Part A rundown - Section 8

8.1.1.2 - Terrain Clearance and Minimum Usable Flight Level (MUFL)

Take into account pressure, temperature and wind.
QNH: each 1 hPa below ISA requires an increase of 30 ft.
OAT: each 10°C below ISA require a 4% altitude increase.
Wind speed - Bernoulli effect correction graph available (eg 80 knots = 812ft)

8.1.2.2. - Aerodrome rescue and firefighting categories - RFF

Dispatch A321 - Recommended is Category 7, minimum is 6
Downgrade / Alternates is 5 (Take off / enroute alternate is 5 as well)
Downgrade case: departure / destination activated by NOTAM for max 72 hrs
Commander may elect to land at fields with lower than above if appropriate.

8.1.3.1.1 - Classification of Aeroplanes

A321 is either Cat C (75.5T MLM) or Cat D (77.8T)
Works of Calculated speed at threshold (VAT) at max certificated landing mass.
VAT = 1.3 x VSO or VAT = 1.23 x VS1G
Cat C is approach speed at threshold of 121kt - 140kt
Cat D is approach speed at threshold of 141kt - 165kt

8.1.3.5 - Dispatch Landing Distance Requirements

ALD - horizontal distance from 50ft above runway, to land and stop.
ALD is derived from test pilot data.
RLD is the required landing distance - it is ALD for different runway conditions.
RLD is a regulatory requirement.
RLD (Dry) = ALD x 1.67 (dry)
RLD (Wet) = ALD x 1.92 (dry)
RLD (Contam) = Greater of: (a) ALD x 1.92 (Dry)
or (b) 1.15 x ALD (Contam)

8.1.3.5 - note - landing at weights in excess of go around climb gradient requirement

Use EFP procedure if the landing weight is planned to be higher than this.

8.1.4.2.2 TAFs
Bcmg - Expected to occur at an unspecified time during the stated period
Tempo - expected fluctuation expected to be less than an hour in effect.

8.1.5.1 - Fuel stuff

Contingency fuel - higher of (a) (i) 5% planned trip
(ii) 3% planned trip if using ERA
(iii) 20 mins at trip fuel consumption.
OR (b) 5 mins at 1500’ at destination at ISA conditions.

ERA location - diagram using total trip of 500nm - ERA must lie in a circle iaw:-
Circle radius must be max 20% of total trip
Circle centre must lie within 25% of trip length (or 20% + 50nm)

1500 nm total distance Within 25% of total trip

…or 20% + 50nm
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Alternate Fuel
Missed Approach from DA to Missed Appr Alt (Full Procedure)
Climb from MA Alt to Cruise
Cruise from TOC to TOD
Descent from TOD to Landing
If 2 alternates required, fuel for greatest fuel required.

8.1.5.1.5 - Final reserve

30 mins, 1500’, ISA. (Weight of aircraft when it arrives at the alternate)
OR if no alternate is used, at the weight of the aircraft as it arrives at destination airfield.

8.1.5.1.6 - Minimum additional Fuel

To cater for an engine failure or loss of pressurisation at the most critical point enroute.
To fly from that point to an adequate alternate
To hold: 15 mins, 1500’, ISA - then approach and land
Applies if using RCF (reduced contingency fuel) procedure / ETOPS
However, “additional fuel is only required if the minimum amount of fuel calculated in
accordance with the above is not sufficient for such an event.”
Finally: additional fuel is a mandatory addition if there is no destination alternate.

8.1.5.1.9 Gross error check A321

Taxi 200kg
Average flow: 3 Tonnes per hour

8.1.5.2.1 - Special fuel procedures - reduced contingency fuel (RCF) with Decision Point DP.
Block fuel the greater (of sum of):

(a) Taxi
Trip fuel to Dest 1 via the DP
5% Contingency from DP to Dest 1
Alternate fuel for Dest 1 alternate
Final Reserve Fuel
Additional / extra

(b) Taxi
Trip fuel to Dest 2 via the DP
Standard contingency fuel
Alternate fuel for Dest 2 alternate
Final Reserve Fuel
Additional / extra

8.1.5.1.9 - LMCs
Must not exceed 500 kg
Must not exceed underload
CoG must remain within limits

8.1.6.9 - Standard Masses

Passengers All adult Male Female
Flight crew 85 kgs
Cabin crew 75 kgs Adult - except charters 84 kg 88 kg 70 kg

Adult - charters 76 kg 83 kg 69 kg

Children 35 kg

Infants 0 kg
8.1.7.1 - Slots
Delay < 60 mins ………. board and aim for STD
Delay > 60 mins ………. board and aim for halfway STD / CTOT
CTOT -5/+10

8.1.8 - Flight Plan

Legal document, signature required. Confirms adequate route / aerodrome knowledge.
Check for basic data correct, legality of alternates, completion of fuel calculation.

8.1.9.3 - Out of phase / maintenance checks

Prior departure, review OOP tasks - check against calendar date
aircraft hours
aircraft cycles
If an expiry will occur prior to return to a main base, the issue must be sorted before departure.
(Commander cannot sign a certificate of release to service)
If asked by regulators eg rampcheck to have sight of TCAE 1164 (release),
fwd request to maintrol.

8.1.9.4 - Deferred defects

‘B’ defects - acceptable deferred defects
‘C’ defects - non airworthiness related deferred cabin defects.
State MEL reference where appropriate.

8.1.9.4.1 - Reporting / Maintenance required following…..

Bird strike - engineering inspection required.
If on departure and all indications normal, may continue to destination
Must control maintrol ASAP to pre-arrange downroute inspection.
If damage / malfunction, Return or Divert (safety v commercial).

Lightning - inspection required by engineer.

If on departure contact maintrol ASAP who will advise.

Severe Turbulence - inspection MAY be required. Speak with maintrol.

Airbus aircraft can print a load report.
MCDU menu > AIDS > 5R Man Req REPORTS > Next page > Load15

Hard landing - Report commands engineer checks that cannot be abridged.

AOG until inspection complete.

Heavy landing - only performed in abnormal conditions.

tech log entry is made
Checks must be completed by engineer.

Damage found during ground checks - contact maintrol

they will advise if damage previously recorded

For all above, tech log entry must be made.

ASR must be filed

Part A continued - see later…

Due to document formatting problems…

G HYD RSVR LO LVL

ECAMS actions present PTU off, to prevent overheat and loss of Yellow system.
Pump then selected OFF
Leads to HYD sys G OFF and associated failures.
Clear HYD brings up Status Page

May I read the status? - PAUSE - Checks APU / FUEL / OEB / Computer resets
Is there an OEB? - N/R
Is there a computer reset available? - N/R
Is there a normal checklist or procedure?….. Read Status

Status pages shows: Increased fuel consumption, 10% if L/R spoiler extended at time of fail.
Ref QRH inflight penalty fuel factors.

