in the MEL (Minimum Equipment List) before the aircraft can depart.1

Class 2 Faults indicated to maintenance personnel by the CFDS, and which trigger a MAINT status entry

on the maintenance part of the ECAM status page. The aircraft can operate with these faults, but

they must be repaired within 10 days.2

Class 3 Faults indicated to maintenance personnel by the CFDS, but which do not trigger a MAINT status.

The operator may have these faults corrected at his convenience.

1 A work order must be raised by the Captain in case of Class 1 failure

2 A work order must be raised by the Captain in case of Class 2 failure whenever the aircraft returns to AEE base

AEGEAN


Chapter 10 – Survival & Emergency Equipment

Revision 15




Chapter 10 Survival & Emergency Eq.


1 TABLE OF CONTENTS


2 EMERGENCY EXITS AND DOORS SLIDES - 3 -

2.1 GENERAL (A320) - 3 -

2.2 GENERAL (A321) - 4 -

2.2.1 PASSENGER DOORS - 7 -

2.2.2 OVERWING ESCAPE HATCHES (A320) - 10 -

2.2.3 CABIN EMERGENCY EXITS (A321) - 12 -

2.2.4 EMERGENCY EXITS - COCKPIT - 13 -

2.2.5 ESCAPE SLIDES (A320) - 14 -

2.2.6 ESCAPE SLIDES (A321) - 17 -

2.3 EMERGENCY LIGHTING - 20 -

2.3.1 DESCRIPTION (A320) - 20 -

2.3.2 DESCRIPTION (A321) - 22 -

2.3.3 LAVATORY - 24 -

2.4 OXYGEN SYSTEMS - 25 -

2.4.1 DESCRIPTION - 25 -

2.4.2 OPERATION - 26 -

2.5 CABIN FIXED OXYGEN - 32 -

2.5.1 OPERATION - 32 -

2.5.2 CONTROLS AND INDICATIONS - 33 -

2.6 FLIGHT CREW PORTABLE OXYGEN - 34 -

2.6.1 DESCRIPTION - 34 -

2.6.2 OXYGEN REQUIREMENTS - 36 -

2.7 FIRE - 37 -

2.7.1 CABIN AND HOLD FIRES - 37 -

2.7.2 CREW COORDINATION AND RESPONSE TO A FIRE - 37 -

2.7.3 ESSENTIAL INGREDIENTS OF FIRE - 37 -

2.7.4 EXTINGUISHERS - 38 -

2.7.5 LAVATORY FIRE EXTINGUISHING SYSTEM - 39 -

2.7.6 A320 SAFETY EQUIPMENT DIAGRAM - 40 -

2.7.7 A321 SAFETY EQUIPMENT DIAGRAM - 42 -




2 EMERGENCY EXITS AND DOORS SLIDES

2.1 GENERAL (A320)

The fuselage of the A320 has:

- Four passenger doors

- Four emergency exits in the cabin.

- Cockpit emergency exits (two sliding windows)

FIGURE 2-1: DOORS EMERGENCY EVACUATION EXITS (A320)




2.2 GENERAL (A321)

The A321 fuselage has:

- Four passenger doors

- Four Emergency exits in the cabin,

- Cockpit emergency exits (two sliding windows)

- Three cargo compartment doors, and

- Four avionic compartment access doors.

FIGURE 2-2 DOORS EMERGENCY EVACUATION EXITS (A321)




ECAM DOOR PAGE (A320)

FIGURE 2-3 ECAM DOOR PAGE(A320)




ECAM DOOR PAGE (A321)

FIGURE 2-4 ECAM DOOR PAGE (A321)




2.2.1 PASSENGER DOORS

The A320/A321 has four plug –type doors that open outward and forward. There are two of these on each

side of the fuselage (two forward, two aft).

They can be operated from the inside or outside of the aeroplane. Normal operation is manual, with hydraulic

damping.

Each door has features that tailor it to emergency situations:

- An escape slide stowed in a container attached to the inboard lower side of the door.

- A damper actuator that limits door travel in normal mode, but in an emergency acta as an actuator for automatic door opening.

- A slide arming lever.

When the slide arming lever is in the ARMED position, the slide is connected to the floor brackets on both

sides of the door. When the door is opened, the slide inflates and deploys automatically. If the inflation bottle

fails to discharge automatically, a crew member can open its valve to make it perform its function.

Opening the door from the outside disarms the door and the escape slide.

Each passenger door has:

- a mechanical locking indicator that shows whether the door is locked or unlocked.

- One warning light to show whether the escape slide is ARMED or DISARMED.

- One CABIN PRESSURE warning light that warns of residual pressure in the cabin.




CABIN DOOR NORMAL OPERATION (OUTSIDE)

FIGURE 2-5: CABIN DOOR NORMAL OPERATION(OUTSIDE)




CABIN DOOR NORMAL OPERATION (INSIDE)

FIGURE 2-6 CABIN DOOR NORMAL OPERATION




2.2.2 OVERWING ESCAPE HATCHES (A320)

DESCRIPTION

In case of emergency, two individual opening emergency exits are provided in each side of the cabin, in

additional to the regular cabin doors. They are also equipped with escape slides.

FIGURE 2-7: OVERWING ESCAPE HATCHES-DESCRIPTION(A320)




OPERATION

The slides of the overwing emergency exits are always in armed configuration.

To open:

- Remove HANDLE COVER: The HANDLE LIGHT and SLIDE ARMED indicator illuminate.

- Pull CONTROL HANDLE: The EXIT moves inwards.

- Lift EXIT from frame by holding the GRIPMOULD.

- Throw EXIT out.

FIGURE 2-8 OVERWING ESCAPE HATCHES-OPERATION




2.2.3 CABIN EMERGENCY EXITS (A321)

On the A321 two plug type doors on each side of the cabin are emergency exits. They open outward and

forward and each has an escape slide stowed in a compartment below the cabin floor. Operation of these

exits is similar to that of passenger doors.

FIGURE 2-9 EMERGENCY EXITS (A321)




2.2.4 EMERGENCY EXITS - COCKPIT

The two sliding windows in the cockpit are flight crew emergency exits. A small compartment, located above

each window, contains an escape rope that is long enough to reach the ground when lowered through either

sliding window. The cockpit windows can only be opened from the inside.

FIGURE 2-10: EMERGENCY EXITS- COCKPIT

Emergency cockpit evacuation is also possible through the cockpit door escape panel. It is designed to be

pushed open in the direction of the cabin after removal of the quick-release pins.




2.2.5 ESCAPE SLIDES (A320)

ESCAPE SLIDE ARRANGEMENT

Each passenger door either has a single-lane escape slide, or a single lane slideraft, and each emergency

exit has a dual-lane escape slide.

FIGURE 2-11: ESCAPE SLIDE ARRANGEMENT(A320)




DOOR SLIDES

FIGURE 2-12 DOOR SLIDES




WING SLIDES

FIGURE 2-13 WING SLIDES(A320)




2.2.6 ESCAPE SLIDES (A321)

ESCAPE SLIDE ARRANGEMENT

Each passenger door and emergency exit either has a single lane slide, or a single lane slideraft. In addition,

to accommodate high density configurations, additional rafts may be installed in the overhead stowage

compartments that are located near the doors.

FIGURE 2-14 ESCAPE SLIDE ARRANGEMENT




DOOR SLIDES

FIGURE 2-15 DOOR SLIDES




CABIN EMERGENCY EXIT SLIDES

FIGURE 2-16 CABIN EMERGENCY EXIT SLIDES (A321)




2.3 EMERGENCY LIGHTING

2.3.1 DESCRIPTION (A320)

The emergency lighting system has:

- Proximity emergency escape path marking system (escape path and exit markers)

- Overhead emergency lights

- EXIT signs

- Lavatory auxiliary lights

- Over wing escape route lighting,

- Escape slide lighting.

-EXIT signs come on, if the cabin altitude gets too high, or (depending on the CIDS/CAM programming), if

the NO SMOKING sign come on.

-The floor proximity emergency escape path marking is self-luminescent system.

-The exit marker, overhead emergency lighting, and EXIT sign come on, if the EMER EXIT LT selector is

ON, or if the SCCM panels EMER pushbutton is pressed.

-With the EMER EXIT LT selector at ARM:

The exit markers of the proximity emergency escape path marking system come on if:

- Normal electrical power fails, or

- DC SHED ESS BUSS is lost.

The overhead emergency lights come on, if:

-Normal aircraft electrical power system fails, or

-DC SHED ESS BUS fails, or

-AC BUS 1 fails.

Exit signs automatically come on, if:


-DC SHED ESS BUSS fails.

-When lit:

The exit markers of the proximity emergency escape path marking system are powered by internal

batteries for at least 12 minutes.




DC SHED ESS BUS supplies the overhead emergency lights and EXIT signs.

If DC SHED ESS BUS fails, batteries inside the light fixtures power all the lights.

DC SHED ESS BUS charges the internal batteries if

-The EMER LT selector is not ON, and

-The SCCM panel EMER pushbutton is not pressed, and

-DC SHED ESS BUS is supplied

Lavatory auxiliary lights are always on. They are supplied by 28V DC ESS BUS.

The escape slides have an integral lighting system. The escape slide lights come on automatically, when the

slide is armed and the door or emergency exit is open. They are supplied by the internal batteries.

PROXIMITY EMERGENCY ESCAPE PATH MARKING SYSTEM / EXIT SIGNS (A320)




2.3.2 DESCRIPTION (A321)

The emergency lighting system has:

- Proximity emergency escape path marking system (escape path and exit markers)

- Overhead emergency lights

- EXIT signs

- Lavatory auxiliary lights

- Escape slide lighting

-EXIT signs come on, if the cabin altitude gets too high, or (depending on the CIDS/CAM programming), if

the NO SMOKING sign come on.

-The floor proximity emergency escape path marking is self-luminescent system.

-The exit marker, overhead emergency lighting, and EXIT sign come on, if the EMER EXIT LT selector is

ON, or if the SCCM panels EMER pushbutton is pressed.

-With the EMER EXIT LT selector at ARM:

The exit markers of the proximity emergency escape path marking system come on if:

- Normal electrical power fails, or

- DC SHED ESS BUSS is lost.

The overhead emergency lights come on, if:


-DC SHED ESS BUS fails, or

-AC BUS 1 fails.

Exit signs automatically come on, if:


-DC SHED ESS BUSS fails.

-When lit:

The exit markers of the proximity emergency escape path marking system are powered by internal

batteries for at least 12 minutes.

DC SHED ESS BUS supplies the overhead emergency lights and EXIT signs.

If DC SHED ESS BUS fails, batteries inside the light fixtures power all the lights.

DC SHED ESS BUS charges the internal batteries if




-The EMER LT selector is not ON, and

-The SCCM panel EMER pushbutton is not pressed, and

-DC SHED ESS BUS is supplied

Lavatory auxiliary lights are always on. They are supplied by 28V DC ESS BUS.

The escape slides have an integral lighting system. The escape slide lights come on automatically, when the

slide is armed and the door or emergency exit is open. They are supplied by the internal batteries.

PROXIMITY EMERGENCY ESCAPE PATH MARKING SYSTEM / EXIT SIGNS (A321)




2.3.3 LAVATORY

The lavatory smoke detection system consists of:

- One smoke detector in each lavatory.

- A CIDS Decoder Encoder Unit that links the detector to the entire CIDS system.

When a detector finds smoke in the lavatory, it sends a signal to the CIDS, which transmits it to the Flight

Warning Computer (FWC), for Warning in the cockpit, and generates an indication in the cabin.




2.4 OXYGEN SYSTEMS

2.4.1 DESCRIPTION

The Oxygen System consists of:

- A fixed oxygen system for the cockpit.

