SOP_A320_A321

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A320/321

PHƯƠNG THỨC BAY TIÊU CHUẨN

STANDARD OPERATING PROCEDURES

Revision 17

PHẦN B- CÁC VẤN ĐỀ LIÊN QUAN ĐẾN KHAI THÁC MÁY BAY

PART B- AEROPLANE OPERATING MATTERS

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A320/321 STANDARD OPERATING PROCEDURES

This AIRBUS A320/321 STANDARD OPERATING PROCEDURES is published under the authorisation of the Vietnam Airlines, Vice President Operations. Any questions with respect to the use of this manual or information contained herein should be addressed to:

Vice President Operations Vietnam Airlines

Gia Lam Airport HANOI VIETNAM

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A320/321 STANDARD OPERATING PROCEDURES

LIST OF NORMAL REVISIONS

Rev 10 06 Jul 06 No REV ISSUED DATE EFFECTIVE DATE

APPROVAL INSERT DATE & SIGNATURE

08 30 Apr 05 30 Apr 05

09 01 Mar 06 01 May 06

10 06 Jul 06 15 Jul 06

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Rev 14 01 May 08 No REV ISSUED DATE EFFECTIVE DATE APPROVAL 12 01 MAY 07 15 JUL 07 13 01 SEP 07 30 SEP 07 14 01 MAY 08 01 JUN 08 15 15 AUG 08 25 AUG 08

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Rev 16 20 Dec 08 LIST OF NORMAL REVISION

No REV ISSUED DATE EFFECTIVE DATE APPROVAL 16 20 DEC 08 15 JAN 08 17 15 AUG 09 30 AUG 09 18 19

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REVISION INSTRUCTIONS AND SIGNIFICANT

CHANGES Rev 08

30 Apr 05 A320/321 REVISION NO 08

THE ATTACHED REVISION IS A COMPLETE RE-WRITE OF THE A320/321 STANDARD OPERATING PROCEDURES TO STANDARDISE THE FORMAT WITH THE STANDARD OPERATING PROCEDURES FOR ALL AIRCRAFT IN THE VAC FLEET.

THERE ARE SIGNIFICANT CHANGES IN THIS NEW VERSION COMPARED WITH THE PREVIOUS VERSION OF THE A 320/321 STANDARD OPERATING PROCEDURES. IN PARTICULAR, PAGES THAT REPRODUCED PAGES FROM THE AIRBUS FCOM HAVE BEEN DELETED.

THE FOLLOWING TABLE SUMMARISES THE DELETIONS AND SIGNIFICANT CHANGES BETWEEN THIS NEW VERSION AND THE PREVIOUS VERSION OF THIS MANUAL.

SECTION 0 – INTRODUCTION

DELETIONS:

(i) Abbreviations

SECTION 1 – LIMITATIONS

DELETIONS:

(i) Aircraft configuration diagrams, C of G limits, weights and operating limitations - Pages 1.1/P2 – 1.1/P24

SIGNIFICANT CHANGES:

(i) New Passenger Configuration table – Page 1.1/P1

SECTION 2 – NORMAL PROCEDURES

This Section has been completely revised with the following significant changes: (i) Standard calls – Pages 2.1/P3 – P7: Standardized with FCOM and other

aircraft in VAC fleet.

(ii) Communications – Pages 2.1/P8 – P9: New information (iii) Altimeter Procedures – Pages 2.1/P9 – P10: New information (iv) PRE-DEPARTURE – Page 2.2/P1: Completely revised (v) TAXI OUT – Page 2.3/P1: Completely revised (vi) TAKEOFF – Page 2.4/P1: Completely revised (vii) AFTER TAKEOFF – Page 2.5/P1: Completely revised (viii) SOP APPENDIX INCLUDED

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CHANGES Rev 08

30 Apr 05

SECTION 2 – NORMAL PROCEDURES (CONT)

(vii) CRUISE FLIGHT AND DESCENT – Page 2.6/P1: Completely revised (viii) APPROACH AND LANDING – Page 2.7/P1: Completely revised

SECTION 3 – NON-NORMAL PROCEDURES

DELETIONS:

(i) A. Policy – Page 3.1/P2

(ii) B. Communication with ATC – Page 3.1/P2 (iii) C. Crew Incapacitation – Page 3.1/P3

(iv) B. Spillage of Volatile Mixtures in Flight – Page 3.3/P2

(v) 3.4 EMERGENCY LANDINGS – Section transferred to Section 11 – EMERGENCY EVACUATION PROCEDURES

(i) Engine shutdown Procedures – Pages 3.1/P1 – P2: Crew coordination during

engine shutdown included.

(ii) Depressurization – Page 3.1/P4: New procedure included.

SECTION 4 – PERFORMANCE

DELETIONS:

(i) All existing text. Reference should be made to FCOM for performance information

SECTION 5 – FLIGHT PLANNING

(i) 5.1.3 Fuel Calculations and 5.1.4 FMC Cost Index included – Page 5.1/P10

SECTION 10 – EMERGENCY EQUIPMENT

(i) Complete Section re-written to include additional emergency equipment such as Halon fire extinguishers, other vendor’s PBE, life vests, life rafts and miscellaneous equipment.

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CHANGES Rev 08

30 Apr 05

SECTION 11 – EMERGENCY EVACUATION PROCEDURES

(i) Information regarding EMERGENCY EVACUATION PROCEDURES transferred from Section 3.

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CHANGES Rev 09

01 Mar 06 ATTACHED IS REVISION 09 TO THE A320/321 SOP.

AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS.

REMOVE PAGE(S)

INSERT

PAGE(S) SIGNIFICANT CHANGE(S)

SIG/P4 Filling Instructions LEOP/P1-4 LEOP/P1-4

2.1 /P9-10 2.1 /P9-10 Flight desk automation policy – new item 2.2/P2 2.2/P2 Jumseat/observer Briefing – new item 2.6/ P2 2.6/P2 Rate of descent at lower height- new item 3.1/P 6 3.1/P 6 Minimum fuel quantity – new item Contents Chapter 6 TOC/P1-2 Contents Chapter 6 TOC/P1-2 Revised

6.1/P6 6.1/P6 Last minute change procedure – new item 10.1/P3-38 10.1/P3-40 Location of emergency medical kit

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CHANGES Rev 10

06 Jul 06 ATTACHED IS REVISION 10 TO THE A320/321 SOP.

INSERT

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CHANGES Rev 11

19 Dec 06 ATTACHED IS REVISION 11 TO THE A320/321 SOP.

INSERT

SIG/P6 Filling Instructions LEOP/P1-4 LEOP/P1-4 1.1 /P 1 1.1 /P 1 Limitations Chapter 2 TOC/P1-2 Chapter 2 TOC/P1-2 Revised 2.1/P 1-2 2.1/P 1-10 Operating policy 2.2/ P2 2.2/P 2 Take-off data 2.3/ P1 2.3/P 1 Taxi out

2.4/P 1 2.4/P 1 Reduced visibility take-off Minimum 2.5/P 1 2.5/P 1 Maximum bank angle

2.5/P 2 2.5/P 2 Flight in turbulence 2.6/P 1-4 2.6/P1-2 Cruise flight and descent 2.7/P 3 2.7/P 3 CAT I ILS procedure 2.7/P 5 2.7/P 5 Stabilised final approach

2.7/P 6 2.7/P 6 Monitoring during approach, landing techniques 2.7/P 7 2.7/P 7-8 Crosswind landing, go-around,after landing,

parking, securing the aircraft Chapter 3 TOC/P1-2 Chapter 3 TOC/P1-2 Revised 3.1/P 1-6 3.1/P 1-6 Abnormal procedures 5.1/P1-10 5.1/P1-10 Flight planning Chapter 10 TOC/P1-2 Chapter 10 TOC/P1-2 Revised 10.1/P5-38 10.1/P5-40 Remove VN-A343