Landing gear gravity extension QRH ABN 32.2

Slats / Flaps slow

Considerations: Long final to allow more time for flaps and gear.
As soon as gear is down, penalty + 180% for gear stuck down.
Ergo: “Minimum fuel” call to accompany PAN PAN call
as div may not be reachable.
Ask for sterile runway and LVP protection to allow for Cat 3A
NITS brief, 10 minutes to landing, NITS style PA
Request fire truck inspection - hot fluid on brakes?
FCTM / FCOM notes - normal stuff

Preliminary checks
RCL pb for 3 seconds, brings cautions and warnings from previous flight
Tech log / MEL
DOOR pb to check OXY levels - ref is LIM-OXY Minimum Flight Crew Oxygen Pressure
Check slats / flaps / parking brake.
Check OEBs

ADIRS - Complete alignment IR mode selectors OFF for at least 5 seconds then on
Fast align, IR OFF then ON in less than seconds.
During before start checklist, crew checks that ADIRS are in NAV mode on the MCDU

FMGC Prep
Once the Prep is complete, crew may print PREFLIGHT DATA.

Scan - N/W STRG DISC memo - if pushback is required make sure it is there or check with GND crew.

Before start checks

Read V1 and V2 from PFD, then Flex from MCDU
WHen doors closed ask for start clearance
It is not required to check doors are armed before engine start
Once start clearance and scan done ask for checks below the line.

Scan - Windows
Beacon on
Thrust lever Idle
Accumulator pressure - green band
N/W STRG DISC memo - if pushback is required make sure it is there or check with GND crew.

After start checks

Only after the pushback team is clear
Always before requesting taxi clearance.

Before take off checklist

ATC clearance obtained
Cabin reports secure
Flight controls checked.
Crosscheck flap setting with PERF page
When approaching holding point and expecting departure without delay, req ‘below the line’

Task share for supplementary procedures

If engine start related, read the whole thing through first of all.
Then PM reads and PF does.
All other procedures are read and do by PM.

Secured and transit stop

If last C/L is secure checks then ALL checks must be done.
If last C/L is parking checks then the aircraft is in a transit stop, only * items must be completed.

T/O Briefing
*Excellent section worth review*
Engine starting - SNIFENOS mnemonic.
Eng 2 usually started first - powers yellow hydraulics, that pressurises the parking brake.
If ECAM DUs are lost during start then abort by setting ENG MASTER lever to OFF
Then perform a 30s dry crank.
If engine start unsuccessful then avoid instinctive ‘MASTER OFF’
Keep your hand away from this switch as a guard against this pitfall.

Idle parameters
N1 around 19.5% 2
EGT around 390°C 4
N2 around 58.5% 6
Fuel Flow around 275 kg/hr 3

Tail pipe Fire?

Ground crew / ATC / Cabin crew inform of tailpipe fire.
It is an internal fire in the engine.
Solution is to stop the fuel flow and ventilate the engine.

Cockpit indication of tailpipe fire?

No cockpit alert - no ECAM
Only indication can be an EGT rise due to tempurature rising.
Ergo, most of the time, the crew would be informed by others.

QRH engine tailpipe fire procedure - ABN19

DO NOT USE ENGINE FIRE PB - this cuts off the FADEC, preventing the dry crank.
Do not use engine extinguisher - it has no effect (the fire is internal to the chamber)
Use QRH procedure - it is not a memory item. But for the insatiably curious…
ENG MASTER (affected side) …………. OFF
ENG MAN START (affected engine)…… OFF
Establish Air bleed PRESS
BEACON …………………………………. ON
ENG MODE sel ………………………….. CRANK
ENG MAN START pb……………………. ON
When fire stopped
ENG MAN START pb…………… OFF
ENG MODE sel …………………. NORM

Control checks
CM1 stick: “Control check”
CM2: “Full up, full down, neutral. Full left, full right, neutral”
CM1 rudder: “Rudder”
CM2: “Full left, full right, neutral”
CM2 does stick checks silently

Captain
Balanced - Strong communication skills - Experienced - Disciplined - Diplomacy - Humility
Recovery from unplanned events & outcomes
Leadership and enable effective teamwork
Superior communication skills
Problem solving and decision making
Task and Workload management
Situational awareness
Threat and Error management
Leadership styles
Authoritarian - effective in critical / serious situations but can create resentment if used in
normal situations.
Participative - Involving others to maximise team strengths. Democratic / shared style.
Promotes effective CRM.
Delegative - Delegates tasks. Can be good if used when tasks can be done better by others,
freeing up thinking time etc, but can also be a ‘pass the buck’ lazy style.
Good leaders tend to use all three, with one dominant. Bad leaders tend to stick with just one.

ANC-M
Aviate - Navigate - Communicate - Manage
In that order!

Command gradient
Leader Focus Team Focus Follower Focus

Authoritarian Participative Delegative

Cpt FO Cpt FO Cpt FO

Good Captain Bad Captain

Good listener Not a team player
Delegates Disregard to SOPs
Assertive when required Overly authoritarian
Honest Doesn’t prepare
Encouraging Looks like a bag of shit
Respects the team
Takes things seriously
Includes all team members
Stays ahead - prepares during low workload periods

Systems, Limits and SOP

Taxi & Turning
With 1 tyre deflated, 7 knots - Can use nosewheel steering fully
“ 2 tyres deflated, 3 knots - NWS maximum 30°
Turns of 90° or more should be taken at under 10 knots.

180° turn procedure - Groundspeed between 5 and 8 knots.

Taxi on the opposite side of the runway to the seat and turn L/R to establish a 25° divergence
from the runway axis (using the ND or PFD).

When physically over the runway edge on A320/A321 smoothly initiate a full deflection.

Asymmetric thrust will be used during the turn. Anticipation is required to ensure that
asymmetric. Use between 30 - 35% N1

It is good practice that the other crewmember calls the GS from ND while in turn.

Differential braking is allowed, but a braked pivot turn is not recommended

This is to avoid stress on the landing gear assembly.
Brake temperature
Limit 300°C before take off. BRAKES HOT ecam disappears when highest goes < 290°C.
This is so that if there is a hydraulic leak, the fluid is not ignited.
It does not ensure that VMBE is respected.

What if - you got airborne then BRAKES HOT ecam appeared?

If performance permits:
Max speed ………….. 250 knots / Mach 0.60
Landing Gear ………. Down
For retraction ………. reduce speed further to 220 knots / Mach 0.54

Braking anomalies
If on taxi you have braking problems - immediately select A/SKID N/W STR switch OFF.

Holding speed and Configuration

Lowest of: Max endurance
ICAO hold limit speed
speed constraint
When no limit applies, use max endurance = green dot.
Green dot and clean is the most efficient config
If this speed is higher than a constraint then F1 and S speed should be used.

In the holding pattern

IMM EXIT - Immediate return to fix and hold exit

Intermediate approach
Sequence flight plan (before arming APPR pb)
In the sim, NAV will engage…
Need to re-arm LOC / APPR
FINAL APP may be intercepted in NAV if GPS is primary or if nav accuracy is positive.