- A fixed oxygen system for the cabin.

- A portable oxygen system

The oxygen system supplies adequate breathing oxygen to the crew and passengers in case of

depressurization or presence of smoke or toxic gas.

COCKPIT FIXED OXYGEN

The cockpits fixed oxygen system consists of:

- A high pressure cylinder, in the left-hand lower fuselage.

- A pressure regulator, connected directly to the cylinder that delivers oxygen, at a pressure suitable for users.

- Two overpressure safety systems to vent oxygen overboard, through a safety port, if the pressure gets too high.

- A supply solenoid valve that allows the crew to shut off the distribution system.

- Four full face quick donning masks, stowed in readily accessible boxes adjacent to the crewmembers seats (one at each seat).




2.4.2 OPERATION

The crewmember squeezes the red grips to pull the mask out of its box, and this action causes the mask

harness to inflate.

A mask-mounted regulator supplies a mixture of air and oxygen or pure oxygen, or performs emergency

pressure control. With the regulator set to NORMAL, the user breathes a mixture of cabin air and oxygen up

to the cabin altitude at which the regulator supplies 100 % oxygen. The user can select 100 %, in which case

the regulator supplies pure oxygen at all cabin altitudes.

If the situation calls for it, the user can use the emergency overpressure rotating knob and receive pure

oxygen at positive pressure.

The storage box contains a microphone lead, with a quick-disconnect, for connection to the appropriate mask

microphone cable.

NOTE

Each mask may have a removable film that protects the visor against scratches. This strip is

optional and may be removed from the mask at any time

FIGURE 2-17 : COCKPIT OXYGEN DIAGRAM




MASK SETTING

FIGURE 2-18 : MASK SETTING




MASK STOWAGE

FIGURE 2-19 : CABIN CREW MEMBERS SERVICE UNIT




FIGURE 2-20 : STOWAGE BOX

1 Blinker flow meter (yellow)

This indicator flashes when oxygen is flowing.

2 RESET / TEST control slide

The crewmember presses the slide, and pushes it in the direction of the arrow to test : the operation of the

blinker ; the regulator supply ; system sealing downstream of the valve ; and the regulator sealing and system

operation. Pressing the RESET control slide, after the oxygen mask has been used, cuts off the oxygen, and

the mask microphone.

3 OXY ON flag

As soon as the left flap door opens, the mask is supplied with oxygen and, once it closes (mask still supplied

with oxygen), the “OXY ON” flag appears.




CREW OXYGEN MASK AND PRESSURE REGULATOR

FIGURE 2-21 : CREW OXYGEN MASK AND REGULATOR

1 Red grips

Squeezing the right-hand side grip unlocks the two-flap door, and permits the harness to inflate.

2 EMERGENCY pressure selector

This selector creates an overpressure, which eliminates condensation and prevents smoke, smell, or ashes

from entering the mask.

- Pressing this knob generates an overpressure for a few seconds.

- Turning the knob, in the direction of the arrow, generates a permanent overpressure.

NOTE

Overpressure supply is automatically started, when cabin altitude exceeds 30,000 feet.

3 N/100 % selector

Pushing the button up from underneath releases it, and it pops up to the N (normal) position. Pressing it

again returns it to 100 %.

100 % :The mask delivers 100 % oxygen.

N :The mask delivers a mixture of air and oxygen, the content of which varies with cabin altitude. When

cabin altitude goes above 35000 feet, the air inlet closes and the wearer breathes 100 % oxygen.




DOOR/ OXY ECAM PAGE

1 OXY high pressure indication

It is in green, when the pressure is ≥ 600 psi.

It pulses in green, when the pressure is < 600 psi (the DOOR/OXY page is automatically displayed).

It is in amber, when the pressure is < 300 psi.

An amber half frame appears, when oxygen pressure is < 1000 psi.

In this case, the flight crew must check that the remaining quantity is not below the minimum (refer to LIM-35-

Oxygen).

2 REGUL LO PR indication

It is in amber, if oxygen pressure on the low-pressure circuit is low (50 psi).

3 CKPT OXY indication

It is normally in white.

It becomes amber, when :

- Pressure goes below 300 psi.

- Low oxygen pressure is detected.

- The OXYGEN CREW SUPPLY pushbutton on the overhead panel is OFF




2.5 CABIN FIXED OXYGEN

2.5.1 OPERATION

Each container has an electrical latching mechanism that opens automatically to allow the masks to drop, if

the cabin pressure altitude exceeds 14000 feet (+ 250, - 750 feet). The flight crew can override the automatic

control.

When the masks are released, the passenger address system automatically broadcasts prerecorded

instructions for their use.

The generation of oxygen begins when the passenger pulls the mask towards the passenger seat. The

chemical reaction used for oxygen generation creates heat. Therefore, the smell of burning or smoke, and

cabin temperature increase, may be associated with the normal operation of the oxygen generators.The mask

receives pure oxygen under positive pressure for about 15 minutes, until the generator is exhausted.

A reset is available for the rearming of the system after the masks are restowed. A manual release tool allows

crewmembers to manually open the doors in case of electrical failure.




2.5.2 CONTROLS AND INDICATIONS

OVERHEAD PANEL

1 PASSENGER SYS ON light

This light comes on in white, when the control for the oxygen mask doors is activated, and it remains on until

the TMR RESET pushbutton is pressed (see maintenance panel, below).

2 MASK MAN ON pushbutton

The guard keeps this button in the AUTO position.

AUTO :The mask doors open automatically, when the cabin altitude exceeds 14000 feet.

Pressed :The mask doors open.

OVERHEAD MAINTENANCE PANEL

1 TMR RESET pushbutton

The maintenance crew uses this pushbutton to reset the control circuit, after the system has operated.

ON :The PASSENGER SYS ON light goes off.

FAULT :This light comes on in white, when the door latch solenoids are energized for more than 30 seconds.




2.6 FLIGHT CREW PORTABLE OXYGEN

2.6.1 DESCRIPTION

The smoke hood on the right side of the cockpit protects the eyes and respiratory system of one member of

the flight crew while he is fighting a fire, or if smoke or noxious gases enter the cabin, or if the cabin loses

pressure.

The smoke hood uses a chemical air regeneration system, which is in the breathing key. An oronasal mask

allows the hood's wearer to inhale regenerated air, and it returns the exhaled breath to the regeneration

system.

The hood is serviceable as long as the yellow indicator on the case is not broken. The hood should work

satisfactorily for at least 20 minutes.




USING THE HOOD




2.6.2 OXYGEN REQUIREMENTS

REF TEMPERATURE*

Deg

C

-10 0 10 20 30 40 50

Deg F 14 32 50 68 86 104 122

MIN**

BOTTLE

PRESS

PSI

2 CREWMEMBERS 468 486 504 522 540 558 576

2 CREWMEMBERS +1

OBS

606 629 652 675 698 721 744

2 CREWMEMBERS +2

OBS

759 788 817 846 875 904 933

*REF TEMPERATURE:

- On ground : (OAT + COCKPIT TEMP) / 2

- In flight :CABIN TEMP (deg. C) – 10 deg. C

Or

CAB TEMP (deg. F) – 18 deg. F

**MINIMUM BOTTLE PRESSURE TO TAKE INTO ACCOUNT:

- Preflight checks

- The use of oxygen, when only one flight crewmember is in the cockpit.

- Unusable quantity (to ensure that the regulator functions with minimum pressure)

- Normal system leakage

And

-Protection after loss of cabin pressure, with mask regulator on NORMAL (diluted oxygen):

- During an emergency descent: For all cockpit members for 13 minutes

- During cruise at FL 100: For 2 flight crewmembers for 107 minutes.

Or

-Protection in case of smoke, with 100% oxygen : For all cockpit members for 15 minutes at a cabin

altitude of 8000 feet.

NOTE

The above times are based on the use of a sealed mask, but may be shorter if the flight

crewmember has a beard




2.7 FIRE

2.7.1 CABIN AND HOLD FIRES

These fires must be considered as one of the most serious hazards affecting an aeroplane in flight or on the

ground.

Crews must be alert for signs of fires, and maintain vigilance during routine checks.

Whenever fire or smoke is encountered in flight, landing at the nearest suitable aerodrome is strongly urged,

even if the smoke has dissipated.

The flight deck crew should always go to 100 % oxygen whenever a portable fire extinguisher is to be

discharged on the flight deck, or when smoke is apparent on the flight deck.

2.7.2 CREW COORDINATION AND RESPONSE TO A FIRE

Fire on board is probably the most hazardous situation that can occur in flight. The successful containment of

any emergency depends heavily upon the effective co-ordination and two way communication between flight

crew and cabin crew.

Therefore on discovering fire and or smoke, the flight crew must be informed immediately of its location,

source and severity.

The flight crew must be continuously updated with clear and concise details as the situation develops.

2.7.3 ESSENTIAL INGREDIENTS OF FIRE

Fire is a chemical reaction involving three ingredients:

FUEL : Any substance that will burn, solid, liquid or gas.

HEAT : Mechanically, chemically or electrically generated.

OXYGEN : Present in the air that we breathe.

In order for Fire to be created and continue to exist each must be present in the correct proportions.




2.7.4 EXTINGUISHERS

HALON FIRE EXTINGUISHERS

Halon fire extinguishers contain a liquefied gas agent under pressure. The extinguisher pressure indicator

shows three pressure ranges:

Acceptable

Recharge

overcharged

A safety pin with a pull ring prevents accidental trigger movement. When released, the liquefied gas agent

vaporizes and extinguishes the fire. The extinguisher is effective on all types of fires, but is used primarily on

electrical, fuel and grease fires.

WARNING: If a fire extinguisher is to be discharged in the flight deck area, all flight crew members must wear

oxygen masks and use 100% oxygen with emergency selected.

CAUTION: For electrical fires, remove the power source as soon as possible. Avoid discharging directly on

persons due to possibility of suffocating effects. Do not discharge to close to fire as the discharge stream may

scatter the fire. As with any fire, keep away from the fuel source. Avoid breathing vapors, fumes and heated

smoke as much as possible.

FIGURE 2-22 : HALON FIRE EXTINGUISHER




PREFLIGHT

Check:

Pressure gauge is in the green band

The ring pin is in place through the handle and lever

NORMAL OPERATION

To use the halon fire extinguisher:

Pull ring pin from lever and handle

Hold extinguisher upright with hand under handle and thumb on top of lever

From a distance of 6 to 10 feet, direct the nozzle toward the base of the fire source

Squeeze the lever downward with thumb

Spray at the base of the flame in side to side motion.

NOTE

The extinguisher stream will not shoot over at 10 foot distance.

2.7.5 LAVATORY FIRE EXTINGUISHING SYSTEM

Each lavatory waste bin has an automatic fire extinguishing system.




2.7.6 A320 SAFETY EQUIPMENT DIAGRAM

FIGURE 2-23 A320 SAFETY EQUIPMENT DIAGRAM




FIGURE 2-24 A320 SAFETY EQUIPMENT DIAGRAM 2

Airbus A320Safety Equipment

AE/TD/E/134R ISSUE 2 / NOV 08

Technical Department Engineering

22

BC

F

EmergencyExit

EmergencyExit

EmergencyExit

EmergencyExit

UNDER EACH PASSENGER SEAT

2 2

O2

5

85

DEMO BAG

10

10

2

O2

2

DEMO BAG

2

O2 10

AA

LG1

C2C1

LL

AA

G5

2 MASKS PER OXYGEN BOTTLE

AA

2 2

BC

F

22

BC

F

2

BC

F

2

2

O2

BC

F 5

7

1

1

8

2

6

10

10

10

3

3

1

BCF Fire Extinguisher

PBE( )Smoke Hood

Crash Axe

Emergency Torch

Megaphone

Portable Oxygen

Crew VestLife

Spare Passenger

VestLife

Infant Life Vest

First Aid Kit

Glove

Demo Bag

E.L.T

DEMO BAG

Extension belt

Infant belt

10

10

6Oxygen Manual Release Tool

SX-DVR and subsequent a/c Reg. No.