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CHANGES Rev 12

01 May 07 ATTACHED IS REVISION 12 TO THE A320/321 SOP.

INSERT

10.1 /P 3 10.1 /P 3 Emergency equipment 10.1 /P 4 10.1 /P 4 Emergency equipment

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CHANGES Rev 13

01 Sep 07 ATTACHED IS REVISION 13 TO THE A320/321 SOP.

INSERT

1.1 /P 1 1.1 /P 1 Max crosswind when aircraft stopping capability is degraded

2.4 /P 1 2.4/P 1 Max crosswind when visibility is degraded 5.1 /P 1 5.1/P 1 CFP format

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CHANGES Rev 14

01 Sep 07 ATTACHED IS REVISION 14 TO THE A320/321 SOP.

INSERT

SIG/P9-10 Filling Instructions LEOP/P1-4 LEOP/P1-4

2.3 /P1 2.3 /P1 Taxiing procedures Appendix

5.1/P10 5.1/10-12 Reclearance flight plan TOC/P1 Chapter 6

title, TOC/P1

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CHANGES Rev 15

15 Aug 08 ATTACHED IS REVISION 15 TO THE A320/321 SOP.

INSERT

1.1 /P1 1.1 /P1 A320 162 seat config 2.5 /P1 2.5 /P1 Maximum bank angle 5.1/P5 5.1/5 Flight plan decode 6.1/P4-6 6.1/P4-7 A320 162 seat trimsheet

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CHANGES Rev 16

20 Dec 08 ATTACHED IS REVISION 16 TO THE A320/321 SOP.

INSERT

SIG/P11 Filling Instructions LONR/P3 LEOP/P1-4 LEOP/P1-4 0.1/P1 0.1 /P1 Revised 1.1/P1 1.1 /P1 Limitations Chapter 2 Normal Procedures TOC/P1-2 Chapter 2 Normal Procedures TOC/P1-4 2.1/P1-10 2.1/P1-10 Operating policy 2.2/P1-2 2.2/P1-4 Departure briefing 2.3/P1-2 2.3/P1-2 Push back, start up and taxi out 2.4/P1 2.4/P1 Noise abatement take-off 2.5/P1-2 2.5/P1-2 RVSM, RNP

2.6/P1-4 2.6/P1-4 Cruise and descent 2.7/P1-7 2.7/P1-8 Approach and landing 2.8/P1-2 Go- around 2.9/P1-2 After landing 2.10/P1-2 Taxi in

2.11/P1-2 Parking

2.12/P1-2 Securing the aircraft 4.1/P1-2 4.1/P1-2 Performance Chapter 13 Task sharing TOC/P1-2 Task sharing 13.1/P1-16 Task sharing

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CHANGES Rev 17

15 Aug 09 ATTACHED IS REVISION 17 TO THE A320/321 SOP.

INSERT

2.1/P3-10 2.1 /P3-10 Operating policy

2.2/P1-4 2.2 /P1-4 Flight plan (MCDU F-PLN page) 2.3/P1-2 2.3 /P1-2 Cross bleed engine start 2.4/P1-2 2.4 /P1-2 Low visibility take-off 2.6/P3-4 2.6 /P3-4 Approach Briefing 2.7/P1-8 2.7/P1-3 Autoland

2.7/P3-6 CAT I ILS Approach 2.7/P7-8 Page number change 2.7/P9-10 CAT II/III Check list 2.7/P11-14 Page number change 5.1/P1-12 5.1/P1-14 New Flight Planning format TOC/P1 chapter 13 TOC/P1 chapter 13 Revised 13.1/P1-16 13.1 /P1-20 Task sharing

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LIST OF EFFECTIVE PAGES

Rev 17 15 Aug 09 LIST OF EFFECTIVE PAGES

AUTHORISATION PAGE SECTION 2 – NORMAL PROCEDURES

TOC/P1 16 20 Dec 08

LIST OF NORMAL REVISIONS TOC/P2 16 20 Dec 08 LONR/P1 10 06 Jul 06 TOC/P3 16 20 Dec 08 LONR/P2 12 01 May 07 TOC/P4 16 20 Dec 08 LONR/P3 16 20 Dec 08

RONR/P1 12 01 May 07 2.1/P1 16 20 Dec 08 RONR/P2 12 01 May 07 2.1/P2 16 20 Dec 08

REVISION INSTRUCTIONS AND 2.1/P3 16 20 Dec 08 SIGNIFICANT CHANGES 2.1/P4 17 15 Aug 09

SIG/P1 08 30 Apr 05 2.1/P5 17 15 Aug 09 SIG/P2 08 30 Apr 05 2.1/P6 16 20 Dec 08

SIG/P3 08 30 Apr 05 2.1/P7 16 20 Dec 08

SIG/P4 09 01 Mar 06 2.1/P8 17 15 Aug 09 SIG/P5 10 06 Jul 06 2.1/P9 17 15 Aug 09 SIG/P6 11 19 Dec 06 2.1/P10 17 15 Aug 09 SIG/P7 12 01 May 07

SIG/P8 13 01 Sep 07 2.2/P1 17 15 Aug 09 SIG/P9 14 01 May 08 2.2/P2 17 15 Aug 09 SIG/P10 15 15 Aug 08 2.2/P3 16 20 Dec 08

SIG/P11 16 20 Dec 08 2.2/P4 17 15 Aug 09

SIG/P12 17 15 Aug 09

LIST OF EFFECTIVE PAGES 2.3/P1-2 17 15 Aug 09

LEOP/P1 17 15 Aug 09

LEOP/P2 17 15 Aug 09 2.4/P1-2 17 15 Aug 09

LEOP/P3 17 15 Aug 09

LEOP/P4 17 15 Aug 09 2.5/P1-2 16 20 Dec 08 SECTION 0 – INTRODUCTION 2.6/P1 16 20 Dec 08 TOC/P1 08 30 Apr 05 2.6/P2 16 20 Dec 08

TOC/P2 08 30 Apr 05 2.6/P3 17 15 Aug 09 0.1/P1 16 20 Dec 08 2.6/P4 17 15 Aug 09 0.1/P2 08 30 Apr 05

2.7/P1-14 17 15 Aug 09 SECTION 1 – LIMITATIONS

TOC/P1 08 30 Apr 05 2.8/P1 16 20 Dec 08 TOC/P2 08 30 Apr 05 2.8/P2 16 20 Dec 08

1.1/P1 16 20 Dec 08

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2.9/P1 16 20 Dec 08 SECTION 3 – NON-NORMAL 2.9/P2 16 20 Dec 08 PROCEDURES

TOC/P1 11 19 Dec 06

2.10/P1 16 20 Dec 08 TOC/P2 11 19 Dec 06

2.10/P2 16 20 Dec 08 2.11/P1 16 20 Dec 08 3.1/P1 11 19 Dec 06 2.11/P2 16 20 Dec 08 3.1/P2 11 19 Dec 06 3.1/P3 11 19 Dec 06 2.12/P1 16 20 Dec 08 3.1/P4 11 19 Dec 06 2.12/P2 16 20 Dec 08 3.1/P5 11 19 Dec 06 3.1/P6 11 19 Dec 06 SECTION 4 – PERFORMANCE 4.1/P1 16 20 Dec 08 4.1/P2 16 20 Dec 08

SECTION 5 – FLIGHT PLANNING

TOC/P1 17 15 Aug 09

TOC/P2 17 15 Aug 09

5.1/P1-11 17 15 Aug 09 5.1/P12-14 14 01 May 08

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SECTION 6 – MASS AND BALANCE 10.1/P1 08 30 Apr 05 TOC/P1 09 01 Mar 06 10.1/P2 08 30 Apr 05 TOC/P2 09 01 Mar 06 10.1/P3 12 01 May 07