Final approach
If landing with manual thrust disconnect by 1000’ latest.
G/A altitude should be set when G/S or FINAL engages.
If on a selected NP approach it may be selected when a/c altiude < missed app altitude.

Discontinued Approach
Interrupts and approach when altitude < Missed Approach Altitude
Does not require TOGA thrust
Standard Call to initiate: “CANCEL APPROACH”
First action - disengage and disarm the AP/FD mode by pressing APPR / LOC pb

ILS approach
If glidepath > 3.5° steep or tailwind > 10 knots then use early stabilised approach technique.
G/S from above: Press APPR pb - check FMA
Wind the altitude window selector above present altitude
Use V/S minus 1500 fpm.

ILS raw data

Use the bird
Fly early stabilised approach
Track must be set on final approach track - once established set tail of bird to track line
1/2 dot below G/S fly bird down to glide path angle.
Circling Approach
F-PLN should have STAR and Instrument appr with F-SPD constraint at FAF (Gear down, F3)
SEC F-PLN will have landing runway
Method: (1) Copy active (2) Change Runway (3) Retain the discontinuity.
ND in rose mode with low range good for situational awareness.

Circling Approach - diagram

Key points:

Gear & Flap 3 before 30s segment

45° turn with 30 seconds timing
Select TRK-FPA, 30s, downwind

Once downwind, call for SEC F-PLN

Prepare timing 3 sec / 100ft
± head or tailwind.
Start timing abeam threshold

Level Turn - at 25° AOB

Identify threshold then descend

LDG config
Request Landing Track set
AP/FD off

“Landing Checks No Blue”

“Landing no blue, autothrust?”

What is the definition of circling?

The visual phase of an instrument approach to bring an aircraft into position for landing on a
RWY that is not suitably located for a straight-in approach.

Captain, I have an electric wheelchair - can we just put it in the hold?

What are the batteries?
Non spillable ? - Yes, it can go in the hold, but disconnected and the battery secured.
lithium ion batteries ? - Batteries must be disconnected and brought to the cabin.

Flare and Touchdown

At 30ft, pitch attitude reduces to -2° over 8 seconds to allow for a convential stick back flare.
Spoilers deploy when at least one main wheel is on the ground and rev is deployed.
Spolier deployment signal is use for autobrake activation.

Reverse thrust
Not very effective < 70 knots
Below 60 knots with rev max, engine stall may occur.
At taxi speed, stow reversers to prevent FOD damage. *****
Must use REV MAX on contaminated runways
Landing with REV IDLE on WET runways
a calculation for MED-POOR should be carried out due to the variable nature of the runway co-
efficient with wet runways.

Weathercocking
In strong x-wind conditions the aircraft may weathercock and drift downwind upon landing.
If so, reduce reverse thrust and release brakes to regain directional control.
This reduces side forces.
Reintroduce braking and reverse thrust later as required.

Go around
Cannot be initiated after the selection of thrust reversers
If bounce is experienced, delay flap retraction upon hearing ‘Go around flaps’.
Retract gear only when positive climb and no possibility of further contact.

Go around from full flap after touchdown

Config warning - flaps not in take off position will activate - disregard

High altitude go around

If G/A thrust is not required or hazardous, TOGA should be momentarilty selected, then CLB.
This gives the GA modes but will give speed control with autothrust.

After go around
Activate 2nd approach with ‘activate approach phase’.
Previous approach will be restrung into the FMGC.

Diversion
‘Enable alternate’ - select from LAT REVISION at the ‘TO’ waypoint
If Altn Fpln is in SEC FPN then this can be activated and a DIR TO performed
Must be in HDG to activate the SEC.
If no alternate is stored, select LAT REVISION to ANY waypoint for new destination.

Brake fans
Due to oxidisation delay using brake fans till landing + 5 minutes.
Don’t use near the stand because they are a health hazard (carbon dust).
If brake temps are >500°C (or >350°C with fans on) then avoid using parking brake.
Ask for chocks before shutting down.
Check MEL for brake ground cooling time
Ref 32-07-01A ops procedure
Work out a brake energy level then translate to a time.
Abnormal Operations
Low speed engine failure
Reaction speed is critical - get on everything ASAP.
IDLE, Max REV, rudder and differential braking as necessary.
<72 knots the spoilers will not deploy and the autobraking is linked to them
So it may be manual braking required.

RTO - Rejected take off

Many warnings and cautions are inhibited between 80 knots and 1500 ft.
Below 100 knots basically reject for any reason / ECAM.
Above 100 knots:
RED ECAM
AMBER ECAM (serious enough to break through the inhibit!)
Major failures
Loss of thrust
Any indication the aircraft will not fly safely
Tyre failure within 20knots of V1 - safer to get airborne
Reduce fuel then land with full length available.
“STOP” call announces RTO and announces CM1 has control

RTO flow pattern

Emergency evacuation
Decision consideration - Out of control fire?
Passenger evac on runway?
Communicate intentions and requests to ATC.

Engine failure after V1

Vmca considerations - Cannot immediately TOGA if on derate and below F speed.
T/O thrust is limited to ten minutes
No ECAM actions below 400 ft aal.
Delay acceleration until engine is secure.
ie “Engine Master OFF” (failure, no damage)
“Agent 1 discharge” (failure, damage)
“Agent 2 discharge”
Once clean - levers to MCT
But if in flex T/O and TOGA has not been used, you must cycle: CLB then MCT

MASHO - Engine failure during cruise

M - MCT thrust
A - Autothrust OFF
S - (select) Speed according to strategy
H - Heading, clear of airway or towards alternate
O - Open descent, check and announce FMA
Once these memory items are complete, ECAM actions.

Standard strategy - engine failure descent

Used when terrain not an issue
Maximises windmilling / relight envelope for restart
(M0.78 / 300 knots)

Obstacle strategy - engine failure descent at Green Dot speed.

MCDU - PERF CRZ will show driftdown ceiling, can refine FCU alt window to this.
Clear of obstacles? Set LRC Ceiling in FCU, return to LRC speed and engage A/T

One engine out - landing

With flap selected and thrust above a certain value, the Beta target is blue…
This indicates the aircraft is approaching its max thrust capability
Do not select Gear Down too early…
…it requires a large amount of extra power to maintain level flight
Reset rudder trim to zero at a ‘late stage of the approach’.

Circling - one engine inop - QRH 80.01A

Normally flown downwind, F3 and gear down.
At high weights or hot/high conditions level flight might not be possible.
If circling is expected, check the QRH table.
If above max value, the gear down must be extended on final approach.

Straight in approach with one engine inoperative

For performance reasons do not extend flaps full until established on final descent
If a level off is expected during the final approach, plan F3 for approach and landing.

Single Engine Go-Around

Prior to approach, brief the go around strategy
Either: published MAP, associated EFP, or safe visual flight path.
SE acceleration altitude minimum 1500’ but can use the MAP platform alt.
Any deviations from published should be reported to ATC.
Reversers INOP - management
1 reverser inop - select both on RTO and landing
both inop - do not select any.