2.7.7 A321 SAFETY EQUIPMENT DIAGRAM

FIGURE 2-25 A321 SAFETY EQUIPMENT DIAGRAM


AE/TD/E/137 ISSUE 1 /APR 08

O2

BC

F 7

7

1

1

8

2

8

10

10

10

2

4


PBE( )Smoke Hood

Crash Axe

Emergency Torch

Megaphone

Portable Oxygen

Crew VestLife

Spare Passenger

VestLife

Infant Life Vest

First Aid Kit

Glove

Demo BagDEMO BAG

Extension belt

Infant belt

10

10



2

BC

F

EmergencyExit

EmergencyExit

EmergencyExit

EmergencyExit


2 2

O2

5

5

DEMO BAG

O2

DEMO BAG

O2

DEMO BAG

10

102

O2

DEMO BAG

2

O2

10

AA

LG1

C2C1

G4L

L

G5


AA

DHDH

A

A

2 2

BC

F

22

BC

FB

CF

BC

F

BC

F




FIGURE 2-26 A321 SAFETY EQUIPMENT DIAGRAM 2


AE/TD/E/137Z ISSUE 1/FEB 09


2

BC

F

EmergencyExit

EmergencyExit

EmergencyExit

EmergencyExit


2 2O

2

5

5

DEMO BAG

O2

DEMO BAG

O2

DEMO BAG

10

102

O2

DEMO BAG

2

O2

10

AA

LG1

C2C1

G4L

L

G5


AA

DHDH

A

A

2 2

BC

F

22

BC

FB

CF

BC

F

BC

F

SX-DVZ and subsequent a/c Reg. No.

O2

BC

F 7

7

1

1

8

2

8

10

10

10

3

4


PBE( )Smoke Hood

Crash Axe

Emergency Torch

Megaphone

Portable Oxygen

Crew VestLife

Spare Passenger

VestLife

Infant Life Vest

First Aid Kit

Glove

Demo BagDEMO BAG

Extension belt

Infant belt

10

10


E.L.T 1

AEGEAN


Chapter 11 – Emergency Evacuation Procedures

Revision 15




Chapter 11 – Emergency Evacuation Proc


1 TABLE OF CONTENTS


2 INSTRUCTIONS FOR PREP. OF EMERG. EVAC. - 3 -

2.1 . CALLOUTS - 3 -

2.1.1 ”ATTENTION CREW ON STATION” - 4 -

2.1.2 ‘SENIOR TO COCKPIT’ OR/AND EMER CALL P/B - 6 -

2.1.3 ‘BRACE BRACE’ - 7 -

2.1.4 ‘BRACE BRACE – EMERGENCY LANDING’ / - ‘BRACE BRACE DITCHING’ - 7 -

2.1.5 ‘CABIN CREW- EMERGENCY LANDING / CABIN CREW DITCHING’ - 7 -

2.1.6 ‘CANCEL ALERT’ - 7 -

3 EMERGENCY EVACUATION PROCEDURE - 8 -

3.1 EMERGENCY EVACUATION DESCRIPTION AFTER A REJECTED TAKE OFF - 9 -

3.1.1 EMERGENCY EVACUATION - 11 -

4 DITCHING - 12 -

4.1 EMERGENCY EVACUATION AFTER A DITCHING - 12 -

5 CONTROLLED DISEMBARKATION - 13 -

5.1 .CONTROLLED DISEMBARKATION – TECHNICAL DEFECT - 14 -

5.2 CONTROLLED DISEMBARKATION – BOMB THREAT (GREEN AND AMBER ALERT) – AEROPLANE PARKED (2) - 15 -

5.3 BOMB THREAT ANNOUNCEMENTS - 16 -

5.3.1 PA IN FLIGHT - 16 -

5.3.2 P.A ON GROUND - 16 -




2 INSTRUCTIONS FOR PREP. OF EMERG. EVAC.

The call–outs and measures dealt with in this chapter refer to an imminent emergency landing or ditching

as they are not necessarily but probably connected with a subsequent evacuation of passengers.

A prepared emergency landing or ditching is characterized by the fact that until touch down of the aeroplane

there remains an indefinable period of time for the cabin crew to complete the Cabin Preparation List. This

time is not available in case of an unprepared emergency landing or ditching.

2.1 . CALLOUTS

An emergency landing or ditching as well as an emergency evacuation are prepared and initiated by

”callouts”. Callouts are given twice via the Passenger Address System to the cabin crew.

NOTE

PNF gives the call–outs in-flight or as delegated by CM1. CM1 gives the callouts when on the

ground

The call–outs instruct the cabin crew to follow necessary and standardized procedures in case of an

emergency being expected or having already occurred. The call–outs and procedures are combined and all

crewmembers must be familiar of them.




2.1.1 ”ATTENTION CREW ON STATION”

Meaning :

An emergency situation has occurred or is being expected so that the cabin crew is made alert. The callout

can only be given on the ground.

The cabin attendants immediately terminate the service, secure the trolleys and the galley,

Unfasten seatbelts and stand up

Asses situation outside the cabin

Take most suitable positions for evacuation mentioned below

Prepare themselves mentally for evacuation

Calm down passengers

The situation inside and outside the cabin shall be observed carefully. {Life threatening situations (e.g. Fire) shall be reported to Flight Crew by interphone (short precise information) }

Wait for further instructions, ( 2 min) while watching the situation inside the cabin and outside the aeroplane:

SCCM : Wait in the area between 1 L –1R.

CCM 1 : Wait in the area between4L –4C.

The callout must be followed by at least one of the following callouts or procedures:

”Passenger Evacuation”x 2, possibly with”Keep Closed ... “ (e.g. Right Exits or Left Exits) and activate

the EVAC command p.b.. After this command the evacuation must be initiated immediately, cabin

crewmembers shouting evacuation orders to passengers, opening doors.

”Cancel Alert”x 2 in case an evacuation is not required, together with further information to passengers and

cabin crewmember or a controlled disembarkation via interphone. (e.g. We are returning to the parking

position, crew remain on stations)

APR 08




.EVACUATION PRINCIPLES

Passengers and crew shall evacuate an aeroplane if they are endangered due to the condition of the

aeroplane.

NOTE

Every evacuation is a risky procedure and should therefore be performed only when

absolutely necessary.

Skidding off the runway during landing, without visual damage does not require an immediate evacuation.

Each evacuation should be initiated as quick as possible after the aeroplane has come to a complete stop,

using all possible means to get the passengers without hand luggage to a safe distance away from the

aeroplane.

Evacuations might be performed in the following principles:

Without any prior preparation (e.g. during boarding).

With no specifics, but after a routine preparation (e.g. passengers briefed).

After a specific preparation (e.g. problems developed during flight and may require an evacuation). The preparation includes crew, passengers, and ground organizations.

NOTE

Knowledge of opening emergency exits, application of procedures and responsibilities

MUST be available at all times.

Possibly there might be a panic reaction amongst passengers this must be avoided by immediate and

assertive action of the crewmembers. During evacuation it is expected that only emergency lighting will be

available.

If due to specific circumstances the commander restricts the evacuation on one side (e.g. fire on one side),

exits principally remain closed. However each crewmember eventually has to decide after a through check of

the prevailing conditions inside and outside the cabin whether an exit is useable.




2.1.2 „SENIOR TO COCKPIT‟ OR/AND EMER CALL P/B

This call-out means:

An emergency has occurred which necessitates the preparation of cabin and the passengers for an

emergency landing or ditching so that the senior cabin crewmember (SCCM) must immediately enter the flight

deck for an Emergency Briefing.

This callout can thus only be given in flight.

The Emergency Briefing is made by the Commander in short and clear words and must include the following

points which are to be memorized by the flight and cabin crews:

1. Nature of emergency

2. Intentions of the commander (Type and risk of landing)

3. Time available for preparation

4. Special instructions (Possible reseating of passengers, additional information.

After announcement of the callout the cabin crew proceeds as described below and in the following order

SCCM

1. Terminate service immediately

2. Secure trolley in the galley, also those in the cabin

3. Secure galley and switch off galley electrics.

4. ”Briefing” of CCM 1

5. Cabin preparations according to ”Cabin Preparation List”

6. After terminated preparations and ”Cabin secure” confirmation by CCM 1 “Cabin Secure “ report to the

flight crew.

7. Take allocated seat and fasten seat belt

8. Watch passenger behavior, pay attention to irregularities

9. Pay attention to instructions and call–outs from the flight crew.




2.1.3 „BRACE BRACE‟

Meaning

In view of an imminent emergency landing or ditching, the cabin crew and passengers have to assume the

brace position. The time until touchdown is about 30-40 seconds. If the work for a prepared emergency

landing or ditching is not yet completed, it is to be discontinued immediately.

This callout is made at 1000 ft AGL at the earliest (i.e. cabin secure report not received) and at 400 ft AGL

(i.e. cabin secure report received) at the latest.

2.1.4 „BRACE BRACE – EMERGENCY LANDING‟ / - „BRACE BRACE DITCHING‟

Just after take–off or just before landing the cabin crew and passengers have to assume the safety position

because of an unprepared emergency landing or ditching. The time until touchdown cannot be defined.

Other than in the case of a prepared emergency landing or ditching which allows sufficient time for working off

the Cabin Preparation List , the passengers are instructed by the cabin crew through loud call–outs.

2.1.5 „CABIN CREW- EMERGENCY LANDING / CABIN CREW DITCHING‟

Meaning

During the approach or take–off phase (i.e. up to approx. 3–4 minutes after take–off or from approx. 8 minutes

before landing) an emergency occurs which necessitates an unprepared emergency landing or ditching. On

the one hand there is too little time left to work off the Cabin Preparation List until touchdown, and on the other

hand it is still too early for the call–outs ”Brace Brace” or ”Brace Brace Emerg. Landing” or ” Brace Brace

Ditching”. The cabin crew, unless seated with fastened seat belt, secures the trolleys and the galley and then

immediately takes the allocated seat. The time left until cockpit call–out ” Brace Brace” is used by the cabin

crew to provide the passengers with the most important instructions according to the Cabin Preparation List

and to explain how to take the brace position.

Furthermore, the cabin crew ensures that nobody leaves his / her seat.

2.1.6 „CANCEL ALERT‟

Meaning :

A call–out previously made is cancelled because the situation has changed in the meantime, normal

conditions are to be restored.

The cabin crew disrupts the actions resulting from the preceding call–out and waits at the allocated position

for further instructions or information from the flight crew. Furthermore, the flight crew makes an

announcement to the passengers.

APR 08




3 EMERGENCY EVACUATION PROCEDURE

This procedure is following most likely after a aborted Take Off, or after a Emergency Landing with a

indication or a actual threat of a fire. Once the airplane has come to a stop, the Memory Items are performed

by the Cockpit Crew according to QRH and CM1 has determined that aeroplane Emergency Evacuation is

required.

The command from Cockpit via Public Address (From CM1) :

- “Attention Crew on Station” x 2

Is to be announced to make the Cabin Crew aware of a possible evacuation.

The Cabin Crew then expects either the Evacuation Command (see) or the cancellation of alert command.