10.1/P4 12 01 May 07 10.1/P5 11 19 Dec 06 6.1/P1 08 30 Apr 05 10.1/P6 11 19 Dec 06 6.1/P2 08 30 Apr 05 10.1/P7 11 19 Dec 06 6.1/P3 08 30 Apr 05 10.1/P8 11 19 Dec 06 6.1/P4-7 15 15 Aug 08 10.1/P9 11 19 Dec 06 10.1/P10 11 19 Dec 06 10.1/P11 11 19 Dec 06 10.1/P12 11 19 Dec 06 10.1/P13 11 19 Dec 06

SECTION 7 – LOADING 10.1/P14 11 19 Dec 06

7.1/P1 08 30 Apr 05 10.1/P15 11 19 Dec 06 7.1/P2 08 30 Apr 05 10.1/P16 11 19 Dec 06

10.1/P17 11 19 Dec 06

10.1/P18 11 19 Dec 06

SECTION 8 – CONFIGURATION 10.1/P19 11 19 Dec 06

DEVIATION LIST 10.1/P20 11 19 Dec 06

10.1/P23 11 19 Dec 06

10.1/P24 11 19 Dec 06

SECTION 9 – MINIMUM EQUIPMENT 10.1/P25 11 19 Dec 06

LIST 10.1/P26 11 19 Dec 06

10.1/P29 11 19 Dec 06

10.1/P30 11 19 Dec 06

SECTION 10 – EMERGENCY 10.1/P31 11 19 Dec 06

EQUIPMENT 10.1/P32 11 19 Dec 06

TOC/P1 11 19 Dec 06 10.1/P33 11 19 Dec 06 TOC/P2 11 19 Dec 06 10.1/P34 11 19 Dec 06

10.1/P35 11 19 Dec 06

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10.1/P37 11 19 Dec 06 13.1/P15 17 15 Aug 09 10.1/P38 11 19 Dec 06 13.1/P16 17 15 Aug 09 10.1/P39 11 19 Dec 06 13.1/P17 17 15 Aug 09 10.1/P40 11 19 Dec 06 13.1/P18 17 15 Aug 09 SECTION 11 – EMERGENCY 13.1/P19 17 15 Aug 09

EVACUATION PROCEDURES 13.1/P20 17 15 Aug 09

TOC/P1 08 30 Apr 05 13.1/P21 17 15 Aug 09 TOC/P2 08 30 Apr 05 13.1/P22 17 15 Aug 09 11.1/P1 08 30 Apr 05 11.1/P2 08 30 Apr 05 11.1/P3 08 30 Apr 05 11.1/P4 08 30 Apr 05 11.1/P5 08 30 Apr 05 11.1/P6 08 30 Apr 05 SECTION 12 – AIRCRAFT SYSTEMS 12.1/P1 08 30 Apr 05 12.1/P2 08 30 Apr 05 SECTION 13 – TASK SHARING

TOC/P1-2 17 15 Aug 09 13.1/P1 17 15 Aug 09 13.1/P2 17 15 Aug 09 13.1/P3 17 15 Aug 09 13.1/P4 17 15 Aug 09 13.1/P5 17 15 Aug 09 13.1/P6 17 15 Aug 09 13.1/P7 17 15 Aug 09 13.1/P8 17 15 Aug 09 13.1/P9 17 15 Aug 09 13.1/P10 17 15 Aug 09 13.1/P11 17 15 Aug 09 13.1/P12 17 15 Aug 09 13.1/P13 17 15 Aug 09 13.1/P14 17 15 Aug 09

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SECTION 0 INTRODUCTION

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TABLE OF CONTENTS Rev 08

30 Apr 05

0.1 INTRODUCTION 0.1/P1

0.1.1 Manual Policy 0.1/P1

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30 Apr 05

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A320/321 STANDARD OPERATING PROCEDURES INTRODUCTION Rev 16 20 Dec 08 0.1 INTRODUCTION 0.1.1 Manual Policy

This A320/321 Standard Operating Procedures Manual conforms to the VAR manual format for Aeroplane Operating Matters – Type Related. This manual contains the Company A320/321 Standard Operating Procedures and additional Company information and procedures that are to be used in conjunction with the Airbus Flight Crew Operating Manuals Volumes 1, 2 and 3, Quick Reference Handbook and the Flight Crew Training Manual.

In the interests of standardisation these Standard Operating Procedures do not duplicate, except where considered necessary, information available in the Airbus Flight Crew Operating Manuals.

If discrepancy exists between information contained in this manual and that contained in FCOMs, QRH, FCTM, the information contained in this manual will take precedence.

Amendment and revision of this manual shall be in accordance with Flight Operations Manual, Chapter 0.2. It is the responsibility of all manual holders and offices holding copies of the manual to update them when revisions or bulletins are received, in accordance with the instructions included in the revision or bulletin.

0.1.2 General Aircraft Information

0.1.2.1 Units of Measurement

Company operations are based upon the use of metric units of measurement.

0.1.2.2 Abbreviations

Refer A320/321 FCOM 1.00.40 - A bbreviations. 0.1.2.3 Aircraft Dimensions

Refer A320/321 FCOM 1.20.20 for aircraft dimensions. 0.1. 2.4 Conversion Tables

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INTRODUCTION

Rev 08 30 Apr 05

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SECTION 1 LIMITATIONS

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30 Apr 05 1.1 LIMITATIONS 1.1/P1 1.1.1 General 1.1/P1 1.1.2 Passenger Configuration 1.1/P1 1.1.3 Kind of Operations 1.1/P1 1.1.4 Crew Composition 1.1/P1

1.1.5 Mass and Centre of Gravity 1.1/P1

1.1.6 Speed and Weight Limitations 1.1/P1

1.1.7 Performance Limitations 1.1/P1

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30 Apr 05

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A320/321 STANDARD OPERATING PROCEDURES LIMITATIONS Rev 16 20 Dec 08 1.1 LIMITATIONS 1.1.1 General

Refer to FCOM 3 – Operating Limitations for applicable limitations.

1.1.2 Passenger Configuration

The aircraft seating capacity are as follows:

Configuration Aircraft

Business Economy Total

A320 162 162

A321 16 168 184

NOTE: Depending upon configuration individual aircraft seating may vary from those above with respect to seats in each class and the total number of seats.

1.1.3 Kind of Operations

Refer FCOM 3.01.10 Kind of operations.

1.1.4 Crew Composition

The minimum crew is one pilot and one co-pilot. - One Captain and one First officer, or

- Two Captains. The Captain operating in the right hand seat must be TRI/TRE or training/check Captain or must have right hand seat qualification.

1.1.5 Mass and Centre of Gravity

Refer to AFM and FCOM 3.01.20

1.1.6 Speed and Weight Limitations

Refer FCOM 3.01.20 Speed and weight limitations.