Overspeed protection
FCU selected speed and reduce
A/T should reduce thrust and stabilise speed.
If vector continues to run away, use speedbrake with care - caution Vls

FMGC failure - single

Disconnects onside AP if connected. (select AP from other side).
Autothrust remains working
Can recover ND information by matching ranges
FMGC reset procedure is found in QRH
Single FMGC flight is permissable (if not desirable) on T9 routes.

FMGC failure - dual

AP/FD together with Autothrust will disconnect.
Try to recover AP and Autothrust by selecting them ON

If both AP / Autothrust cannot be recovered:

Use manual thrust for desired power.
Deselect the FD’s
Select TRK / FPA
Tune navaids with RMPs
Refer to FMGC reset procedure in QRH and then:
FCOM/DSC-22_20-90-10 Automatic FMGC Reset and Resynchronization - FM Reset

Emer Elec config

Due AC bus 1 & 2 failure, RAT automatically extends.
RAT powers blue hydraulics - these power the electrical emergency generator.
Emergency GEN powers the AC and DC ess bus
RAT stalls at <125 knots = power is lost.
Below 100 knots DC batt bus is connected
Below 50 knots AC ess bus is shed.

Decision making
LAND ASAP - however, a poorly equipped airfield in poor weather is not ideal.
Extended flight in elec emer config is not too flash either.
Weigh up the risks and benefits and make an appropriate decision.

APU - start - should give APU GEN to help out.

Disciplined ECAM handling is vital. Only E/WD is available.
QRH summary should be carried out upon completing ECAM.
RA 1 + 2 will be lost so PM must make callouts
YT here and here.

Fire Protection
Consider immediate diversion as soon as smoke is detected.
If smoke source is not obvious, accessible or extinguishable >> Immediate diversion

Smoke detection and procedure applications

Smoke but no ECAM? Go to QRH directly.
“AVIONICS SMOKE” ECAM - apply this ONLY if there is perceptible smoke.
If there is no perceptible smoke crew can consider this as spurious
Can either go to QRH first OR do ECAM then QRH.
Cargo Smoke
Even after successful operation, warning may still persist
Ground crew must not open door after an event. NITS brief item.
If warning displayed on ground with door open, do not discharge agent.
It may be due to high humidity…! Stop and think for a bit.

Abnormal slats / flaps configuration

Initial action for all cases - ** PULL SPEED, selected speed **
Actual flap lever position - Vfe, Vls
Flap lever position
Speed reduction and config changes should be carried out wings level
AP may be used down to 500 ft AGL.
During Go Around, selected speed must be used to control acceleration
Diversion, consider increased fuel consumption. 20,000 is the limit with flap out.

Fuel Leak
If leak is an engine leak, engine is shutdown. OK to use fuel Xfeed valve.
If leak is not an engine leak it is IMPERATIVE not to open the Xfeed.

Hydraulic Generation Particularities

Hydraulic fluid cannot be transferred between systems
PTU operates when pressure diff is > 500 psi
PTU must be switched off following system failure to avoid overheat
This would occur within 2 minutes.
PTU overheat may lead to loss of 2nd hydraulic circuit
PTU is for engine fail or engine driven pump loss only
It is not to be used for RSVR LO LVL, RSVR OVHT, or RSVR LO AIR PRESS causes.

Dual Hydraulic Failures

AP not available but F/D and A/THR remain
Manoeuvre with care to avoid high demand on remaining
LAND ASAP and “Mayday” should be declared.
ECAM actions should be completed prior to commencing approach

G+Y Sys anomaly

If G+Y are lost, stabiliser is INOP. Auto trim is provided through elevators.
However when gear is down > Direct Law
Auto trim is lost
Mean elevator position is memorised
It becomes the central control stick position
Procedure requires stabilisation at Vapp before gear extension to ensure proper sidestick trim
Also to prevent control issues arising during landing / go-around.
G+Y also means slats only (slow) on approach; expect high pitch attitude on approach / flare

Landing with abnormal gear

Reduce weight as much as possible for touchdown speed
Inform crew and pax as soon as, to allow full cabin prep.
FCTM has various flying tips based on gear config, most are covered by QRH procedure.

Dual RA failure
Flare law active when gear down and AP disconnected. “USE MAN PITCH TRIM”.
Ground law active when main gear compressed and aircraft attitude < 2.5°
Cannot use APPR pb for ILS
pb LOC is available - ILS must be flown to Cat 1 limits.
Final stages should be flown with AP out - raw data.
No auto callouts on approach, no retard callout, GPWS and “Speed x 3” warnings inop.
Emergency Descent
With idle, high speed and speedbrake ~ 7000 fpm is achievable.
39000 to 10000 takes ~ 4 minutes and 40 nm.
MORA on ND is highest MORA within 40nm radius.

Overweight landing
High weights - Vfe Conf 1 may be very close to Vls
If so, disconnect A/THR, decelerate to Vls and select Conf 1 when below Vfe.
May then re-establish the A/THR and use managed speed.
Reduce speed to Vls at runway threshold
Check table “Max weight for go around Conf 3”

Cold weather Ops

Holding in icing conditions should be clean.
Use of slats should be avoided for prolonged periods.
If told to hold when already configured and in icing conditions,
consider cleaning up.

Turbulence
Taking off in turbulence, wait until F+20 knots to retract to flaps 1 (limited to Vfe -5 knots)
CB avoidance should be ideally 20 nm upwind

Oceanic equipment requirements and failure procedures

See FCTM - good table.

Flight Parameters in Approach

“Speed” - +10 / -5 knots on speed target
“Sink Rate” - Descent rate > 1200 fpm
“Bank” - Bank angle > 7°
“Pitch” - Pitch > 7.5° or < 2.5°
“Loc” or “Glide” - Deviation exceeds 1/2 dot
“Crosstrack” - When xtrack is > 0.1 nm
“V/DEV” - When vertical deviation > 1/2 dot
“Course” - When 1/2 dot or 2.5° (VOR) or 5° (NDB)
“___ft high (low)” - At altitude check points.