3.1 EMERGENCY EVACUATION DESCRIPTION AFTER A REJECTED TAKE

OFF

EVENT CM1 CM2

DECISION TO ABORT “STOP”

THRUST LEVERS IDLE MAX REVERSE STAY ON AUTO BRAKE

CANCEL ANY MASTER WARNING - CAUTION “REVERSE GREEN” “DECEL” OR “NO REVERSE” “NO DECEL” NOTIFY ATC LOCATE QRH

A/C STOPS CONSIDER WIND DIRECTION REVERSE ………STOW PARK. BRAKE ….. SET P.A “ATTENTION CREW ON STATIONS” x 2 “ ECAM ACTIONS”

PERFORM ECAM ACTIONS . ( no confirmation is required by CM1 )

While CM2 performs ECAM ACTIONS

CALL ATC CALL FIRE BRIGADE CALL FWD ATT OPEN WINDOW COLLECT ALL POSSIBLE INFORMATION

BEFORE SHUT DOWN OF THE REMAINING ENGINE

DOME LIGHT ……ON

AFTER SHUT DOWN OF THE REMAINING ENGINE

IF FIRE WARNING LT EXISTS OR / AND A FIRE CONFIRMATION IS AVAILABLE FROM ATC/ PURSER/FIRE BRIGADE : “EMERGENCY EVACUATION CHECKLIST”

READS AND DOES THE QRH PROCEDURE WITHOUT ANY CONFIRMATION FROM CM1. HE STOPS AT THE SENTENCE: IF EVACUATION IS REQUIRED :

ACCORDING TO THE SITUATION

FINAL EVALUATION EITHER HE ORDERS “PAX EVACUATION”(Twice) & EVAC CMD P/B …Press OR “CANCEL ALERT”(Twice)

FINAL EVALUATION




REVERSERS: Full reverse may be used until coming to a complete stop. But, if there is enough runway

available at the end of the deceleration, it is preferable to reduce reverse thrust when passing

70 knots. The use of full reverse until complete stop must be reported in the logbook for

maintenance action.

NOTE

1. If the brake response does not seem appropriate for the runway condition, FULL manual

braking should be applied and maintained. If IN DOUBT, TAKE OVER MANUALLY. Do not

attempt to clear the runway, until it is absolutely clear that an evacuation is not necessary and that

it is safe to do so.

2. If the autobrake is unserviceable, the Captain simultaneously reduces thrust and applies

maximum pressure on both pedals. The aircraft will stop in the minimum distance, only if the

brake pedals are maintained fully pressed until the aircraft comes to a stop.

3. If normal braking is inoperative, immediately switch the A/SKID & NOSE WHEEL switch OFF

and modulate brake pressure, as required, at or below 1000 PSI.

If the brake pedals were fully pressed when switching the A/SKID & NOSE WHEEL switch OFF,

full pressure would be applied to the brakes.

4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake MAX, release

brakes prior to taxi by disarming spoilers.

In case of rejecting due to engine fire :

- You may open the sliding window and look at your engines for clarification .

- Another source of information may be the fire crew or the control tower, However there is a risk that the tower may misinterpret smoke development of the brakes and tires as smoke from a burning engine.

- Also the cabin crew has to be used for achieving information of the existing condition.

When ECAM actions completed and fire still exists CM1 considers the evacuation of the airplane. He calls

for :

Emergency Evacuation Check list and if Evacuation is required he announces via PA: “Passenger

Evacuation” ( Twice ) and activates the EVAC p/b.

If an Evacuation is not required or fire is extinguished he announces via PA :

“Cancel alert”(Twice)

The procedure is performed according to ECAM actions and the evacuation is announced by CM1 via PA

using the commands in OM B 11.1.1 and by activation the EVAC p/b .




3.1.1 EMERGENCY EVACUATION

Refer to ABN-PRO-90, QRH Checklist 80.C2




4 DITCHING

4.1 EMERGENCY EVACUATION AFTER A DITCHING

After the aeroplane is stationary following ditching, the cabin crew starts with evacuation of the aeroplane on

its own. Although the call–out ”Passenger Evacuation” must be made, the cabin crew shall not necessarily

wait for this call–out.

According to the manufacturer, all exits are available for evacuation after a ditching. Use of the rear exists

must be individually decided on.

NOTE:

After impact the lowest point of the passenger exit (AFT DOOR) remains above the waterline for

more than 7 minutes.

ASSISTANCE OF FLIGHT CREW IN THE EVACUATION:

Irrespective of how many cabin attendants are on board, at least one flight crewmember proceeds

immediately after stabilization of the aeroplane to the cabin to help in the evacuation.




5 CONTROLLED DISEMBARKATION

Controlled disembarkation is a procedure which regulates how the passengers shall leave the aircraft as a

precautionary measure and NOT because of a crucial emergency. Contrary to the emergency evacuation in

which case an emergency exists, or is being expected, there is a “non life threatening situation”. Controlled

disembarkation is performed via all available exits. (Unless the Commander decides otherwise.)

Controlled disembarkation is performed either due to

- Technical reasons

or

- Bomb threat (Green and Amber Alert)

As a result of a controlled disembarkation the passengers are led to a safe distance away from the aeroplane

by the CCM;(At least 100 meters) as designated in the respective Appendix for each aeroplane type.

A decision to change over to an evacuation procedure may occur, however, at any time during the controlled

disembarkation.

Controlled disembarkation is handled differently depending on whether a technical defect or a bomb threat

(Green or Amber Alert) is involved. In the case of controlled disembarking because of a technical defect, the

passengers leave their hand luggage onboard; if a bomb threat is involved, they take all their hand luggages

with them out of the aeroplane.




5.1 .CONTROLLED DISEMBARKATION – TECHNICAL DEFECT

GENERAL MEASURES

1 CM1 Call-out (P.A) “Attention Crew on Station” x 2

2 CM1 Call-out (P.A) “Cancel Alert” x 2

3 CM2

During the Final turn

to the parking position

Call-out (P.A)

“Doors to Disarm and crosscheck”

4 CM1

Instructions

to SCCM (via

Intercom)

“Ξεκινάμε controlled disembarkation για ηετνικούς

λόγοσς”.

5 CM1

PA to PAX

(GREEK)

“Κσρίες και κύριοι ζας ομιλεί ο κσβερνήηης. Θα πρέπει

να αποβιβαζηείηε από ηο α/θος για τεχνικούς λόγους.

Παρακαλώ ακολοσθήζηε ηις οδηγίες ηοσ πληρώμαηος

καμπίνας .”

PA to PAX

(ENGLISH)

”Ladies and gentlemen, this is the Commander. You

must disembark swiftly for technical reasons. Follow

the instructions of the cabin crew!”

6 CM1/2 Requests, if necessary, a bus for transporting the passengers

TABLE 5-1 : CONTROLLED DISEMBARKATION „TECHNICAL‟




5.2 CONTROLLED DISEMBARKATION – BOMB THREAT (GREEN AND

AMBER ALERT) – AEROPLANE PARKED (2)

GENERAL MEASURES

1 CM1 Call-out “Attention Crew on Station” x 2

2 CM1 Call-out (P.A) “Cancel Alert” x 2

3 CM2

During the Final turn

to the parking

position

Call-out (P.A)

“Doors to Disarm and crosscheck”

4 CM1 Instructions to SCCM

(via Intercom) “Ξεκινάμε controlled disembarkation. Green or Amber Alert”.

5 CM1

PA to PAX

(GREEK)

“Κσρίες και κύριοι ζας ομιλεί ο κσβερνήηης. Δεν σπάρτει έκηακηη

ανάγκη, όμως πρέπει να εκκενώζοσμε ηο αεροζκάθος γρήγορα.

Παρακαλώ ακολοσθήζηε ηις οδηγίες ηοσ πληρώμαηος καμπίνας .”

PA to PAX

(ENGLISH)

”Ladies and gentlemen, this is the commander. This is not an

emergency, however, we must leave the airplane swiftly. Follow the

instructions of the cabin crew!”

6 CM1/2 Requests, if necessary, a bus for transporting the pax

TABLE 5-2 : CONTROLLED DISEMBARKATION „BOMB THREAT‟

NOTE

In the event of a bomb threat, the announcement by CM1 to the passengers does not

include the statement that the aeroplane is to be left ”for technical reasons”. The cabin crew

identifies the controlled disembarkation status only by the addition ”for technical reasons”

being made or not.




5.3 BOMB THREAT ANNOUNCEMENTS

5.3.1 PA IN FLIGHT

“Κςπιερ και Κςπιοι, πηπαμε ειδοποιηζη οηι ςπαπσει απειλη δολιοθθοπαρ ζε ενα α/θορ ηηρ εηαιπιαρ μαρ.Ολερ οι εηαιπιερ

παιπνοςν πολλερ ηεηοιερ απειλερ, ομωρ ειμαζηε ςποσπεωμενοι να παποςμε ολερ ηιρ δςναηερ πποθςλαξειρ και για αςηο θα

πποζγειωθοςμε ζηο... ζε... λεπηα πεπιπος, οπος θα εκκενωζοςμε ηο α/θορ. Σαρ παπακαλω να ακολοςθηζεηε ηιρ οδηγιερ

ηος πληπωμαηορ καμπιναρ.

“Ladies and gentlemen, attention please. We have received a message that a sabotage threat has been made

against one of our aeroplane. All airlines receive many such threats, however we intend to take all possible

precautions. Therefore will be landing at … aerodrome in … minutes. Return to your seat, fasten your seat

belt and remain calm. After landing everybody must disembark the aeroplane. For your safety follow the

instructions given by the cabin crew who is specially trained.”

5.3.2 P.A ON GROUND

΄΄Κςπίερ και Κύπιοι, ζαρ ομιλει ο Κςβεπνηηηρ ηος α/θοςρ.Βπιζκομαζηε ζηην δςζαπεζηη θεζη να ζαρ πληποθοπηζοςμε

οηι ςπαπσει απειλη βομβαρ ζηο α/θορ μαρ. Για ηην αζθαλεια ζαρ θα γινει εξονςσιζηικορ ελεγσορ ηος α/θορ .