1.1.7 Performance Limitations

Refer to AFM and FCOM 3.01.20

1.1.8 Contaminated Runway Operation

Refer to FCOM 2.04.10

1.1.9 Cross wind guidelines

Maximum cross wind 20 kts must be applied when aircraft stopping capability is degraded (ground spoiler and/or one brake is inoperative)

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LIMITATIONS

Rev 11 19 Dec 06

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SECTION 2

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20 Dec 08 TABLE OF CONTENTS 2.1 OPERATING POLICY 2.1/P 1 2.1.1 General 2.1/P 1 2.1.2 Checklist 2.1/P 1 2.1.3 Standard Callouts 2.1/P 2

2.1.3.1 Standard Callouts for Each Flight Phase 2.1/P 2

2.1.4 Altitude Alert System 2.1/P 6

2.1.5 Flight Deck Automation Policy 2.1/P 6

2.1.6 Task Sharing 2.1/P 6

2.1.7 Flight Deck Discipline 2.1/P 7

2.1.8 Communication 2.1/P 7

2.1.9 Briefings 2.1/P 8

2.1.9.1 Flight Crew Briefing 2.1/P 8

2.1.9.2 Cabin Crew Briefing 2.1/P 8

2.1.10 Computerized Flight Plan (CFP) 2.1/P 8

2.1.11 Takeoff and Landing Cards 2.1/P 8

2.1.12 Cost Index 2.1/P 9

2.1.13 APU, Ground Power and Ground Air-conditioning Units 2.1/P 9

2.2 PRE-DEPARTURE 2.2/P 1

2.2.1 FMS Procedures 2.2/P 1

2.2.2 Departure Briefing 2.2/P 1

2.2.3 First Officer Takeoff and Landing 2.2/P 2

2.2.4 Departure ATC Clearance 2.2/P 3

2.2.5 Flap Selection for Takeoff 2.2/P 3

2.2.6 Takeoff Data 2.2/P 3

2.2.7 Jumpseat / Observer Briefing 2.2/P 4

2.2.8 APU 2.2/P 4

2.3 PUSH BACK, START UP AND TAXI OUT 2.3/P 1

2.3.1 Push back and Start up 2.3/P 1

2.3.1.1 Automatic Engine Start 2.3/P 1

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20 Dec 08

2.3.1.3 Engine Start With External Pneumatic Power 2.3/P 1

2.3.1.4 Crossbleed Engine Start 2.3/P 1

2.3.1.5 Start Valve Manual Operation 2.3/P 1

2.3.2 Taxi Out 2.3/P 1

2.3.3 ATC Clearance and Takeoff Briefing Confirmation 2.3/P 2

2.4 TAKEOFF 2.4/P 1

2.4.1 Reduced Visibility Takeoff Minimum 2.4/P 1

2.4.2 Monitoring During Takeoff 2.4/P 1

2.4.3 Noise Abatement Takeoff 2.4/P 1

2.5 AFTER TAKEOFF/CLIMB 2.5/P 1

2.5.1 Clean Up and Thrust Reduction Altitudes 2.5/P 1

2.5.2 Maximum Angle of Bank 2.5/P 1

2.5.3 Turns after Takeoff 2.5/P 1

2.5.4 Departure Terrain Awareness 2.5/P 1

2.5.5 Autopilot Engagement 2.5/P 2

2.5.6 Flight Mode Annunciation (FMA) Mode Changes 2.5/P 2

2.5.7 Flight in Turbulence 2.5/P 2

2.5.8 En-Route Navigation 2.5/P 2

2.5.9 Fuel Management 2.5/P 2

2.5.10 RVSM and RNP operation capability 2.5/P 2

2.6 CRUISE AND DESCENT 2.6/P 1

2.6.1 Cruise 2.6/P 1

2.6.1.1 Flight Level Check 2.6/P 1

2.6.1.2 Rapid Descent Considerations 2.6/P 1

2.6.1.3 Oxygen Masks 2.6/P 1 2.6.1.4 Approach Preparation 2.6/P 1 2.6.1.5 Timeliness of briefings 2.6/P 1 2.6.1.6 Approach Briefing 2.6/P 1 2.6.2 Descent 2.6/P 2 2.6.2.1 Descent Planning 2.6/P 2 2.6.2.2 Arrival Procedures 2.6/P 2

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20 Dec 08

2.7 APPROACH AND LANDING 2.7/ P1

2.7.1 General 2.7/ P1

2.7.2 Autoland 2.7/ P1

2.7.2.1 General 2.7/ P1

2.7.2.2 Aircraft Autoland Performance Monitoring 2.7/ P1

2.7.2.3 Maintenance Procedures 2.7/ P2

2.7.3 CAT I ILS Approach 2.7/ P2

2.7.4 CAT II/III ILS Approach 2.7/ P3

2.7.5 Non Precision Approach 2.7/ P4

2.7.5.1 Straight-in Non Precision Approach 2.7/ P4

2.7.5.2 Circling Approach 2.7/ P5

2.7.6 Stabilized Final Approach 2.7/ P5

2.7.7 Mandatory Missed Approach 2.7/ P

2.7.8 Approach Monitoring 2.7/ P7 2.7.9 Landing Techniques 2.7/ P7 2.7.10 Crosswind Landing 2.7/ P7 2.7.11 Heavy Landing 2.7/ P7 2.7.12 Overweight Landing 2.7/ P7 2.8 GO-AROUND 2.8/ P1 2.9 AFTER LANDING 2.9/ P1 2.9.1 Autobrake 2.9/ P1 2.9.2 Reverse 2.9/ P1 2.10 TAXI IN 2.10/P1 2.11 PARKING 2.11/P1

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20 Dec 08

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2.1/P 1 A320/321 STANDARD

OPERATING PROCEDURES

OPERATING POLICY Rev 16

20 Dec 08 2.1 OPERATING POLICY

2.1.1 General

It is Company policy to operate the A320/321 aircraft in accordance with the applicable Airbus Flight Crew Operating Manuals and Quick Reference Handbook.

The standard operating procedures outlined in this section are to be applied in conjunction with the procedures detailed in the Airbus Flight Crew Operating Manuals.

Standard operating procedures have been established to ensure that flight deck operations are conducted in a safe and efficient manner. It is essential that flight deck crew members are fully aware of the procedures outlined in this section and that they are adhered to in normal and emergency/abnormal operations.

Flight crews are designated as follows:

- CM1 refers to the crew member in the left hand seat. - CM2 refers to the crew member in the right hand seat.

- The term “Pilot Flying” (PF) is used to define the pilot operating the flight controls.

- The term “Pilot Not Flying” (PNF) is used to define the pilot not operating the flight controls.

2.1.2 Checklist

Normal checklists are initiated (called) by the CM1 or PF and read by the CM2 or PNF.

The CM1 or PF shall respond after having checked the existing configuration. When both pilots have to respond, “BOTH” is indicated in the checklist.

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2.1/P 2 A320/321 STANDARD

20 Dec 08

2.1.3 Standard Callouts

Refer to FCOM 3.03.90 - Standard callouts

2.1.3.1 Standard Callouts for Each Flight Phase

PRELIMINARY COCKPIT PREP

EVENT PF PNF

After checking

onboard document CHECKED

ONBOARD DOCUMENT CHECKED

After exterior walk

around CHECKED

EXTERIOR CHECKED

COCKPIT PREP

Security check before

boarding CHECKED COCKPIT SECURITY CHECKED Flight instrument check INSTRUMENT CHECK PFD: - SPEED 30 - _ (V1) BLUE - _ (V2) MAGENTA - CLB, NAV BLUE,1 FD 2 - _ FT (Initial alt) BLUE - ELEVATION _ FT - QNH _

- Vs zero, Pitch _, Bank _ - RADIO ALT _ FT HDG: - _ (on PFD) - _ (on ND) - _ (on DDRMI) - _ (on Compass) ND:

- GS zero, TAS dash - First waypoint: name,

track, distance READY - CHECKED (or PLUS/MINUS_FT ) - CHECKED - CHECKED - CHECKED

TO REMOVE GROUND SUPPLY

EVENT CM1 GND MECH

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2.1/P 3 A320/321 STANDARD

20 Dec 08 BEFORE ENGINE START/PUSH BACK

EVENT CM1 CM2

After ATC clearance obtained and set

CHECKED

_ DEPARTURE (SID name) _ FEET/FL, HDG _(if any) TRANSPONDER __ Before start up

clearance received

BEFORE START C/L

DOWN TO THE LINE BEFORE START C/L DOWN TO THE LINE COMPLETE After all doors are

closed CABIN CREW, ARM ALL SLIDES AND CROSS-CHECK After start up clearance

received

BEFORE START C/L BELOW THE LINE

BEFORE START C/L BELOW THE LINE COMPLETE

PUSH BACK/ENGINE START

EVENT CM1 GND MECH

When ready for push back and push back clearance received

GROUND (from) COCKPIT, CLEARED FOR PUSH?