FANOP - briefing mnemonic

F - FO (or other pilot)
A - ATC
N - NITS
O - Operations
P - PA to passenger

RNP-AR Approaches
Protected area x 2 either side of CL - ie 0.3nm = 0.6nm either side (1.2nm wide).
Radio Nav updating must be deselected
Pos monitor > selected navaids > deselect
Must be flown as an autopilot coupled approach
A/C database must be in date - no alleviations
Normal max lat deviation is 0.5 RNP, absolute is 1 x RNP
Max vertical deviation is ± 75 ft
Altimeter setting is crucially important
LDEV and VDEV
RNP-AR Approaches - LDEV and VDEV

Vertical deviation…

Lateral deviation…

RNP - AR continued…
X-TRK error must be displayed on ND and be to an accuracy of 0.01nm
ie 2 digits for RNP < 0.3nm
Legacy aircraft can only manage 1 digit, therefore RNP ≥ 0.3nm
Callouts at 1/2 dot (soft) - “VDEV”
Callouts at 1/2 dot (RNP0.1) or 1 dot (RNP0.3) - “LDEV”
RF - Radius to fix leg (curved)
Engine Failure - requires the use of FINAL APP
.˙. cannot be flown unless dire situation and x-trk error remains within limits
(single engine final app AP restriction has now been lifted I believe, but check **TODO)
AP may remain engaged for GA with engine failure
Worth having Prog page with distance to the threshold for track miles and / or gross error
height/alt check on approach.
A go around due to nav downgrade should be flown as per the FMGC, ie AP and NAV.
FM position will still be good enough for missed approach accuracy.
Some mnemonics…

CAFOR - to be done before “read status”

C - Checks, normal or ECAM memo?
A - APU (** hmmm - **todo)
F - Fuel
O - OEBs
R - Resets for CB’s / computers.

TEAM ‘alpha’ - LVO’s (Things to go around for below 1000ft)

T - Triple click
E - Engine Failure
A - Autopilot Disconnect
M - Master Caution
𝛂 - Alpha Floor

ADSLR - Reasons for the autoland light to come on

A - Autopilot disconnect
D - Deviation (Loc or Gs)
S - Signal loss
L - Long flare (overrun)
R - Rad Alt ±15’ diff between L/R

Before start - mini scan or 3Bs and a T

B - Bleed
B - Beacon
B - Brakes
T - Thrust Levers

Another Before start scan

B - Brakes ON
A - APU bleed ON
L - Lights (beacon ON)
D - Doors (Check closed)
E - External Power
N - NWS pin
T - Thrust Levers closed (idle)
Handy References
Santa Maria - northbound clearances - if clearance not received you may enter at level cleared
by radar. This is NOT applicable to entry into Shanwick OCA.
Ref GEN RM 2.3.5.3.1.1 (j)

Required equipment for RNAV or MNPS

Ref MEL - how to use - RNP (Random!!)

OFP legal requirements - 8.1.8.2 / 8.1.8

ie PMI re-route and new plogs
Not necessarily required, may use old plogs with adjustment.

No rollout? NWS? - Disconnect at touchdown

Entries (MEL) > ECAM

Miscellaneous Items:
Get to aircraft > Tech Log
Check engine idle parameters 2 4 6 3
SE climb gradient - in QRH Normal Procedures NP-NP8
FDP Extension UK CAA CAP 126S
Airbus electrical - handy app
Monitoring Matters - CAA Doc ……….. NUTA: Notice, Understand, Think, Act.
Emergency PAs
Manual Braking RTO
Min Cabin Crew complement OMA 4.1.2.2 or G47/15

Flight Summaries
Cockpit prep
Oxygen limits in LIM-35 if half amber box is present
Oil limits min 9.5 + estimated consumption (0.5 quarts / hour)
PF battery check - 10 secs after battery switch ON
Check ELEC SD page that current is <60A and decreasing
MSG RECORD - ERASE …… on ATC COMM page of MCDU
Once all complete call for “Before Start checklist to the line”

- [Call ATC for push and start] -

Before start scan - 3Bs and a T

B - Bleed
B - Beacon
B - Brakes
T - Thrust Levers
Call - “Before start checklist below the line”

After start scan

Eng mode selector - NORM then wee triangle…
APU Bleed - OFF
Engine Anti Ice - As required
APU Master - OFF
Status and NWS - Check
Ground crew clear? - “After Start checklist?”
Taxi
Receive Taxi clearance ……….. and BEFORE releasing brake, Taxi light - ON
“Clear Left side, Clear right side”
Never taxi until you have switched the taxi light ON
Never taxi until you have seen the pin!
“Brake check” - “pressure zero”
“Flight control check”
Do the flight control check when stationary if in LVPs
RISE brief including STOP actions
“Before take off checklist” once:
Cabin is secure
ATC clearance obtained
Flight Controls checked
“Down to the line”

180° turn procedure - Groundspeed between 5 and 8 knots.

Taxi on the opposite side of the runway to the seat
Turn to establish a 25° divergence from the centreline.
When physically over the runway edge smoothly initiate a full deflection.
Use between 30 - 35% N1
Groundspeed between 5 - 8 knots

RTO stop criteria.

Below 100 knots basically reject for any reason / ECAM.
Above 100 knots but before V1
FIRE WARNING or Severe Damage
Loss of thrust
Any RED ECAM
Any AMBER ECAM ie sidestick fault
Engine failure
Reverser fault or unlocked
Thrust lever fault
Control problem
Obstructed runway
Any indication the aircraft will not fly safely

RTO stop actions.

“STOP!” call - signal that CM1 assumes control
Thrust Levers - IDLE CM2 monitoring / calls
Reverse thrust - MAX Check: “Rev green” or “No Reverse”
Verify RTO braking or apply max manual braking Check: “Decel” or “No Decel”
“70 knots”
Consider where you will turn ** ATC call “Stopping”
Once stopped - stow reversers Locate QRH inside back page
* Parking brake * - ON
ACOS x 2 “Attention Crew on Stations, Attention crew on stations”
“ECAM ACTIONS”
** Turn towards fire if headwind Component, away from fire if tailwind.

Engine run up procedure.

Required when ON GROUND, in ICING CONDITIONS, with engines running for > 30 mins.
Completed just before take off - see QRH procedure.
Line up procedure
“Ready for departure” - when cleared to line up…
Lights - SET
Check approach clear
Check fuel on board and destination fuel
Call “Below the line”

Take-Off procedure.
“Take off”
Thrust levers to 50% N1
No tailwind and xwind < 20 knots
Stable, set FLEX / TOGA and 1/2 fwd stick
Tailwind or crosswind > 20 knots
Set 70% initially then through to Flex / TOGA
Use full forward sidestick.
80 knots smoothly move stick to central to be neutral by 100 knots
Autopilot may be used above 100ft AGL.

Altimeter setting procedure.