Θα ηποσοδπομηζοςμε ζε μια αζθαλη πεπιοση οπος ηο πληπωμα καμπιναρ θα ζαρ βοηθηζει να αποβιβαζθειηε και να

απομακπςνθειηε με αζθαλεια απο ηο α/θορ .Διεςθεηηζειρ για ηην ανεζη ζαρ καηα ηην διαπκεια επεςναρ ηος α/θοςρ θα

δωθοςν μεηα ηην αποβιβαζη’’

“Ladies and gentlemen this is Commander speaking. I regret to advise that we have received a message that

an explosive material may have been loaded on to the aeroplane. In the interest of your safety we are going to

make a thorough search of the aeroplane. We shall taxi the aeroplane to a suitable area. The flight Attendants

will supervise your disembarkation and accompany you to a safe position. Arrangements for your comfort

while the aeroplane is being searched will be advised after disembarkation

AEGEAN


Chapter 12 – Aeroplane Systems

Revision 15






1 TABLE OF CONTENTS


2 GENERAL - 3 -




2 GENERAL

For Aeroplane Systems refer to FCOM – DSC –Aircraft Systems

AEGEAN


Appendix A – Low Visibility Operations

Revision 15

Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated version. Prints

should show the caution UNCONTROLLED WHEN PRINTED

[This Appendix has been prepared using as references the Airbus FCOM, QRH, and EU-OPS 1 and shall be used in conjunction with the LVO section found in Operations Manual Part A ]


Appendix A - Low Visibility OPS


Table of Contents

1 DEFINITIONS - 5 -

1.1 EASA DEFINITION CAT II - 5 -

1.2 EASA DEFINITION CAT III A - 5 -

1.3 EASA DEFINITION CAT III B - 5 -

1.4 FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM - 5 -

1.5 FAIL-PASSIVE AUTOMATIC LANDING SYSTEM - 5 -

1.6 ALERT HEIGHT - 6 -

1.7 DECISION HEIGHT - 6 -

2 LIMITATIONS - 7 -

2.1 OPERATING MINIMA - 7 -

2.1.1 FLIGHT CREW MINIMA - 7 -

2.1.2 RUNWAY / AERODROME MINIMA - 7 -

2.1.3 COMPANY MINIMA - 7 -

2.1.4 AIRPLANE MINIMA - 8 -

2.2 RUNWAY CONDITIONS - 9 -

2.3 VISIBILITY - 9 -

2.4 MAXIMUM WIND CONDITIONS - 10 -

2.5 AUTOMATIC APPROACH, LANDING AND ROLL OUT - 11 -

2.5.1 CATEGORY II - 11 -

2.5.2 CATEGORY III FAIL PASSIVE (CAT 3 SINGLE) - 11 -

2.5.3 CATEGORY III FAIL OPERATIONAL (CAT 3 DUAL) - 11 -

2.5.4 ENGINE OUT - 12 -

2.5.5 AUTOMATIC LANDING (A319) - 12 -

2.5.6 AUTOMATIC LANDING (320) - 12 -

2.5.7 AUTOMATIC LANDING (A321) - 13 -

2.5.8 AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS - 13 -

3 LOW VISIBILITY TAXI - 14 -

4 LOW VISIBILITY TAKE-OFF - 15 -

5 LVO PREPARATION - 16 -

5.1 FLIGHT PREPARATION - 16 -

5.2 APPROACH PREPARATION - 16 -

5.2.1 LANDING CATEGORIES - 16 -

5.2.2 AEROPLANE STATUS - 17 -

5.2.3 WEATHER - 18 -

5.2.4 COMMENCEMENT OF THE APPROACH - 18 -

5.2.5 ATC CALLS - 18 -




5.2.6 SEAT POSITION - 18 -

5.2.7 USE OF LANDING LIGHTS - 18 -

5.2.8 USE OF AUTOBRAKE - 18 -

5.2.9 CAT II OR CAT III CREW BRIEFING - 19 -

5.2.10 TASK SHARING DURING CAT II AND CAT III - 19 -

5.3 VISUAL REFERENCES - 21 -

5.3.1 CAT II OPERATIONS - 21 -

5.3.2 CAT III OPERATIONS - 21 -

5.4 LOSS OF VISUAL REFERENCES - 22 -

5.4.1 OPERATIONS WITH DH- BEFORE TOUCHDOWN - 22 -

5.4.2 OPERATIONS WITH AND WITHOUT DH-AFTER TOUCHDOWN - 22 -

5.5 AWO APPROACH BRIEFING CARD - 23 -

5.6 REQUIRED GROUND EQUIPMENT FOR CAT II / III - 24 -

6 TASK SHARING DURING CAT II AND CAT III APPROACH AND LANDING - 26 -

6.1 TASK SHARING FOR CAT II APPROACH - 26 -

6.2 TASK SHARING FOR CAT III APPROACH AND LANDING WITH DH - 27 -

6.3 TASK SHARING FOR CAT III APPROACH / LANDING WITHOUT DH - 28 -

7 ABNORMALS - 29 -

7.1 WARNINGS FOR ILS APPROACH - 29 -

7.1.1 AUTOLAND WARNING - 29 -

7.1.2 WARNING ASSOCIATED WITH ILS “LANDING CAPABILITY” - 29 -

7.1.3 WARNING OF EXCESSIVE BEAM DEVIATION - 29 -

7.1.4 FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS - 29 -

7.1.5 FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN CAPTURED) - 30 -

7.2 FLIGHT PARAMETERS DEVIATION CALLS - 30 -

7.3 NO “FLARE” OR “ROLL-OUT” MODES ANNUNCIATED ON FMA - 31 -

7.4 LOSS OF VISUAL CUES - 31 -

7.5 FAILURES AND ASSOCIATED ACTIONS ABOVE 1000FT FOR CAT II OR CAT III APPROACH - 32 -

7.6 FAILURES AND ASSOCIATED ACTIONS BELOW 1000FT - 33 -

7.6.1 DURING A CAT II APPROACH - 33 -

7.6.2 DURING A CAT III APPROACH WITH DH - 34 -

7.6.3 DURING A CAT III APPROACH WITHOUT DH - 35 -




INTENTIONALLY LEFT BLANK




1 DEFINITIONS

1.1 EASA DEFINITION CAT II

A category II approach is a precision instrument approach and landing with decision height lower than 200ft

but not lower than 100ft, and a runway visual range not less than 300m.

1.2 EASA DEFINITION CAT III A

A category III A approach is a precision instrument approach and landing with decision height lower than 100ft

but not lower than 50ft and a runway visual range not less than 200m.

1.3 EASA DEFINITION CAT III B

A category III B approach with DH or NO DH is a precision instrument approach and landing with decision

height lower than 50ft or NO DH and a runway visual range not less than 75m.

Note:

Where the decision height (DH) and runway visual range (RVR) do not fall within the same CAT III Category,

the RVR will determine in which Category the operation is to be considered.

1.4 FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM

An automatic landing system is fail-operational if, in the event of a failure below alert height, the remaining

part of the automatic system allows the aeroplane to complete the approach, flare and landing.

A CAT 3 DUAL system is a fail-operational automatic landing system.

Note: In the event of a failure, the automatic landing system operates as a fail passive system.

1.5 FAIL-PASSIVE AUTOMATIC LANDING SYSTEM

An automatic landing system is fail-passive if, in the event of a failure, there is no significant out-of-trim

condition or deviation of flight path or attitude, but the landing is not completed automatically.

A CAT 3 SINGLE system is a fail-passive automatic landing system.

Note: With a fail-passive automatic landing system the pilot assumes control of the aeroplane after a failure.

Below 100 feet (Radio Altimeter), the FMGS freezes the landing capability until LAND mode is disengaged or

both APs are off. Therefore a failure occurring below 100ft does not change the category of the system.




1.6 ALERT HEIGHT

The alert height is the height above touchdown, above which a CAT 3 autoland would be discontinued and a

missed approach executed, if a failure occurred in either the airplane systems or the relevant ground

equipments.

Below the alert height, if such a failure occurs, the flare, touchdown and roll out maybe accomplished using

the remaining automatic system, as long as there are no faults triggering the AUTOLAND light.

Below alert height the FMGS freezes the landing capability until LAND mode is disengaged or both autopilots

are off. Therefore a failure occurring below alert height does not change the capability of the system.

For A320 family the alert height is 100ft RA.

1.7 DECISION HEIGHT

Decision height is the wheel height above the runway elevation by which a go-around must be initiated unless

adequate visual reference has been established and the aeroplane position and approach path have been

assessed as satisfactory to continue the approach and landing in safety (EASA)

There are no significant differences in DH definitions according to other regulations.

In this definition, runway elevation means the elevation of the highest point in the touchdown zone. According

to EASA, the DH recognition must be by means of height measured by radio-altimeter.




2 LIMITATIONS

2.1 OPERATING MINIMA

To operate in low visibility conditions, the flight crew shall each time observe and determine the current:

flight crew minima

runway/aerodrome minima

company minima and

aeroplane minima

The approach category which the flight crew is able to operate is the more restrictive one and the commander

shall ensure that always this procedure is followed in order to determine the applicable minima.

2.1.1 FLIGHT CREW MINIMA

Both flight crew members shall be authorized and current for the indented operations (qualification cards, or

valid CAT II / III instrument rating).

2.1.2 RUNWAY / AERODROME MINIMA

The runway shall support indented operations. An aerodrome runway listing with the applicable minima for all

runways which can support CAT II / III operations can be found in OM-C. The aerodrome runway listing,

provide for state AIP published minima according to Country-Aerodrome-Runway. In some cases Aegean

Airlines has further restricted these minima.

E.g. A CAT III B equipped runway can support CAT III A – CAT II operations but not vice versa. Use always

the lowest stated capability.

Serviceability of ground installations and aerodrome approach category might be temporary affected.

(NOTAM, ATIS).

2.1.3 COMPANY MINIMA

Aegean Airlines A320 family fleet is authorized to operate down to CAT III B NO DH minima according to AOC

granted by HCAA.




2.1.4 AIRPLANE MINIMA

The Airbus A320 family is approved to operate down to CAT III B minima with lowest RVR 75m and NO DH.

The applicable current aeroplane approach capability depends on the current aeroplane technical status

(Technical Logbook, Failures, FMA, and STATUS Page).

The table below is written using Appendix 1 to OPS 1.430 in relation to the A320 family Limitations found on

FCOM LIM-22, and provides the correlation between RVR and appropriate approach landing system status.

1. If roll out guidance or control system inoperative Min MID RVR is 125m

2. Minimum DH for each MSN is given on the following table and can also be found on

FCOM LIM-22-20

EU-OPS 1.405: The touch-down zone RVR is always controlling. If reported and relevant, the midpoint and stop end RVR are also controlling. The minimum RVR value for the mid-point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop-end. For aeroplanes equipped with roll-out guidance or control system, the minimum RVR value for the mid-point is 75 m.

Note: “Relevant”, in this context, means that part of the runway used during the high speed phase of the

landing down to a speed of approximately 60 knots.

For CAT III B operations, where the decision height (DH) and runway visual range (RVR) do not fall within the

same category, the RVR will determine in which category the operation is to be considered.

AEROPLANE MINIMA DH / RVR

AEROPLANE

CAPABILITY

RVR

CA

T 3

DU

AL

CA

T 3

SIN

GL

E

CA

T 2

APPROACH CATEGORY

(EU-OPS 1) DH

TOUCHDOWN

ZONE MID STOP

CAT II

100 ft 300m 75m(1) 75m

CAT III A

50 ft 200m 75m(1) 75m

CAT III B Fail Passive 50 ft 150m 75m(1) 75m

CAT III B Fail Operational Min DH (2)

75m 75m 75m

CAT III B Fail Operational NO DH 75m 75m 75m




Minimum DH according to Aeroplane Registration

Aircraft Type Aeroplane Registration Minimum DH

A319 SX-DGG SX-DGH SX-DGF

25 feet (1)

A320

SX-DVG SX-DVH SX-DVI SX-DVJ

25 feet

SX-DVK SX-DVL SX-DVM SX-DVN

SX-DVQ SXDVR SX-DVS SX-DVT

SX-DVU SX-DVV SX-DVW SX-DVX

SX-DVY SX-DGB SX-DGC SX-DGD

SX-DGE

A321 SX-DVZ SX-DGA SX-DVO SX-DVP

22 feet

Note:

1. According to LIM-22-20 P2/6, A319 aircrafts do not have a Minimum DH limitation. DH 25 feet

is selected by Aegean for commonality purposes in case of operations to airports that require

Minimum DH.

2.2 RUNWAY CONDITIONS

CAT II / III approaches are not allowed with braking action less than medium. (Company Policy OM Part A)

Low Visibility Takeoffs are not allowed with braking action less than medium. (Company Policy OM Part A)

2.3 VISIBILITY

Conversion of reported meteorological visibility to RVR for calculation of takeoff minimums or CAT II / III

approach minimums is not authorized




2.4 MAXIMUM WIND CONDITIONS

MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III AUTOMATIC APPROACH LANDING AND

ROLLOUT

Wind Component Max. limit

Headwind (HWC) 30 kt

Crosswind (CWC) 20 kt

Tailwind (TWC) 10 kt

Wind limitation is based on the surface wind reported by the tower. If the wind displayed on the ND exceeds

the above-noted autoland limitations, but the tower reports surface wind within the limitations, then the

autopilot can remain engaged.