COCKPIT (from) GROUND, CLEARED FOR PUSH. RELEASE BRAKES Start of push back BRAKES RELEASED.

COMMENCE PUSH BACK

When ready to start engines

When push back complete When ready to disconnect

Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase

AFTER ENGINE START

Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase TAXI

When taxi clearance obtained

Brake transfer check Flight control check

When cabin report

obtained/checked CHECKED

CABIN READY During taxi BEFORE TAKEOFF C/L

DOWN TO THE LINE

BEFORE TAKEOFF C/L DOWN TO THE LINE COMPLETE

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2.1/P 4 A320/321 STANDARD

20 Dec 08

BEFORE TAKEOFF

When line up clearance obtained

CABIN CREW BE SEATED FOR TAKEOFF

Before entering RWY FINAL/RWY CLEARED RWY/FINAL CLEARED Lining up on the RWY BEFORE TAKEOFF C/L

BELOW THE LINE BEFORE TAKEOFF C/L COMPLETE

TAKEOFF

When both pilots ready TAKEOFF

When both engine thrust stabilized at 50% N1 (or 1.05 EPR) CHECKED STABILIZED Before passing 80 Kt At 100 Kt At V1 At VR Gear retraction If AP is engaged by PNF Check list

At transition altitude TRANSITION ALT. SET STD

CHECKED.

PLUS /MINUS_FT (if any)

STD SET. CROSS-CHECK PASSING FL _ .

NOW.

Check list AFTER

TAKEOFF/CLIMB C/L BELOW THE LINE

AFTER TAKEOFF/CLIMB C/L COMPLETE

MALFUNCTION BEFORE V1 AT TAKEOFF

Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase DESCENT

At FL200 or TOD (if cruising below FL200)

CABIN CREW PREPARE

FOR LANDING When cleared to altitude and approaching transition level SET QNH_ /QFE_ CHECKED. PLUS/MINUS_FT(if any)

QNH_ /QFE_ SET. CROSS-CHECK PASSING _ FT. NOW.

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2.1/P 5 A320/321 STANDARD

20 Dec 08

APPROACH AND LANDING

Approach check list Activation of approach phase

RA alive FAF

Final approach slope check against ALT/DME

table (for NPA) _ FT HIGH /LOW. or ON SLOPE

DME_ , _ FT. PASSING NOW. When aircraft in landing

config CABIN CREW BE SEATED FOR LANDING

Landing check list 1000 ft AGL

100 ft above DA/MDA At DA/MDA with no visual reference At DA/MDA with visual reference

After touch down Deceleration At 70 Kt

GO AROUND

AFTER LANDING

Check list AFTER LANDING C/L AFTER LANDING C/L COMPLETE

Approaching parking

position CABIN CREW DISARM ALL SLIDES AND CROSS-CHECK

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2.1/P 6 A320/321 STANDARD

20 Dec 08

PARKING

Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase SECURING THE AIRCRAFT

2.1.4 Altitude Alert System

The altitude alert system is to be used to record cleared altitudes and not as a reminder device for transition levels or reporting altitudes. When climb/descent constraints are part of a departure/arrival clearance such constraint altitude(s) should be set in the altitude alert system even though the constraints are also entered in the FMGC.

During the approach phase of flight the altitude alert system is to be set as follows:

(a) In the case of an instrument approach, the missed approach altitude must be set on FCU at the commencement of the final approach. (b) In the case of an unrestricted visual approach the altitude alert

system should be set to the appropriate missed approach altitude.

2.1.5 Flight Deck Automation Policy (FOM 8.3.2.4.c)

Automation shall be used to increase the operational efficiency of the flight. Pilots are required to comply with the automation policy as follows:

(a) Monitoring of the Auto-Flight System (AFS) by:

- cross-checking the status of AP/FD and A/THR modes (armed and selected) on Flight-mode annunciator

- observing the result of any target entry (on the AFS panel) on the related data as displayed on the PFD or ND; and ,

- supervising the resulting AP/FD guidance and A/THR operation on PFD and ND (e.g attitude, airspeed and airspeed trend, altitude, vertical speed, heading etc.)

(b) The use of an appropriate level of automation for the task, including manual flying

2.1.6 Task Sharing

Refer to Chapter 13 - Task Sharing.

As a general rule, during taxiing on the ground, all the selection on FCU should be made by CM2. In flight, all the selection on FCU should be made by the PF

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2.1/P 7 A320/321 STANDARD

20 Dec 08

when AP is ON and by the PNF when AP is OFF. In flight, when below 10000 ft AGL, all actions on MCDU should be made by PNF.

2.1.7 Flight Deck Discipline

At any moment of the flight, there must be one pilot who controls the aircraft. Any transfer of control should be clearly understood between two pilots with one pilot stating "I have control" and the o t h e r p i l o t relinquishing control with the words "You have control".

During critical phases of flight such as takeoff, landing and flying at low altitude, the PNF must always be prepared to take over control of the aircraft with his/her feet lightly on the rudder pedals and one hand adjacent to the side-stick.

When the aircraft is below 10000 ft AGL or in high workload situation, pilots are required to comply with the sterile cockpit rule. Any conversation and activities that are not essential should be avoided.

Two pilots qualified on type must be seated at the controls properly secured (lap, crotch and shoulder restraints fastened, rudder pedals and seat adjusted) at all time when the seat belt sign is ON and during flight in turbulence. At other time, the lap strap need only be worn.

During the cruise phase, one pilot may vacate his/her seat for short periods. Lap, crotch and shoulder restraints must be worn by the pilot in control when the other pilot is not in his seat.

Under no circumstances will an unqualified person occupy a pilot’s seat.

All sun blinds, sun visors must not be used during taxi and critical phases of flight such as takeoff and landing.

All screens must not be touched neither with fingers nor pens.

After flight, pilots must leave the Flight deck clean and in good order. All onboard document and head sets must be in the place. All extraneous items such as food, water bottles, newspapers, towel,... must be removed.

2.1.8 Communication

Headsets will be used in high work load situation and:

- From commencement of pushback/engine start until top of climb.

- From top of descent until the aircraft is parked and both engine are shut down. When both pilots wear the headsets, interphone will be used for cockpit communication except whilst the ground engineer is on the interphone.

The Radio Management Panels (RMPs) will normally be set up in the following manner:

- VHF1 for Air Traffic Control.

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2.1/P 8 A320/321 STANDARD

15 Aug 09

Both pilots will maintain a listening watch on the ATC frequency in use unless SELCAL is being used.

Pilots should normally use his onside RMP to tune any one of the VHF or HF radios. If the SEL lights come on after tuning the radio, the pilot should turn them off by selecting the appropriate radio system dedicated to his RMP.

2.1.9 Briefings

2.1.9.1 Flight Crew Briefing

Refer to FOM 8.3.1.12

Before each departure and arrival, a briefing should be made by PF to cover both Normal and Abnormal/Emergency operations. The briefings should be concise, structured (i.e. following the flight sequence), interactive and should fulfill two important purposes:

- To provide both pilots with opportunity to cross check and to correct each other.

- To share a common mental image of the flight.

During the briefings, relevant MCDU pages will be selected and checked to make sure that FMS has been properly programmed.

To ensure FMS flight plan and SID/STAR/Approach charts reconciliation, during briefing, PF uses MCDU F-PLN page and his ND in PLAN mode whilst PNF uses appropriate SID/STAR/Approach charts.