“Set standard / QNH”
“Standard / QNH cross checked passing FL__ / __ft … NOW”
“Checked”

Engine Failure after T/O (V1) - EFATO

Either pilot call failure but don’t identify which engine!
Keep straight with rudder, and rotate slowly to 10 - 12.5°
Centre Beta target and trim, may take up to 10 seconds.
Engage AP
Cancel aural warnings and consider TOGA….but be careful….
Vmca considerations - Cannot immediately TOGA if on derate and below F speed…
————————————-
>400 ft call “ECAM actions”
Our training is to assume the engine is damaged.
Engine is secure when: Fail with damage - “AGENT 1 Discharge”
Fire - fire extinguished or “AGENT 2 Discharge”
Once secure and above single engine acceleration alt: “STOP ECAM”
Push V/S, clean up, pull ALT, read FMA “Open Climb”, Select MCT.
“CONTINUE ECAM”
————————————-
“May I read the status?” - “STOP ECAM” - Remember, stop and think, CAFOR
C - Checks ……Gear is up? Clean? Packs? Speedbrake lever? Lights?
A - APU ………. Start
F - Fuel ………..Record fuel and time (leak check)
O - OEBs ………Probably not relevant here
R - Resets ……..Not relevant
All done? - “READ STATUS”
————————————-
Good video online from V-Prep https://www.youtube.com/watch?v=KyWBCiQYRVM
Engine Failure during SID
Brief in departure briefing - normally turn shortest direction to EFHP, unless above MSA or
no intention of returning to departure airfield.
Maintain SRS and a minimum of V2

Abnormal slats / flaps

ALWAYS pull speed ASAP
Vfe, Vfe next, -F & -S are all based on LEVER position
Vls and overspeed clacker are on ACTUAL control surface position.
“Read ECAM”
“Flight Controls, Flaps locked”
“ECAM actions”
Review status and QRH procedure and overweight landing checklist if relevant.
Use SPD SEL … Vfe next -5 (not below Vls)
AP can be used down to 500ft.
For Go-around maintain config (unless diverting).
If diverting, remember to factor increased fuel burn and
Max FL200 due flaps/slats out.

Tyre burst
Advise ATC if you suspect tyre burst
Consider continuing to destination - allows burn to decrease LDG weight
unless a related ECAM occurs
ie Hydraulic / fuel leak or engine vibrations.
Consider keeping / setting gear down if the intention is to return to departure airfield. L-O-I.

Tailpipe fire
Fire extinguishing has no effect
Use QRH procedure - there is a reason it is not a memory drill.
Do not push engine fire button.
Only use extinguishing agents if fire persists.

Windshear warnings / cautions

Caution: “Monitor Radar Display”
Warning: “Windshear ahead, windshear ahead” - at take off
“Go around, windshear ahead” - at landing

Engine Failure during cruise - MASHO…VM
M - MCT thrust …… select
A - A/THR ………… disconnect
S - SPD ………….…Sel Spd according to strategy.
H - Heading ……….90°, or ATC, or to alternate.
O - Open Des …… Turn alt selector, pull, read FMA (to FL100 or EO ceiling)
“ECAM actions”
When performance is such that vertical speed is smaller than -500fpm ( in Open Des):
V V/S -500……..…Set and pull
When reaching the EO LRC ceiling…
M Manage……..….Managed Speed
Emergency Descent - Turn Pull, Turn Pull, Pull
Announce “EMERGENCY DESCENT”
Don oxygen masks - establish comms.
M0.78 / 300 kt standard
Green dot / obstacle
1st Loop PF PM
ALT Turn, pull, FMA Pax seatbelts - ON
HDG Turn of airway, pull, FMA Eng mode selector - IGN
SPD Pull, FMA ATC - “MAYDAY”
Spd Brake Consider Transponder - 7700
Thrust Check THR IDLE If Cabinalt > 14000’, Pax Oxy: ON

2nd Loop PF
ALT Refine, FL100 or MORA (Obtain MORA information from the ND)
HDG Refine, ATC Head, div, airway.
SPD Vmo, or current if damage

MORA is displayed if CSTR is selected and map is at range 40nm or less.

“ECAM actions”, or if no ECAM actions: “QRH EMERGENCY DESCENT”
Below 14000 ft announce, “DESCENT COMPLETE”

Stall recovery
“STALL, I have control” - announce
Nose down pitch - apply
Wings level
Thrust increase - smoothly, (and when out of stall!)
Check speedbrakes retracted
If clean and below 20000 select flap 1
On takeoff, a damaged AoA sensor may cause a stall warning
Select TOGA and pitch to 15° wings level.

TCAS procedure
When TA “Traffic, Traffic” warning occurs:
Announce “TCAS, I have control” - adjust ND range, mentally prepare next calls / actions.

When RA “Climb, Climb” or “Descend, Descend” occurs:

Autopilot OFF
Call “Flight directors OFF” ………… PM sets both F/Ds OFF
Fly the green V/S smoothly ………… When appropriate: “Kestrel ___ TCAS RA”

When “Clear of conflict” sounds:

Call “Flight directors ON” ………… PM sets both F/Ds OFF
Set FCU panel to restore modes as required.
Autopilot ON
“Kestrel ___ Clear of conflict”

Windshear warnings / cautions

Caution: “Monitor Radar Display”
Warning: “Windshear ahead, windshear ahead” - at take off
“Go around, windshear ahead” - at landing
Windshear Recall actions PNF calls flight parameters…
Announce “Windshear TOGA” Speed
Set TOGA Altitude
Follow SRS orders Trend
Don’t change configuration until out of shear RA’s
If engaged, AP may be used. ….Out of windshear?
Recover to normal climb once clear
PM can be especially helpful when recovering to normal flight
Out of windshear, possibly with slats & flap out / high thrust brings risk of overspeed
A well-timed ‘out of windshear’ call assists with focussing the PF on config and energy.

eGPWS calls and actions

Mode 1 “Sink rate, sink rate” “Pull up, Pull up”
Mode 2 “Terrain, Terrain” “Pull up, Pull up”
Mode 3 “Don’t sink, don’t sink”
Mode 4 “Too low gear” , “Too low flaps” , “Too low Terrain”
Mode 5 “Glideslope, Glideslope”
“Terrain ahead” caution 60 seconds before impact
“Terrain ahead, pull up” warning 30 seconds before impact.

Actions if “Terrain ahead, Pull Up” or “Obstacle ahead”

AP off - whilst announcing: “PULL UP TOGA”
Full backstick and maintain
Thrust levers TOGA
Speed brakes - check retracted
Wings level

Considerations
In alternate or direct law, stall is possible
Use max 17.5° nose up - Alpha Floor is not available.
At night or in IMC the procedure must always be applied immediately.
No delay to diagnose.
During VMC conditions in daylight, take positive corrective action until the alert stops.
..or a safe trajectory is ensured.

LOSS OF BRAKING - Recall actions

“Loss of braking”
Reverse thrust - MAX
Brake pedals - release
Anti skid / NW STRG - OFF
Brake pedals - Press
Max pressure 1000psi (most modern aircraft will limit this automatically)
If still no braking - use parking brake, short successive applications.

Flight Parameters in Approach

“Speed” - +10 / -5 knots on speed target
“Sink Rate” - Descent rate > 1200 fpm
“Bank” - Bank angle > 7°
“Pitch” - Pitch > 7.5° or < 2.5°
“Loc” or “Glide” - Deviation exceeds 1/2 dot
“Crosstrack” - When xtrack is > 0.1 nm
“V/DEV” - When vertical deviation > 1/2 dot
“Course” - When 1/2 dot or 2.5° (VOR) or 5° (NDB)
“___ft high (low)” - At altitude check points.