If the tower reports a surface wind beyond the limitations then:

A320 & A319

Only a CAT I automatic approach without Autoland can be performed.

A321

Only a CAT II automatic approach without Autoland can be performed, provided wind conditions are within the

limitations quoted below. Otherwise, only CAT I automatic approach without autoland can be performed.

A321 only

MAXIMUM WIND CONDITIONS FOR CAT II AUTOMATIC APPROACH WITHOUT AUTOLAND

Wind Component Max. limit

Headwind (HWC) 40 kt

Crosswind (CWC) 25 kt

Tailwind (TWC) 10 kt




2.5 AUTOMATIC APPROACH, LANDING AND ROLL OUT

Reference FCOM LIM-22-20

To conduct approach CAT II operations, the approach shall be flown auto-coupled down to 80 ft AGL followed

either by an autoland or manual landing. Autoland is recommended.

To conduct approach CAT III operations, the approach shall be flown auto-coupled down to DH followed by an

autoland (mandatory).

2.5.1 CATEGORY II

Minimum decision height: 100 feet AGL

At least one autopilot must be engaged in APPR mode, and CAT 2, CAT 3 SINGLE or CAT 3 DUAL landing

category must be displayed on the FMA.

If the flight crew performs an automatic approach without autoland, the autopilot must be disengaged no later

than at 80 feet AGL. (FCOM LIM-22-20)

2.5.2 CATEGORY III FAIL PASSIVE (CAT 3 SINGLE)

Minimum decision height: 50 feet

At least one autopilot must be engaged in APPR mode, and CAT 3 SINGLE or CAT 3 DUAL landing category

must be displayed on the FMA.

A/THR must be used in selected or managed speed.

2.5.3 CATEGORY III FAIL OPERATIONAL (CAT 3 DUAL)

A/THR must be used in selected or managed speed.

Alert height: 100 ft.

CAT III B with DH:

Minimum decision height: see section 2.1.4

2 autopilots must be engaged in APPR mode and CAT 3 DUAL landing category must be displayed on the

FMA.

Minimum RVR: 75 m.

CAT III B with NO DH:

2 autopilots must be engaged in APPR mode and CAT 3 DUAL landing category must be displayed on the

FMA.

Minimum RVR: 75 m.




2.5.4 ENGINE OUT

CAT II and CAT III fail passive autoland are only approved in configuration FULL for A320, and in CONF

FULL or CONF 3 for A319 and A321, and if engine-out procedures are completed before reaching 1000 feet

in approach.

2.5.5 AUTOMATIC LANDING (A319)

CAT II and CAT III Autoland are approved in CONF 3 and CONF FULL. Automatic landing is demonstrated:

With CAT II and CAT III ILS beam.

With slope angle within (- 2.5°, - 3.15°) range.

At or below the maximum landing weight.

For airport altitude at or below 9200 feet.

At approach speed (VAPP) = VLS + wind correction.

Minimum wind correction of 5 knots; maximum wind correction of 15 knots.

Automatic rollout performance has been approved on dry and wet runways, but performance on snow-

covered or icy runways has not been demonstrated.

During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can

use the remaining thrust reverser, provided that:

Only IDLE reverse thrust is used.

The crosswind does not exceed 20kt

Note: Depending on the situation (e.g. emergency or other) and provided that the runway is approved for automatic landing, the flight crew can decide to perform an autoland up to 69 t

2.5.6 AUTOMATIC LANDING (320)

CAT II and CAT III Autoland are approved in CONF 3 and CONF FULL. Automatic landing is demonstrated :






Minimum wind correction of 5 knots; maximum wind correction of 15 knots






2.5.7 AUTOMATIC LANDING (A321)

CAT II and CAT III Autoland are approved in CONF 3 and CONF FULL. Automatic landing is demonstrated:






Minimum wind correction of 5 knots; maximum wind correction of 15 knots.



During automatic rollout with one engine inoperative or one thrust reverser inoperative, the flight crew can

use the remaining thrust reverser, provided that:

Only IDLE reverse thrust is used.

The crosswind does not exceed 15 knots

2.5.8 AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS

The automatic landing system's performance has been demonstrated on runways equipped with CAT II or

CAT III ILS approaches. However, automatic landing in CAT I or better weather conditions is possible on CAT

I ground installations or on CAT II / III ground installations when ILS -sensitive areas are not protected, if the

following precautions are taken:

The Airline has checked that the ILS beam quality and the effect of terrain profile before the runway

have no adverse effect on AP/FD guidance. In particularly the effect of terrain discontinuities within

300 meters before the runway threshold must be evaluated.

The crew is aware that LOC or GS beam fluctuations, independent of the aeroplane systems, may

occur. CM1 is prepared to immediately disconnect the AP and take appropriate action, should

unsatisfactory guidance occur.

At least CAT2 capability is displayed on the FMA, and CAT II / CAT III procedures are used.

Visual references are obtained at an altitude appropriate to the performed CAT I approach, otherwise

go-around is initiated.

Autoland in CAT I or better weather conditions are allowed on scheduled destinations only. Every operating

crew shall perform an autoland every 1st and 15

th of each month. (Company Policy)




3 LOW VISIBILITY TAXI

A high degree of attention is required during all low visibility taxi operations, especially on airports not

equipped with taxi guidance systems such as taxiway lighting, surfaces movement radar, etc.

All check lists and flight controls check will be performed with PARK BRK ON. Only RWY TURNOFF lights are

recommended during taxi.

When approaching an airport for landing or before leaving the parking position CM1 shall bring up in briefing

the essentials of the expected taxi route, such as direction of taxiway vacation, crossing of runway, etc.

During taxi close communication between CM1 and CM2 is mandatory. CM1 concentrates on steering the

airplane, while CM2 concentrates on navigation giving advice from taxi chart, including heading information

and visual cue to be expected.

If there is any doubt about the position, the airplane shall be stopped immediately and ATC or apron control is

informed.

Surface marking shall be followed strictly. Lighted stop bars shall never be crossed.

To be visible to other traffic display of all lights (including strobe light) is recommended unless own vision is

impaired. It should be considered that bright light may disturb other traffic.




4 LOW VISIBILITY TAKE-OFF

Takeoff with RVR less than 400m is considered as LVTO by EU OPS 1. Flight crew must be CAT II / CAT III qualified for takeoff with RVR below 150m. The minimum RVR at takeoff is quite independent of the aircraft type and aircraft equipment. The Takeoff minima are mainly determined by the airport installation (runway lighting system, RVR measurement system, etc.). When weather conditions are more severe than the landing minima, a takeoff alternate is normally required within one hour for twin engine Aircraft (A320 Family). It’s company policy according to OM-Part A 8.4.5.1.5 to select a takeoff alternate when the landing minima at the departure airport is below CAT I minima. Above time is determined at the one engine inoperative speed. Use of full takeoff thrust (TOGA) is recommended to minimize takeoff run. However, at light weight / aft CG it

may be advisable to use FLEX TO thrust in order to optimize directional control.

Summary of Required Take-off Minima

When RVR for takeoff is less than 400m “Low Visibility Operations” must be in force and the

Commander must be the Pilot Flying (PF).

Ground Facilities RVR/Visibility1 Remarks

Nil (Day Only) 500m

RL and /or RCLM (Day) <400-250m

RL and Runway End lights (Night)

RL and CL <250m-200m

RL and CL and Multiple RVR information

<200m-150m2

HICL spaced 15m or less HIRL spaced 60m or less Multiple RVR information & all 3 must be working

<150m-125m

A 90m visual segment is available from the cockpit at the start of the take off run Required RVR to be achieved for all relevant RVR reporting points.

Abbreviations: HICL - High intensity centre line lights. HIRL - High intensity runway edge lights. RL - Runway edge lights. CL - Runway centre line lights. RCLM - Runway centre line markings

1 The requested RVR value representative of the initial part of the takeoff run can be replaced by pilot

assessment. 2 The required RVR value must be achieved for all of the relevant RVR reporting points with the exception

given in Note 1 above.




5 LVO PREPARATION

5.1 FLIGHT PREPARATION

In addition to normal flight preparation, the following planning and preparation must be performed when CAT II

or CAT III approaches are envisaged:

Review NOTAMS to make sure that the destination airport still meets visual or non-visual CATII or

CAT III requirements:

o Runway and approach lighting,

o Radio navaid availability,

o RVR equipment availability, etc.

Aeroplane Status: check that required equipment for CAT II or CAT III approaches are operative. The

required equipment list is given in the FCOM and in the AFM.

When the aeroplane TLB is available, confirm that no write-up during previous flights affects

equipment required for CAT II /CAT III.

Crew qualification and currency must be reviewed (both CAPT and F/O must be qualified and

current).

Weather information: check that the weather forecast at destination is within flight crew,

runway/aerodrome, company, aeroplane minima. If the forecast is below CAT I minima, verify that the

alternate weather forecasts are appropriate to the available approach means and at least equal or

better than CAT I minima.

Fuel planning: additional extra fuel should be considered for possible approach delays.

5.2 APPROACH PREPARATION

5.2.1 LANDING CATEGORIES

Each FMGC computes its own landing category: CAT 1, CAT 2, CAT 3 SINGLE and CAT 3 DUAL and

displays the corresponding landing category on the FMAs.

Each category depends upon the availability of aeroplane system and functions. When the landing category

downgrades, a triple click aural warning is activated.




5.2.2 AEROPLANE STATUS

Check on ECAM STATUS page that the required landing capability is available. Although it is not required to

check equipment that is not monitored by the system, if any of this equipment is seen inoperative (flag), the

landing capability will be reduced.

Reference QRH OPS.04




Note

Flight Crews are not expected to check the equipment list before approach. When an ECAM or local caution occurs, the

crew should use the list to confirm the landing capability.

On ground, the equipment list determines which approach category the aeroplane will be able to perform at the next

landing.

Electrical power supply split: This ensures that each FMGC is powered by an independent electrical source (AC and DC)

Failure of Anti-Skid and/or nose wheel steering mechanical parts is not monitored for landing capability.

The DH will be displayed on the FMA, and the Hundred Above” and “Minimum” auto callouts will be announced, provided

that the DH value has been entered on the MCDU.

5.2.3 WEATHER

Check weather conditions at destination and at alternates. Required RVR values must be available for CAT II

/ III approaches. The selected alternate must have weather conditions equal to or better than CAT I

5.2.4 COMMENCEMENT OF THE APPROACH

The commander may commence an instrument approach regardless of the reported RVR/Visibility but the

approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR/visibility

is less than the applicable minima.

If, after passing the outer marker or equivalent position in accordance with the above, the reported

RVR/visibility falls below the applicable minimum, the approach may be continued to DH.

Where no outer marker or equivalent position exists, the commander shall make the decision to continue or

abandon the approach before descending below 1000 ft above the aerodrome on the final approach segment.

5.2.5 ATC CALLS

Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT III approach must be

requested from ATC, who will check the status of the ILS and lighting and protect the sensitive areas from

incursion by aeroplane or vehicles. Such an approach may not be undertaken until the clearance has been

received. Before the OM the required RVR values should be transmitted.

5.2.6 SEAT POSITION

The correct seat adjustment is essential in order to take full advantage of the visibility over the nose. The seat

is correctly adjusted when the pilots eyes are in line with the red and white balls located above the glare-

shield.

5.2.7 USE OF LANDING LIGHTS

At night in low visibility conditions, landing lights can be detrimental to the acquisition of visual references.

Reflected light from water droplets or snow may actually reduce visibility. Landing lights would therefore not

normally be used in CAT II or CAT III weather conditions.