2.1.9.2 Cabin Crew Briefing

Refer to FOM 8.3.1.13

2.1.10 Computerized Flight Plan (CFP)

Normally two copies of CFP, one for each pilot, will be provided for each flight. The Commander’s CFP should be the Master one and must be signed by the Commander. Pilots should record and amend ETA/ATA and FOB at each waypoint on CPF

2.1.11 Takeoff and Landing Cards

Takeoff/Landing card shall be used to record the takeoff/landing data of the flight and shall be retained in the flight envelope after flight.

Takeoff card shall be used to record: - Takeoff airfield weather data (by PF)

- Additional information, such as unserviceability of NAV Aid, taxiway,…(by PF)

- ATC clearance (by CM2)

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2.1/P 9 A320/321 STANDARD

15 Aug 09

Landing card shall be used to record: - Landing airfield weather data (by PNF)

- Additional information, such as unserviceability of NAV Aid, taxiway,…(by PF)

- Landing data: Landing weight, Landing flaps configuration, Autobrake mode, Vapp, (by PF)

2.1.12 Cost Index

Depending on various operational factors, cost index will be established. Refer to Flight Operation Notice for current cost index.

2.1.13 APU, Ground Power and Ground Air-conditioning Units

Before departure, if aircraft is powered by GPU and/or ACU, APU will be started 15 minutes before push back or start-up.

On arrival, if APU is to be used at parking, APU will be started 2 minutes before reaching parking position. In order not to forget starting the APU, having APU system page displayed on SD (such as by pressing APU Master SW p/b) is a good reminder.

Refer to appropriate Flight Operation Notice for list of airports with contracted GPU/ACU service.

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2.1/P 10 A320/321 STANDARD

15 Aug 09

(52)

A320/321 STANDARD OPERATING PROCEDURES NORMAL PROCEDURES PRE-DEPARTURE Rev 17 15 Aug 08 2.2 PRE-DEPARTURE 2.2.1 FMS Procedures

Refer to FOM 8.3.2 – Navigation procedures, regarding: (a) FMS data base validity;

(b) FMS route/computer flight plan reconciliation; and (c) Navigation procedures.

2.2.2 Departure Briefing

Prior to the first flight for the crew, a full briefing should be given by the PF covering the following items:

2.2.2.1 Normal operation

(a) Miscellaneous − NOTAMs

− Weather, RWY condition, wind

− Aircraft type and model (tail strike awareness), FMS database validity, performance factor.

− Aircraft technical status (MEL, CDL, relevant OEBs) − RVSM, RNP operation status

− Specific takeoff procedure (use of pack, APU, Noise abatement procedure, radar, engine/wing anti-icing,…)

− Engine start procedure (b) Push back and taxi

− Parking position, expected push back clearance − Expected taxi route

(c) Takeoff data

− Departure/Destination and Alternate airports (MCDU INIT A page) − Flight number, cost index, cruising FL,…

− Estimated takeoff weight, landing weight (MCDU INIT B page) − Block fuel, extra fuel/time

− Takeoff RWY (MCDU PEF page)

− Takeoff flap configuration and thrust (Flex/TOGA) − Takeoff speeds V1/ VR/ V2, preset climb speed,…

− Transition altitude, THR reduction/ ACC altitude, One engine out ACC altitude

(d) Flight plan (MCDU F-PLN page)

− SID chart index number, effective date, MSA, airport elevation,.. − SID description: track and distance between waypoints, altitude/speed constraints at waypoints,…

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NORMAL PROCEDURES

PRE-DEPARTURE Rev 17

15 Aug 08

(e) Radio navigation aids (MCDU RADNAV page): Radio navigation aids should be manually tuned for

− Tracking the one-engine-out turn procedure or − Tracking the SID or

− Preparation for immediate return/diversion (f) Navigation accuracy (MCDU PROG page)

If the departure RWY is not on the aircraft navigation database, the departure should be flown in HDG/TRK mode with raw data reference.

2.2.2.2 Abnormal operation

(a) Failure before V1: Refer to FCOM 3.02.10 P1,2,3 (b) Failure after V1: Takeoff must be continued

− Engine failure/fire (climb performance limiting)

+ One-engine-out turn procedure (if available) or initial HDG or continue SID

+ Safety altitude

+ Immediate return/diversion consideration (MCDU SEC F-PLN page)

− Other failure

+ Continue following the SID or initial HDG + Safety altitude

+ Immediate return/diversion or to continue flight plan route consideration

On s u b s e q u e n t takeoffs with the same crew, the term “Standard procedures” can be used, with only the salient points applicable to the particular takeoff highlighted.

2.2.3 First Officer Takeoff and Landing

Prior to giving a First Officer a takeoff or landing the Commander should assess the existing conditions and the First Officer's experience; both total and recent. If there are any doubts the Commander must conduct the takeoff or landing.

In the event of an engine failure/fire after V1, the First Officer should continue to fly the aircraft until the Commander, at his discretion, takes over control. Such take over, if required, should not take place before the landing gear has been selected up.

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20 Dec 08 2.2.4 Departure ATC Clearance

Both pilots must be in the flight deck and ready for correct reception of the ATC clearance.

The ATC clearance must be recorded adjacent to the route line on the Master CFP by the CM1 and on the Takeoff Card by the CM2.

After ATC clearance has been received both pilots must be absolutely certain that the clearance is understood before "read back" to ATC.

The review of the clearance must be conducted in the following manner, assuming expected SID or departure tracking has already been entered into the MCDU

(a) The C M 2 will read the clearance while the CM1 will observe the F-PLN page to ensure compatibility with the actual ATC clearance received;

(b) If the comparison between the received ATC clearance and the data on the F- PLN page shows difference, the PF (or CM2 if the aircraft is taxiing) will re-program the MCDU in accordance with the clearance received;

(c) The CM2 will set the initial cleared altitude, the initial HDG (if required) on FCU and the ATC transponder code. These settings are announced by the CM2 and to be cross-checked by the CM1.

2.2.5 Flap Selection for Takeoff

The standard flaps setting for takeoff is either Flaps 1 or Flaps 2.

Unless otherwise required by special operational procedure such as by MEL, for flexible takeoff, regardless of runway pavement condition and elevation, flaps configuration giving the highest flexible temperature must be selected. If different flaps configurations give the same flexible temperatures, the flaps configuration associated with the lowest takeoff speeds will be used.

However for fuel saving purpose, subject to Commander’s discretion, Flaps1 can be selected in case of long runway, light weight, etc…

2.2.6 Takeoff Data

Takeoff performance should be calculated in accordance with r e l e v a n t R T O W c h a r t s , FCOM 2.02 or FCOM 2.04.

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15 Aug 08

2.2.7 Jumpseat / Obsever Briefing

A briefing is to be given to any approved observers travelling in the jumpseat and it is the Commander’s responsibility to ensure that this is completed. The briefing may be given by either pilot and is to include the procedures for observer to adhere to in the event of an emergency. The briefing is to include available exits, the use of the oxygen mask and the use of any emergency equipment located in the cockpit.

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2.3/P 1 A320/321 STANDARD

TAXI OUT Rev 17

15 Aug 09

2.3 PUSH BACK, START UP AND TAXI OUT 2.3.1 Push back and Start up

Engine start will be performed by CM1.

During engine start, both pilots have to monitor the engine parameters. Any conversation and activities that are not essential should be avoided. If a specific engine start procedure is to be applied, both pilots have to review it before start up. All steps of a specific engine start procedure will be read by CM2 and executed by CM1.

2.3.1.1 Automatic Engine Start

2.3.1.2 Manual Engine Start

2.3.1.3 Engine Start With External Pneumatic Power

Refer to FCOM 3.04.70

2.3.1.4 Crossbleed Engine Start

Crossbleed engine start is not allowed during push back. Crew should apply this procedure only when aircraft is stationary with parking brake on.