Emergency / Alert PAs
“Senior to interphone,” x2 Emergency < less than 60 minutes
[Normal interphone call to SCCM] Emergency > more than 60 minutes
“Attention crew on Station,” x 2 Alert call
“Cancel alert,” x2 Alert situation is over
“Evacuate, evacuate” Signal to commence evacuation
“Controlled disembarkation by the…” Use when slide evacuation is not necessary
“Cabin crew back up to the flight deck” x 2 Fire or smoke on the flight deck
“Cabin crew, 10 minutes to landing” ‘Landing warning’ PA
“Cabin crew, seats for landing” Landing is imminent
“Brace, Brace” @200 ft or 30 seconds before landing

Bomb on board
If possible, land and evacuate aircraft immediately
If not possible to land within 30 minutes, apply QRH.

FMGC 1 + 2 Fault
Loss of single causes AP (1) / (2) to drop out - use the other side.
System will attempt 5 resets in 4 minutes, then revert to single mode
Loss of 2nd FMGC causes AP/FD and A/THR to fail
Navaids are tuned via RMP
“F/Ds OFF, Bird ON”, THR LK >>> Sort out thrust (manual setting)
Computer Reset QRH - only reset one at a time!
Select Backup NAV on MCDU
Video here.

RA 1 + 2 Fault
Direct law when gear down
Consider configuring Flap 3 before gear
APPR PB not avail - fly using LOC / FPA
Request long final, take AP and A/THR off before gear
Consult QRH landing distance for direct law
See flight controls section
No autocallouts - brief PM (maybe use baro?)

FAC 1 + 2 Fault
(Flight augmentation computers)
Loss of AP/FD and A/THR
PFD characteristic speeds are lost
Use QRH or FMGC for characteristic speeds
PAN and assured landing? Protect the runway?
Due to control issues and direct law.

FCU 1 + 2 Fault
PFD Baro Ref becomes STD! Use standby altimeter
Do not enter DA in Perf page
PM calls “100 above” and “Minimum” on standby
QRH reset for FCU should be completed.
Fuel leak
Regular fuel checks - before T/o, 10000’, TOC, every 30 minutes
No reversers to be used if fuel leak is suspected.
If suspected, try and confirm by visual inspection (from cabin, other aircraft)
If leak is definitely from the engine, and engine is shut down then may use X-bld.
If leak is not engine, or you are unsure, crossfeed must not be used.

Abnormal landing gear

Only apply if there are not at least 3 green triangles visible
Weight - reduce as much as possible - lowers approach speed
Runway foaming not required, but a nice touch.
Inform pax and cabin in good time.
Brief NITS - ‘emergency landing’ and PA’s
“Cabin crew, 10 minutes to landing” - ‘Landing warning’ PA
*** “Cabin crew, seats for landing” - @1000ft / Landing is imminent
“Brace, Brace” - @200 ft or 30 seconds before landing
Allow time to brief from QRH, FCTM, FCOM
On touchdown engines are shutdown
See QRH or FCTM for exact timings.
Engine pumps continue to supply enough hyd pressure for 30 seconds after shutdown.
Do not use reversers as the spoilers may deploy.

Unreliable speed
Announce “Unreliable speed”
If safe conduct of the flight is affected
Autopilot / FD - OFF
Autothrust - OFF
Pitch / Thrust - Below THR RED ……. 15° / TOGA
Above THR RED ……. 10° / CLB
Above FL100 ……….. 5° / CLB
Flaps - Maintain config, unless Full (select F3)
Speedbrakes - Check retracted
Gear - Check UP
Above MSA, level off for troubleshooting. Don’t delay getting QRH out
Respect the stall warning.
Display GPS altitude on MCDU (from GPS monitor page).

Once level, determine pitch / thrust for weight and config.

Use pitch to maintain altitude
If pitch increases over your ref, you are getting slow - increase thrust
If pitch decreases below the ref, you are too fast, decrease thrust.
When pitch target is reached, adjust thrust to target.
Once stabilised, follow QRH (ADR check procedure)
In clean config - Severe TURB speeds can be checked
In all other configs - Operating speeds check.

Smoke / Fume / Avionic Smoke

Call “Smoke Fumes Avionic Smoke” - QRH procedure
Immediate actions LAND ASAP
If ECAM warning, complete ECAM actions first
Only complete Avionics Smoke ECAM if smoke is perceptible
Good cabin crew co-ordination is essential.
Removal of smoke / fumes and / or setting EMER ELEC CONFIG can be applied at any time.
Raw data ILS
Use the bird and fly early stabilised approach
Select runway track - tail of bird on track line
1/2 dot below G/s fly bird down to GP angle (3°?)
No GS* trigger for missed approach alt so devise a way to remember this.

Visual circuit
Downwind positioning 2.5 - 3nm from the runway
Flap 1 managed speed
45 seconds ± wind for a 1500’ AGL circuit
10 seconds to the base turn set Flap 2
3 seconds to the turn select runway track
Use 20° AoB initially and 400fpm
Increase towards 700fpm
Complete landing checks and fully stable by 500fpm.
Circling Approach
F-PLN should have STAR and Instrument appr with F-SPD constraint at FAF (Gear down, F3)
SEC F-PLN will have landing runway
Method: (1) Copy active (2) Change Runway (3) Retain the discontinuity.
ND in rose mode with low range good for situational awareness.

Circling Approach - diagram

Key points:

Gear & Flap 3 before 30s segment

45° turn with 30 seconds timing
Select TRK-FPA, 30s, downwind

Once downwind, call for SEC F-PLN

Prepare timing 3 sec / 100ft
± head or tailwind.
Start timing abeam threshold

Level Turn - at 25° AOB

Identify threshold then descend

LDG config
Request Landing Track set
AP/FD off

“Landing Checks No Blue”

“Landing no blue, autothrust?”

Approach config is Gear down Flap 3

Perf page - select circling MDA
Approach speed - F speed

Anticipate MDA for level off (push V/S to level off about 100ft above - use the AP)
@ MDA for circling - select TRK / FPA
If minima is ok ie visual, make for the downwind leg, 45° turn, once wings level 30 seconds, turn
Remain within the protected area
CAT C is 4.2 / CAT D is 5.28
Source is GEN - Route Manual
Once on downwind leg, activate the SEC FPLN
(not too early, as you lose missed approach - have a plan for FCU selections…)
Rest of procedure is identical to visual circuit.
V-Prep - https://www.youtube.com/watch?v=3-Y8RJhW5aQ

S/E ILS
If Beta target goes blue it is a sign aircraft is approaching its maximum thrust ability.
Don’t extend flaps full until on final descent to land
If level off is expected, use flap 3 for landing

S/E Go-Around
Choice of route - EFP can be used as well (or visual circuit)
Book says acceleration normally at platform, but you may decide to lower this.
Remember, one click back for MCT (not CLB!!)
Always check the speed.
G/S from above - held high
Use config and selected speed to manage energy
When descent is given select APPR, wind Alt window above, and select V/S 1500fpm
(Max 2000 fpm)

Discontinued approach
Announce “Cancel Approach”
Disarm APPR pb
If above platform alt, press LEVEL OFF, or climb to desired altitude.
If below, Set TOGA and immediately back to CLB
This gives you the go around modes and track
Can then request ATC vectors if preferable.