5.2.8 USE OF AUTOBRAKE

AUTO BRK MED for landings during Low Visibility Operations




5.2.9 CAT II OR CAT III CREW BRIEFING

The briefing should include the normal items as for any IFR arrival and in addition the following subjects

should be covered prior to the first approach:

Airfield and runway operational status CAT II / CAT III, etc.

aeroplane systems status and capacity

brief review of task sharing

review applicable minima (performance page), go-around procedure, ATC calls,

brief review of procedure in case of malfunction below 1000ft,

Optimum seat position and reminder to set cockpit lights when appropriate.

Actions in case of pilot incapacitation

5.2.10 TASK SHARING DURING CAT II AND CAT III

For all CAT II/III approaches CM1 is PF and CM2 is PNF.

In summary the tasks are shared as follows:

CM1

Has hands on controls and thrust levers throughout the approach, landing and go-around;

Makes FCU selections if any;

Takes manual control in the event of AP disconnection;

Monitors flight instruments.

Approaching DH: he starts to look for visual references, progressively increasing external scanning as

DH is approached. If no DH procedure is used, the PF will nevertheless look for visual references.

CM2

Monitors flight instruments head-down throughout approach, go-around or landing until rollout is

completed;

Calls any deviation or failure warning;

Calls barometric heights as required and monitors auto call-out or calls radio heights including 100

above.




IF DECISSION IS TO CONTINUE

CM1

At or before DH calls “CONTINUE”;

Scans mostly head-up to monitor the flight path and flare (in CAT II or CAT III A) or the position

on the runway (in CAT III B) by visual references;

At RETARD callout, sets thrust levers to idle;

Selects and controls reverse thrust;

Disengages autopilot when taxi speed is reached.

CM2

Monitors auto callouts or announce as appropriate.(e.g. “FLARE” or “ROLLOUT”, etc)

Monitors engine parameters

Assists CM1 during rollout if requested by the call “”LOSS OF VISUAL CUES”, giving guidance “YAW-

LEFT – YAW RIGHT”

At DH (identified by aural and visual warning):

If decision is not announced by CM1, calls “MINIMUM”;

If no response from CM1, CM2 considers incapacitation and initiates a go-around.

IF DECISION IS TO GO AROUND

CM1

Calls GO-AROUND –FLAPS ;

Initiates go-around by setting thrust levers to TOGA;

Monitors rotation on PFD;

Checks positive climb (V/S and RA);

Command configuration changes.

CM2

Monitors PFD ;

Selects configuration changes;

Notifies ATC (Above 500 ft AAL).

NOTE

It should be stressed that the DH is the lower limit of the decision zone during which, in limiting conditions, the

CM1 will be assessing the visual references. CM1 should come to this zone prepared for a go-around but with




no pre-established judgment. CM1 should make a decision according to the quality of the approach and the

way the visual references develop as DH is approached.

5.3 VISUAL REFERENCES

5.3.1 CAT II OPERATIONS

In CAT II operations the conditions required at DH to continue the approach is that the visual references

should be adequate to monitor the continued approach and landing, and that the flight path should be

acceptable. If both these conditions are not satisfied, it is mandatory to initiate a go-around.

A pilot may not continue an approach below the Category II decision height unless visual reference containing

a segment of at least three consecutive lights being the centre line of the approach lights, or touchdown zone

lights, or runway centre line lights, or runway edge lights, or a combination of these is attained and can be

maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach

lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting. (EU-OPS 1.430)

5.3.2 CAT III OPERATIONS

CAT 3 SINGLE

For Category IIIA operations, and for category IIIB operations with fail-passive flight control systems, a pilot

may not continue an approach below the decision height unless a visual reference containing a segment of at

least three consecutive lights being the centerline of the approach lights, or touchdown zone lights, or runway

centre line lights, or runway edge lights, or a combination of these is attained and can be maintained. (EU-

OPS Appendix 1 to OPS 1.430)

CAT 3 DUAL

With Minimum DH

For Category IIIB operations with fail-operational flight control systems using a decision height, a pilot may not

continue an approach below the Decision Height, unless a visual reference containing at least one centerline

light is attained and can be maintained. (EU-OPS Appendix 1 to OPS 1.430)

In CAT III operations with DH, the condition required at DH is that there should be visual references, which

confirm that the aeroplane is over the touchdown zone. Go-around is mandatory if the visual references do

not confirm this.

With No DH

For Category III operations with no decision height there is no requirement for visual contact with the runway

prior to touchdown. (EU-OPS Appendix 1 to OPS 1.430)

For this category of operation, the decision to continue does not depend on visual references, even though a

minimum RVR is specified (operating minima). It is nevertheless good airmanship to confirm aeroplane

position with available visual references. However, the decision depends only on the operational status of the

aeroplane and ground equipment. If a failure occurs prior to reaching the AH, a go-around will be made. A go-

around must nevertheless be performed if the auto land warning is triggered below AH.




5.4 LOSS OF VISUAL REFERENCES

5.4.1 OPERATIONS WITH DH- BEFORE TOUCHDOWN

If the decision to continue has been made and the visual references subsequently become insufficient (for the

appropriate category), or the flight path deviates unacceptably, a go-around must be initiated (a go-around

initiated below the MABH, whether auto or manual, may result in ground contact).

NOTE:

If the touchdown occurs after GA the AP remains engaged in that mode, and A/THR remains in TOGA.

Ground spoilers and auto-brake are inhibited.

5.4.2 OPERATIONS WITH AND WITHOUT DH-AFTER TOUCHDOWN

If the visual references are lost after touchdown, a go-around should not be attempted.

The roll-out should be continued with AP in ROLLOUT mode down to taxi speed. (See also section 7.4 “LOSS

OF VISUAL CUES”)




5.5 AWO APPROACH BRIEFING CARD




5.6 REQUIRED GROUND EQUIPMENT FOR CAT II / III

Failed or downgraded

equipment

Effect on landing minima

Cat III B with

NO DH

Cat III B with

DH

Cat III A Cat II Cat I Non precision

ILS standby transmitter Not allowed No effect

Outer Marker No effect if replaced by published equivalent position Not applicable

Middle Marker

No effect

No effect

unless used as

MAPT

Touchdown zone RVR

assessment system

May be temporarily replaced with midpoint RVR if approved by

the state of the aerodrome. RVR may be reported by human

observation.

No effect

Midpoint or stopend

RVR No effect

Anemometer for runway

in use No effect if other ground source available

Ceilometer No effect

Approach lights

No effect

No effect

Not allowed for

operations with

DH > 50ft

Not allowed Minima as for NIL facilities

Approach lights except

the last 210 m No effect Not allowed Minima as for NIL facilities

Approach lights except

the last 420 m No effect

Minima as for intermediate

facilities

Standby power for

approach lights No effect

Whole runway light

system Not allowed

Day: minima as for NIL facilities.

Night: not allowed

Edge lights Day: RVR

200m

Night: not

allowed

Day: no effect

Night: not allowed

CONT’D ON NEXT PAGE




CONT’D FROM PREVIOUS PAGE

Cat III B with

NO DH

Cat III B with

DH

Cat III A Cat II Cat I Non precision

Centerline lights Day: RVR

200m

Night:not

allowed

Day: RVR 300m

Night: not allowed

Day: RVR

300m

Night: RVR

550m

No effect

Centerline lights spacing

increased to 30m RVR 150m No effect

Touchdown zone lights

No effect

Day: RVR

200m

Night: RVR

300m

Day: RVR 300m

Night: RVR 550m

No effect

Standby power for

runway lights

Day: RVR

200m

Night: not

allowed

Not allowed No effect

Taxiway light system No effect – expect delays due to reduced movement rate

Conditions applicable to this table:

Multiple failures of runway lights other than indicated are not acceptable.

Deficiencies of approach and runway lights are treated separately.

Category II or III operations. A combination of deficiencies in runway lights and RVR assessment

equipment is not allowed.

Failures other than ILS affect RVR only and not DH.

For CAT IIIB operations with no DH, an operator shall ensure that, for aeroplanes authorised to conduct no

DH operations with the lowest RVR limitations, the following applies in addition to the content of Table above:

(a) RVR. At least one RVR value must be available at the aerodrome;




6 TASK SHARING DURING CAT II AND CAT III APPROACH AND LANDING

6.1 TASK SHARING FOR CAT II APPROACH

CM1 CM2 At 400 ft RA

"CHECKED" "CHECKED"

At 350 ft RA

Check ILS course on PFD Announce "LAND GREEN" when displayed on FMA Commence outside scanning

Check ILS course on PFD "CHECKED"

At Decision Height + 100 ft

“CHECKED” Monitor auto callout "HUNDRED ABOVE"

At Decision Height

Monitor auto callout "MINIMUM".

If external visual references are sufficient

Announce "CONTINUE"

If Automatic landing not performed

Disconnect the AP's and perform the landing

Monitor auto callouts or announce as appropriate :

200ft 100ft 50ft 30ft 20ft

At "RETARD" annunciation,

retard thrust levers to IDLE if not yet performed

20ft "RETARD" auto callout*

If Automatic landing is performed

Refer to “Task Sharing for CAT III Approach/Landing without DH” : From 40 ft RA to Touchdown

If external visual references are not sufficient

Announce "GO-AROUND, FLAPS" and execute

* “RETARD” auto callout comes up at 10 feet if LAND mode is engaged with one or two APs engaged.

Otherwise it is announced at 20 ft.

Note: Auto callout is not mandatory for CAT 2 approach. The CM2 may perform this function.




6.2 TASK SHARING FOR CAT III APPROACH AND LANDING WITH DH


"CHECKED" "CHECKED"

At 350 ft RA

Check ILS course on PFD Announce "LAND GREEN" when displayed on FMA Commence outside scanning


At Decision Height + 100 ft

“CHECKED” Monitor auto callout “HUNDRED ABOVE”

At Decision Height

Monitor auto callout “MINIMUM”.

If external visual references are sufficient

Announce “CONTINUE”

At 40 ft RA

Check „‟FLARE‟‟ on FMA and announce

At 30 ft RA

Monitor thrust reduction and flare by flight instruments

Monitor auto callouts

At 10 ft RA

Auto callout “RETARD”

Retard both thrust levers to IDLE Monitor lateral guidance by external reference

Monitor engines parameters

At TOUCH DOWN

Check ‟‟ROLL OUT‟‟ on FMA and announce Announce “ SPOILERS ”

Select and control reverse thrust

Check reverse green / ‟‟DECEL‟‟ and announce Announce 70 kt

Disengage the APs at the end of the roll out (when

leaving the runway at the latest)

If external visual references are not sufficient

Announce “GO-AROUND, FLAPS” and execute




6.3 TASK SHARING FOR CAT III APPROACH / LANDING WITHOUT DH


"CHECKED" "CHECKED"

At 350 ft RA

Check ILS course on PFD Announce "LAND GREEN" when displayed on FMA


At 100 ft RA

If no failure is detected, announce “CONTINUE”

Monitor auto callout

At 40 ft RA

Check „‟FLARE‟‟ on FMA and announce

At 30 ft RA

Monitor thrust reduction and flare by flight instruments

Monitor auto callouts

At 10 ft RA

Auto callout “RETARD”

Retard both thrust levers to IDLE Monitor lateral guidance by external reference

Monitor engines parameters

At TOUCH DOWN

Check „‟ROLL OUT‟‟ on FMA and announce

Announce “ SPOILERS ”

Select and control reverse thrust

Check reverse green / „‟DECEL‟‟ and announce Announce “ 70 kts ”

Disengage the APs at the end of the roll out (when

leaving the runway at the latest)

Note:

1. In case of CAT III without DH, the pilot should enter “NO” in the DH field of the MCDU to avoid false

“HUNDRED ABOVE” and “MINIMUM” auto callouts which would not be applicable.