2.3.1.5 Start Valve Manual Operation

Refer to FCOM 3.04.70

2.3.2 Taxi Out

Taxi must be conducted by the pilot o n the left hand seat (CM1) or qualified TRI/TRE on the right hand seat. The other pilot will advise taxi route by airport diagram.

In case of PIC incapacity, the First Officer requests to tow the aircraft to parking bay.

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2.3/P 2 A320/321 STANDARD

TAXI OUT Rev 17

15 Aug 09 2.3.3 ATC Clearance and Takeoff Briefing Confirmation

If the ATC clearance has not been obtained prior to taxi, it should be reviewed in accordance with Chapter 2.2.4 - Departure Clearance.

Prior to takeoff, the PF will brief the PNF on the salient points of the ATC clearance and updated takeoff data, covering the following items: - Takeoff RWY

- Gross weight - Flaps configuration - Fuel onboard

- Flex temperature, N1 (EPR)

- Speeds V1, V2, NAV (or initial HDG), initial ALT – [on PFD] - SID

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2.4/P1 A320/321 STANDARD OPERATING PROCEDURES TAKEOFF Rev 17 15 Aug 09 2.4 TAKEOFF

2.4.1 Low Visibility Takeoff Refer to FOM 8.1.3.3

A takeoff with RVR less than 400m is considered as a low visibility takeoff (LVTO).

Low visibility takeoff procedure is not applicable in stormy weather condition.

No takeoff shall be commenced if:

- The RVR is below the Company’s minimum which is 150m for CAT C aircraft and 200m for CAT D aircraft; or

- The RVR is below the required takeoff minimum, stated in Jeppesen Airways Manual for each runway.

The required takeoff minimum for each runway depends on the runway facilities, such as lighting, marking,…

Minimum RVR (Note 2) RWY facility

CAT C a/c CAT D a/c

Nil (day ONLY) 500 m 500 m

RWY edge lighting and/or centre

line marking (Note 1) 250 m 300 m

RWY edge and centre line lighting 200 m 250 m RWY edge and centre line lighting

and multiple RVR info (Note 3) 150 m 200 m Note 1: For night operations, at least runway edge and runway end lights

are required.

Note 2: The reported RVR representative of the initial part of the takeoff run (or TDZ) may be replaced by pilot assessment.

Note 3: The required RVR value must be achieved for all of the relevant RVR reporting points: TDZ, Mid-point and Lift-off zone, except as stated in Note 2 above.

Low visibility takeoff procedure:

- Both crew members must be qualified for LVO.

- LVP is confirmed to be in force (by ATIS or ATC) or requested by crew.

- ILS push button should be ON for reference - Maximum crosswind component is 10 kt. - The runway is not contaminated.

- Taxi, takeoff, landing and strobe lights will not be used due to glare that may cause a reduction in forward visibility. Landing lights should

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2.4/P2 A320/321 STANDARD

TAKEOFF Rev 17

15 Aug 09

be turned on at landing gear retraction, after liftoff. - Static takeoff shall be applied. No rolling takeoff is allowed. - CM1 will be PF and CM2 will be PNF.

The CM1 will be “head-up” after takeoff thrust set. The CM2 will be “head-down” through out the takeoff roll, monitoring the flight instruments, parameters and provide appropriate callout.

- Takeoff shall be performed with TOGA thrust. PNF will advice ATC when aircraft has lifted off.

2.4.2 Monitoring During Takeoff

The PF must observe his/her airspeed during takeoff with the "V1" and "Rotate" calls from the PNF serving as backup only.

During all instrument takeoffs the PNF must positively monitor flight instruments to at least 500 FT and alert the PF if tolerances are being exceeded.

2.4.3 Noise Abatement Takeoff

Pilots should conform to the published Noise Abatement Departure Procedures (NADP) on the condition that aircraft safety is not compromised. In conditions of anticipated or actual wind shear, turbulence, engine failure or other operational factors a noise abatement takeoff should not be conducted or discontinued.

For NADP1 or NADP2 detail, refer to Jeppesen Airway Manual – ATC Chapter

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AFTER TAKEOFF/CLIMB Rev 16 20 Dec 08 2.5 AFTER TAKEOFF/CLIMB

2.5.1 Clean Up and Thrust Reduction Altitudes

It is required that thrust reduction, flap retract and clean up heights as promulgated in the Flight Crew Operating Manual, Runway Analysis Manual or as specified in noise abatement procedures be adhered to. Certain airports levy penalties against the operators of aircraft found infringing noise abatement procedures.

Subject to published exceptions such as Noise Abatement Procedure, 1000 FT (AGL) shall be used as the standard thrust reduction and acceleration altitude.

2.5.2 Maximum Angle of Bank

Standard procedure Specific approval

Above 500 ft 25 30

Twenty-five degrees is the normal angle of bank with a maximum of thirty degrees that must be closely monitored, particularly during instrument flight.

2.5.3 Turns after Takeoff

Turns after takeoff at altitudes below 500 FT (AGL) are not permitted except as prescribed for noise abatement procedures.

2.5.4 Departure Terrain Awareness

On all IMC departures, without a published SID, speed should be held at “green dot” until reaching the Minimum Sector Altitude (MSA) and 250 Kt until reaching either the Minimum Off-route Altitude (MORA), the Minimum En-route Altitude (MEA) or 10000 FT in countries where the 250 Kt speed restriction below 10000 FT is applicable. Pilots must always assess terrain and at some airports it may be necessary to climb in the circuit area to set heading over the top at the MSA, MORA or MEA, as applicable.

For departure on a reciprocal track that has a published inbound STAR, the associated altitude and distance restrictions can be used in reverse to ensure terrain clearance.

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AFTER TAKEOFF/CLIMB Rev 16 20 Dec 08

2.5.5 Autopilot Engagement

The PF must advise the PNF the autopilot engagement status and the selected active modes.

2.5.6 Fight Mode Annunciation (FMA) Mode Changes

Any change in FMA during flight must be called by the PF following by a “Checked” call from the PNF.

2.5.7 Flight in Turbulence

Refer to FCOM 3 .04.91 and QRH 5.01 for information on operations in adverse weather conditions and general procedures for flight in turbulence.

2.5.8 En-Route Navigation

The F M S position should be checked against radio aids to ensure accuracy between the ND map presentation and the required track. This check should be conducted at regular intervals during flight when appropriate radio aids are available.

2.5.9 Fuel Management

At any time that the configuration of the fuel system is changed from normal operation, e.g. Cross-feeding, both pilots are to be aware of the changed configuration and an estimated time calculated and recorded to return the fuel system to normal operation.

2.5.10 RVSM and RNP operation capability

Prior to entering RVSM/RNP airspace, crew must check aircraft technical status against RVSM/RNP operation requirements.

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2.6/P 1 A320/321 STANDARD

CRUISE FLIGHT AND DESCENT Rev 16 20 Dec 08 2.6 CRUISE FLIGHT AND DESCENT

2.6.1 Cruise

2.6.1.1 Flight Level Check

On reaching initial cruise flight level (and any subsequent amended flight level) the crew must conduct a positive check between the altimeters, the flight level displayed in the FCU window and the flight level displayed in the MCDU.

Whenever possible, crew should fly the optimum cruising flight level.

2.6.1.2 Rapid Descent Considerations

During operations above FL 250 pilots should be aware of preferred flight paths, in the event that a rapid descent becomes necessary, by taking into consideration other traffic, terrain, restricted airspace, etc.

2.6.1.3 Oxygen Masks

Both crew members must wear oxygen masks with the diluter demand regulator in the NORMAL position at all times while the cabin altitude exceeds 10000 FT.

2.6.1.4 Approach Preparation

Before arrival, the PNF will obtain the weather information (on the Landing Card).

The PF will transfer aircraft control to the PNF (if possible), complete the Landing Card and prepare the aircraft for the approach. If it is not possible, the PNF will perform it under the PF order.