After landing
Disarm spoilers and set the lights as appropriate - rest is PM.

Parking
Turning onto stand “Lights off, APU Bleed on”
Park brake ON - check indications
Engine Masters OFF
Seatbelts OFF
Once all doors are disarmed
Beacon OFF
“Parking checklist”

Ballpark wet landing distances

Normal aircraft - Manual 1410m
Auto Med 1460m
Auto Low 1960m

AUTO BRK FAULT ~ 1800m

UNRELIABLE SPEED ~ 1900m
DUAL BLEED FAULT ~ 1900m
G HYDRAULICS ~ 2000m
DC BUS 1+2 FAULT ~ 2200m
REV UNLOCKED (with buffet) ~ 2300m
ELEC EMER CONFIG ~ 2300m
SPOILER FAULT ~ 2300m
SEC 1+2+3 FAULT ~ 2400m
G+B HYDRAULICS ~ 2600m
NO SLATS OR FLAPS ~ 2700m
G+Y HYDRAULICS ~ 2800m

ENG SHUTDOWN (fire pb and icing) ~ 1800m

Remember no penalty for normal single engine stuff
Only if fire pb pushed and if ice accretion…
Command management and decision making
Fly, navigate, communicate, manage
Dont rush - stay calm
Always know who has control
Prioritise
Make time
Delegate
One head up at all times

Abnormals - management

EVENT

Read FMAs - Understand FMAs - Think - Act

“ECAM actions” Memory items? OEB?

PM “Read status?” - ‘STOP ECAM’. Consider…

C - Checks, normal or ECAM memo?
A - APU (** hmmm - **todo)
F - Fuel
O - OEBs
R - Resets for CB’s / computers?

STATUS QRH drill if required

 A321 Pitch and Power

Pitch and power - From QRH Unreliable airspeed section

Making it simpler…

Facts Options Risks & Benefits DECIDE Execute Check

What Generate WEIGH UP ALL THE PROS AND CONS REVIEW & Decide Initiate Diversion NB - Review Status
happened? options something might have
WRAF FANOP Prep FRPP changed…
Gather RETURN? WEATHER F ….. F/O
information. A ….. ATC Brief Has anything else
HOLD? RUNWAYS —————————— changed?
Cabin Report N …. NITS to crew Review QRH / FCOM
DIVERT? AIRFIELD O …. Ops Is it going to plan?
LAND ASAP? P …. Pax PA
CONTINUE? FUEL How is the fuel going?
etc
Remember each Have we done
airport has two everything?
runways!

From 70T to 90T take off mass, 5 degrees and 70% N1 will work initially for level flight…
Until the supporting pilot finds the QRH unreliable speed section.
A320 differences SEP
180 seats, 30 rows, 6 exits, 3 a side. Middle (overwing) exits have 2 doors.
Single lane slides at front and rear
Dual lane off wing ramp and slide for the middle exits.
Control panels for the cabin crew at Front Left and Rear Left

Runway State Group

LIDO Route Manual __ for decode 1.5.2.10
“State of the Runway” (METAR / SPECI)

10.12.1 A Runway State Group may be added to the end of the METAR (or SPECI) when there is lying precipitation or other runway
contamination. It is composed as follows:
(a) Runway Designator
The format for the Runway Designator is Rnn[L], Rnn[C],Rnn[R] where nn is the runway direction in use and L,C ,R refer to left, centre and
right respectively. After the Runway Designator a slash (/) should be inserted.
GEN 3.5 METEOROLOGICAL SERVICES (continued)
R27L/ = Runway 27 left R09R/ = Runway 09 right
(b) Runway Deposits 0 = Clear and dry
1=Damp
2 = Wet or water patches
3 = Rime or frost covered (depth normally less than 1 mm) 4 = Dry Snow
5 = Wet Snow
(c) ExtentofRunwayContamination 1 = 10% or less
2 = 11% to 25% 5 = 26% to 50%
R88/= All Runways
R99/= A repetition of the last message received because no new information received
6 = Slush
7= Ice
8 = Compacted or rolled snow
9 = Frozen ruts or ridges
/ = Type of deposit not reported
(eg due to runway clearance in progress)
9 = 51% to 100%
/ = Not Reported (eg due to runway clearance in progress)
(d) Depth of Deposit
The quoted depth is the mean number of readings or, if operationally significant, the greatest depth measured.
00 = less than 1 mm
01 = 1mm etc through to 90 = 90 mm
91 = not used
92 = 10 cm
93 = 15 cm 94 = 20 cm 95 = 25 cm
96=30cm
97=35cm
98=40cmormore
99 = Runway(s) non-operational due to snow, slush, ice, large drifts or runway clearance, but depth not reported.
// = Depth of deposit operationally not significant or not measur- able.
(e) Friction Co-efficient or Braking Action
The mean value is transmitted or, if operationally significant, the lowest value. For example:
28 = Friction co-efficient 0.28 35 = Friction co-efficient 0.35 or
91 = Braking action: Poor
92 = Braking action: Medium/Poor 93 = Braking action: Medium
94 = Braking action: Medium/Good
95 = Braking action: Good
99 = Figures unreliable
// = Braking action not reported.
Note 1: Within the UK friction co-efficient measurements are only made on runways contaminated by ice (gritted or un-gritted) and compacted
snow. Where contamination is caused by water, slush or wet snow then the friction coefficient or braking action should be reported as //.
Note 2: It should be noted that runways can only be inspected as frequently as conditions permit, so that a re-issue of a previous half hourly
report does not necessarily mean that the runway has been inspected again during this period, but might mean that no significant change is
apparent.
Note 3: It is emphasised that this reporting system is completely independent of the normal NOTAM system and these reports are not used by
AIS for amending SNOWTAM received from originators.
10.12.2 If a runway is being cleared of ice, snow, slush, etc., this shall be reported as follows: RDRDR///99//. Example: R14///99// = RWY 14
non-operational due to runway clearance in progress.
CIVIL AVIATION AUTHORITY AMDT 8/2015 GEN 3.5-34 UNITED KINGDOM AIP
30 Mar 2017
10.12.3 If runways are contaminated but runway reports are not available or are not updated due to aerodrome closure or curfew, etc., this
should be reported as follows: RDRDR///////. Examples: R14///////; R88///////.
10.12.4 If contamination conditions on a single runway or on all runways at an aerodrome have ceased to exist, this should be reported as
follows: RDRDR/CLRD//. Examples: R14/CLRD//; R88/CLRD//.
10.12.5 If the aerodrome is closed due to contamination of runways, the abbreviation SNOCLO is used in place of a runway state group.
Example R/SNOCLO.