2. For CAT III Approach, Auto callout RA is mandatory.




7 ABNORMALS

7.1 WARNINGS FOR ILS APPROACH

7.1.1 AUTOLAND WARNING

With LAND or FLARE green on the FMA and at least one AP engaged, the AUTOLAND red light appears on

the glareshield when the aeroplane is below 200 feet RA and one of the following events occurs:

- The autopilots are lost, or

- The aeroplane gets too far off the beam (LOC or G/S flash on PFD), or

- Loss of LOC signal above 15 feet, or loss of glide signal above 100 feet (transmitter or receivers), or

- The difference between both radio altimeter indications is greater than 15 feet.

When the AUTOLAND light comes on, autoland must be discontinued.

7.1.2 WARNING ASSOCIATED WITH ILS “LANDING CAPABILITY”

Any downgrading in the aeroplane's capability for automatic approach and landing sounds a triple-click aural

warning.

7.1.3 WARNING OF EXCESSIVE BEAM DEVIATION

This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE ILS. It occurs whenever:

- G/S deviation is greater than 1 dot (above 100 feet RA).

- LOC deviation is greater than 1/4 dot (above 15 feet RA).

7.1.4 FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS

The PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS pushbutton has been pressed

green). LOC and G/S scales disappear from the PFD.

If LOC or G/S modes are engaged and at least one AP/FD is engaged

- The AP disengages.

- The FD reverts to its HDG - V/S or TRK - FPA modes.




7.1.5 FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN

CAPTURED)

- The corresponding index is lost.

- The LOC and G/S scales flash.

- The corresponding FD bars flash.

Above 200 feet RA, if the transmitter failure lasts less than 7 sec, the FMA retains the LOC and G/S modes

(or the LAND mode) and the APs are able to regain these modes. If the failure lasts longer than 7 sec, the AP

disengages and the FD reverts to its basic modes. Below 200 feet RA, if the transmitter failure occurs, the

AUTOLAND warning appears, indicating that the crew must perform a GO AROUND (if insufficient visual

references) with one or 2 APs engaged.

7.2 FLIGHT PARAMETERS DEVIATION CALLS

Anytime a precision approach is performed the PNF must announce that a flight parameter is being exceeded,

as per the table below

FLIGHT PARAMETERS DEVIATION CALLS

PARAMETERS IF DEVIATION EXCEEDS CALL REQUIRED

IAS +10/-5KTS SPEED

PITCH ATTITUDE 10 o NOSE UP (7,5 o A321) AND 2,5o NOSE DOWN PITCH

RATE OF DESCENT -1000FPM SINK RATE

BANK ANGLE 7 DEGREES BANK

LOCALIZER EXCESS DEVIATION WARNING 1/4 DOT PFD LOCALIZER

GLIDESLOPE EXCESS DEVIATION WARNING 1 DOT PFD GLIDESLOPE

If the flight crew suspects that autopilot guidance is not effective, they should:

Use the instinctive disconnects pushbutton to disconnect the autopilot or

Perform an automatic go-around




7.3 NO “FLARE” OR “ROLL-OUT” MODES ANNUNCIATED ON FMA

If FLARE is not annunciate on the FMA latest at 30 ft (normally FLARE engages at 40 ft) even if the visibility

is greater than 300m (Company Policy):

IMMEDIATE ACTIONS

(CM2) “GO AROUND”…………………….……..CALL

(CM1) “GO AROUND – FLAPS’’ ………. ANNOUNCE

And executes the Go-Around

If ROLL-OUT is not annunciate on the FMA at touchdown,

IMMEDIATE ACTIONS

(CM2) “NO ROLL-OUT” ………………CALL

(CM1) Using visual references ... DISCONNECT AP and ROLL OUT MANUALLY.

Note:

When the landing category is fail-operational (CAT 3 DUAL) any single failure occurring below Alert Height

(100ft) will not cause any capability downgrading, and therefore the CM2 shall NOT announce the failure or a

GA call except for a RED AUTOLAND WARNING. However the CM2 shall advise the malfunctions, as

necessary, after touchdown.

7.4 LOSS OF VISUAL CUES

If during landing CM1 looses visual cues calls “LOSS OF VISUAL CUES” and CM2 assists using PFD with the

calls “YAW LEFT-YAW RIGHT” (Company Policy)

If visual cues are lost during ROLL OUT (Note 1)

IMMEDIATE ACTIONS

(CM1) “LOSS OF VISUAL CUES” ………………….….…CALL

(CM2)” YAW LEFT or YAW RIGHT “……………CALL (Note 2)

Note

1. If this happens on a Single Engine Landing with Reverse selected, return to Idle Reverse to reduce

the Yaw.

2. CM2 should not forget the STD callouts during rollout. (Section 6.3)




7.5 FAILURES AND ASSOCIATED ACTIONS ABOVE 1000FT FOR CAT II OR

CAT III APPROACH




7.6 FAILURES AND ASSOCIATED ACTIONS BELOW 1000FT

7.6.1 DURING A CAT II APPROACH

Exe

cute

a G

o-A

roun

d




7.6.2 DURING A CAT III APPROACH WITH DH

Ex

ec

ute

a G

o-A

rou

nd




7.6.3 DURING A CAT III APPROACH WITHOUT DH

Ex

ec

ute

a G

o-A

rou

nd

AEGEAN


Appendix B – FMGS Fuel Calculations

Revision 15






1 TABLE OF CONTENTS


2 FMGS FUEL CALCULATIONS - 3 -




2 FMGS FUEL CALCULATIONS

This method (Appendix B) is established for aircraft dispatch, having the planning fuel figures calculated by

FMGS. According to EU OPS the fuel calculations shall be based on an approved and reliable fuel

measurement system. The use of FMGS on calculation of the flight plan fuel requirements fulfils the above

requirements providing the opportunity of observing the latest updated factors which affect fuel consumption.

This option is to be used on captain’s discretion. Any recommended fuel preservation initiative must be

followed provided that the safety is not jeopardized. The required efficiency not only on the fuel policy but in

any initiative that used for operation optimization implies that the safety functions have been completely

understood and followed. Try to use this method when the conditions permit.

According to EU OPS 1 the minimum usable fuel for departure shall be:

Expected taxi fuel & APU consumption

Trip fuel to destination

Contingency fuel 5% of the planned trip fuel or an fuel amount to fly for five minutes at holding speed

at 1 500 ft, above the destination aerodrome in standard conditions, whichever is higher.

Fuel to alternate aerodrome

Final reserve fuel (Fuel to fly 30 min at holding speed 1500’ Above Alternate aerodrome Level

standard conditions).

PPS flight preparation contains all these fuel items, giving a minimum ramp fuel.

The sequence of consumption is:

ZFW Calculation of Final Res. Fuel

ZFW

+ Final Reserve Fuel

= Est. LW at Alternate Calculation of ALTN Fuel

+ ALTN Fuel

= Intermediate Gross Weight 1st Calculation of Trip Fuel




+ 5% Cont. Fuel or an fuel amount to fly for five minutes at holding speed at 1 500 ft, above the destination

aerodrome in standard conditions, whichever is higher.

= Est. LW at Destination 2nd

Calculation of Trip Fuel

The 2nd

Calculation of Trip fuel shall be performed as 5% Cont. Fuel might be in the tanks when a/c lands at

the destination aerodrome having heavier LW!

+ Trip Fuel

= Est. TOW at Origin Aerodrome

+ Expected Taxi Fuel

= Minimum Ramp Fuel

+ Extra Fuel by PIC

= Block Fuel

Primary factor affecting all, Trip/Cont/Alternate/Final reserve fuel is the ZFW.




PPS might not have the latest SID / STAR / RWY in use and thus the minimum ramp required fuel can be

different. The Final Res. Fuel of 30 min. on PPS flight log is based on MLW consumption e.g. for A320 64.5

ton, which in real life will never happen as a flight cannot be planned to MLW to ALTN aerodrome.

1. Enter Origin / Destination / Alternate Aerodromes at the INIT A page.

2. Modify the routing as flight planed filed to ATC.

ATC Routing : LEKPO UB1 ABLON

The same for ALTN Route/ STAR&APP:

Alternate LGSR SOREV A10 MIL

&e.g. MIL 1B +VOR34R




3. Enter the expected departure from LGTS e.g. LEKPO 1B.Your

PPS flight Log might have calculated consumption from RWY 34,

LEKPO1A

4. The same for LGAV. If previous flight just arrived from LGAV

knowing that RWY 03L is in use, plan for this. Enter the expected

arrival ABLON 1C in LGAV. Your PPS flight Log might have

calculated consumption for ABLON – KEA - RWY21R.

5. Access the WIND page to enter the latest wind data.




7. NEXT PHASE. CRUISE WIND.

Enter the predictions Wind / Temp. taken from PPS flight Log for the FL

6. The a/c stores the wind direction / speed at

several Flight Levels from the previous

sector. If the flight is scheduled to fly from the

same geographical area back, then the actual

wind data are already there.




8. NEXT PHASE DESCENT WIND.

Enter the predictions Wind taken from PPS flight Log for the FLs

during descent.

9. DESCENT WIND.

The wind predictions are:

10. DESCENT WIND.

In the same page enter the predicted wind for Alternate aerodrome

LGSR:

Press UPDATEINSERT*




11. INIT B Page.

Enter the Est. ZFW (&ZFWCG 30%) from PPS flight log or the

updated value taken from Ground Ops to get the prompt

FUEL

PLANNING and Press

12. INIT B Page.

FUELPLANNING is being performed. WAIT for results.

RTE RSV (Contingency fuel) shall never be less than 200 kg

(equals at least 5 min holding fuel). Overwrite it with 0.2 if it is

calculated with 0.1, e.g. domestic legs.

Do not overwrite Final Res / ALTN fuel as they are based on

latest valid data (Gross weights / Track miles /METEO).

Company fuel prediction policy for ALTN aerodrome is at

least 1100 kg.

The calculated Block Fuel is

4.2 tons. Confirm Block Fuel by pressing the prompt to

accept it.

If EXTRA fuel is needed, overwrite the Block fuel.

E.g. 4.3 Tons. Extra fuel is now 100kg.

Trip Wind field has dashes as Climb/Cruise/Descent wind

data has been updated previously.




13. PPS Minimum Fuel.

The flight crew may now dispatch the flight by uplifting less fuel than

initially calculated by PPS software.

14. Evidence

Evidence for the revised fuel calculation is needed.

Enter the Print Function to print the calculation method.




15. Print Function Page1

Press the F-PLN INIT 1R key to print the calculation of the Flight plan

initialization data on paper.

Evidence for proper calculation concerning missed approach from

LGAV and expected arrival withVOR34R approach at LGSR is now

assured.

The commander shall sign the report for acceptance.




16. Print Function Page2

Press the F-PLN INIT 1R key to print the calculation of the Pre-flight report on

paper.

Evidence for proper calculation concerning routing / wind / NM, ILS03L

approach at LGAV and leg times is assured.

The commander shall sign the report for acceptance.




17. Print Function

The fuel predictions on paper are the same as calculated

before on the INIT B page.

Both paper reports shall remain on journey log envelope for

evidence.

AEGEAN


Appendix C – Quick Access Information

Revision 15




Appendix C - Low Quick Access Info.


1 QUICK ACCESS INFORMATION

Each aircraft is equipped with a quick access information folder which provides synoptic tables and type

related information extracted by the Operations Manuals, the Flight Crew Operating Manuals (FCOM) and

EAG database.

1.1.1 CONTENTS

Figure 1. QAI Sample 1