2.6.1.5 Timeliness of briefings

To prevent any rush (and increased workload) in initiating and conducting the descent and the approach, descent preparation and the approach briefing typically should be conducted 10 minutes before reaching the top-of-descent point.

2.6.1.6 Approach Briefing

The Flight Management System (FMS) pages and the navigation display (ND) should be used to guide and illustrate the briefing, and to confirm the various data entries.

Once approach preparation has been completed and cross checked, the PF will perform the approach briefing covering the following items:

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2.6/P 2 A320/321 STANDARD

CRUISE FLIGHT AND DESCENT Rev 16 20 Dec 08

2.6.1.6.1 Normal operation (a) Miscellaneous

− Aircraft technical status (OEBs, MEL/CDL operational procedure, any failure during the flight,…)

− NOTAMs

− Weather (in comparison with applicable landing minima), wind, RWY in use,

− Specific arrival procedure (use of pack, APU, Noise abatement procedure, flaps configuration, radar, engine/wing anti-icing,…) (b) Fuel (MCDU FUEL page)

− Minimum diversion fuel − Extra fuel, holding time

(c) Arrival procedure (MCDU F-PLAN page)

− Top of Descent (confirm or adjust the top-of-descent point, computed by the FMS, as a function of the expected arrival)

− Expected arrival route (STAR or radar vector), chart index number, effective date, transition level, MSA

− Arrival route description: track and distance between waypoints, altitude/speed constraints at waypoints, holding, …

(d) Approach procedure (MCDU F-PLAN page) − Designated runway and approach type

− Chart index number and effective date, MSA, airport elevation − Approach chart description:

+ IAF, holding, holding entry, track and distance between waypoints, altitude/speed constraints at waypoints, , IF,…

+ LOC frequency, front course (for ILS approach) or final approach course (for NPA)

+ FAF or Final descent point + Final descent angle

+ OM, DA/MDA, MAP, TDZ elevation

(e) Missed approach procedure: (MCDU F-PLAN page)

Track and distance between waypoints, altitude/speed constraints at waypoints, holding, missed approach altitude,…

(f) Diversion to alternate airport route or second approach (g) Landing

− RWY length, displaced threshold, width and slope, RWY condition − Approach lighting and RWY lighting, and other expected visual

references

− Use of autobrake, reversers

− Intended exit taxiway, expected taxi route and parking stand (h) Navigation accuracy (MCDU PROG page)

− Navigation accuracy − Use of automation

− Managed (use of FMS) or selected modes, use of TRK/FPA, AP and A/THR

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2.6/P 3 A320/321 STANDARD

CRUISE FLIGHT AND DESCENT Rev 17 15 Aug 09

− Step-down approach (if a constant-angle non-precision-approach is not available)

(i) Radio navigation aids (MCDU RADNAV page): Radio navigation aids should be manually tuned for each instrument approach procedure. (j) Approach performance (MCDU APPR PERF page)

(k) MCDU SEC F-PLN: alternative approach procedure.

2.6.1.6.1 Abnormal operation: any failure/malfunction in flight with operational procedure

2.6.2 Descent 2.6.2.1 Descent Planning

Subject to exceptions, such as altitude/speed constraint, ATC requirement, separation,…crew should plan the descent with IDLE thrust until shortly reaching 1000 FT AGL for ILS approach or FAF (or Final Descent Point when FAF is not specified) for NPA.

2.6.2.2 Arrival Procedures

In IMC or VMC (day or night) on a track without a published STAR, the aircraft must maintain the MEA, MORA or MSA, as applicable, until commencement of the instrument approach procedure. Under VMC (day or night) the aircraft should complete the appropriate instrument approach procedure except at airports where it is safe to conduct a visual approach once the aircraft is within the relevant circling area.

Under radar vectoring the aircraft may be assigned altitudes below the MEA, MORA or MSA. Under these circumstances pilots must continue to remain aware of terrain clearance requirements.

2.6.2.3 Rate Of Descent At Low Height

Rates of descent when within 3000 FT of terrain should be restricted to not above 3000 feet per minute and when within 2000 FT of terrain - to not above 2000 feet per minute.

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2.6/P 4 A320/321 STANDARD

CRUISE FLIGHT AND DESCENT Rev 17 15 Aug 09

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2.7/P 1 A320/321 STANDARD

APPROACH AND LANDING Rev 17

15 Aug 09 2.7 APPROACH AND LANDING

2.7.1 General

In preparation for any instrument approach, the briefing requirements as set out in Chapter 2.6.1.4. The Standard Callouts, including the Out of Tolerance Calls, as set out in FCOM 3.03.90 apply.

Whenever weather conditions are such that an instrument approach is necessary the autopilot(s) should be engaged to fly the approach.

2.7.2 Autoland 2.7.2.1 General

Autoland is permitted:

- In CAT I or better weather condition, on following runways with a CAT I ILS:

• Narita: RJAA 16L, RJAA 34L/R • Fukuoka: RJFF 16/34

• Singapore: WSSS 02C/20R • Hongkong: VHHH 25L/R • Hanoi: VVNB 11L/R • Hochiminh: VVTS 25L/R

- On all runways with a published CAT II or CAT III ILS regardless of locality.

The above is subject to NOTAMs or any other published restrictions on the use of a particular CAT I ILS for autoland.

Airports with a CAT I ILS installed that are outside the above geographic areas and are approved for autoland are included in the Route Manual.

Under CAT I or lower minima conditions ILS critical areas are restricted, by ATC, from aircraft and vehicle operation to ensure that there is no disturbance to the localizer and/or glideslope signal which may be reflected in adverse autopilot inputs. Pilots are cautioned to be vigilant for localizer and/or glideslope disturbances when conducting an autoland in visual conditions as ATC protection of ILS critical areas is not assured. Pilots should be prepared to immediately disconnect the autopilot and take appropriate action should unsatisfactory autoland performance occur.

2.7.2.2 Aircraft Autoland Performance Monitoring

Following each satisfactory autoland an appropriate entry should be made in the Technical Log whilst any unsatisfactory autoland must be entered as a defect.

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2.7/P 2 A320/321 STANDARD

APPROACH AND LANDING Rev 17

15 Aug 09

For an autoland to be classified as satisfactory it should meet the following criteria:

(a) All autopilot/flight director annunciation and radio altitude callouts (if installed) operate normally;

(b) Indicated airspeed and heading permit normal flare and landing with autothrust speed deviation not more than +/- 5 Kt from Vapp;

(c) The aircraft position and movement is such that the cockpit is within the lateral limits of the extended centerline;

(d) The Autoland warning is not flashing amber at 200 FT RA; (e) After passing 200 FT there is no unusual movement

of control surfaces or excessive attitude deviations; (f) Touchdown occurs within the range 120 m past the

runway threshold to 800 m past the runway threshold; (g) The longitudinal axis of the aircraft is not more than 8 m

left or right of runway centerline.

If during an autoland approach autopilot performance is outside the above tolerances a go-around should be conducted unless the conditions are such that the autopilot can be disengaged and a manual landing safely accomplished.

2.7.2.3 Maintenance Procedures

In the event of an unsatisfactory entry in the DEFECTS field of the Technical Log and rectification prior to the next flight is not carried out, or an MEL is raised for a component which impacts upon autoland capability, the applicable MEL will reflect that autoland is not permitted. A red MEL label will be installed adjacent to the autopilot engagement switches.

Following rectification of defects affecting autoland the applicable MEL will be amended to indicate that for the MEL to be removed the aircraft must complete a satisfactory autoland. An entry ‘Autoland satisfactory – remove MEL #’ must be made in the DEFECTS field of the Technical Log.

2.7.2.4 Autoland Limitation

- Maximum wind limit is as follows:

o Maximum headwind component, including gusts: 30 Kt o Maximum tailwind component, including gusts: 10 Kt