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Produced by Angus Hogg – Version 9.4 dated 14 th March 2011 Crosswinds (C o n ta m in te d R/ W P e rf – FC O M 2 .0 4 .1 0 ) Do o r: 7 3 7 7 /# /0 5 1 1 # Ca rg o Do o r 40/ 50 1 D est A lt: R e q ’d u n le ss fl t < 6 h rs & 2 R W s w x: E T A ±1hr bes t of : B K N 2000+’ or c irc + 500’ & V iz ≥ 5k m 2 D est A lts : i f w x a t d e st f or e ca st b e lo w m in im a Re p o rte d Br a kin g A ct io n Re p o rte d r/ w Fr ic tio n C o e f. Ma x x -wi n d (k ts ) Eq u iv a le n t r /w c o n d itio n * va lid fo r m a x x-wi n d o n ly Va ria n t A3 1 9 Do o rs /T a xi 65 T/ O Ldg MT O W 64, 66 ,68 Ty re s 195 Go o d ≥ 0 .4 29G 38 33G 38 1 ML W 61. 0 Wi n d o w 200 ER A: in c irc le ra d iu s 2 0 % o f t o ta l fl t d is t c e n tre gr eat er of 25% fr om des t or 20% +50nm Go o d /m e d iu m 0. 36 to 0. 39 29 1 MZ F W 57. 0 Wi p e rs 230 Me d iu m 0. 3 to 0. 35 25 2/ 3 ‘E q u iv a le n ts ’- We t: x, < 3 m m S td W a te r(S W ), < 2 m m S lu sh (S l), < 4 m m W e t S n o w (W S ), < 1 5 m m D ry Sn o w (D S) . Wa te r ( 6 .3 m m ): < 6. 3m m S W . W a te r ( 1 2 .7 m m ): < 1 2 .7 m m S W . Sl u sh (6 .3 m m ): x, 12. 7m m W S , < 50. 8m m D S . Sl u sh (1 2 .7 m m ): x, < 2 5 .4 m m W S . C o m p a cte d S n o w : x. Ic y: x. Me d iu m/ p o o r 0. 26 to 0. 29 20 2/ 3 Po o r ≤ 0 .2 5 15 3/ 4 Un re lia b le 5 4/ 5 Mi n O il Au to p ilo t: Wa k e T u rb : T/ O af t A 380: 3m in/ 4m in( int ) HV Y : 2 m in / 3m in( int )(757 is M E D ). L a n d af t S M A LL or ME D : 3 n m, 757: 4nm , HV Y : 5 n m , A3 8 0 : 7 nm Vi s u a l C c t: (C o n f 1 , A cti va te Ap p , F D O ff, F PV) . Ab m T h rs h : St a rt Cl k 1 5s /500’ ±1s /k t, Fl a p 2 , t u rn b a se , Ge a r D n , F la p 3 , Fl a p Fu ll, Ldg Cx . (Mi n Wx : 5 km v iz , Ce ilin g 2 5 0 0 ’a a l) Low V iz C irc : Co n f 3 , G e a r Dn , F P V . At M in im u m s: VS Pu sh lv l o ff. T u rn 4 5 ° o ff fo r 30s pos t w ings lv l. F sp d . A b e a m T h rsh : Ac tiv a te Se c F lt Pl a n , S ta rt C lo ck 20s /500’ +2s /100’ ±1s /k t, tu rn b a se , F la p F u ll, C x No T /O : > 1 2 .6 m m s ta n di n g w a te r, > 2 5 .3 m m w e t s n o w , > 1 0 1 .5 m m dr y s n o w , co m p a ct e d s n o w o r i cy R /W . (Q ts ): T/ O G A 100’ *1 . D ry , d a m p o r w e t:< 3 m m w a te r. 2 . R /W c o ve re d w ith s lu sh 3 . R /W c o ve re d w ith d ry s n o w . 4 . R /W c o ve re d w ith s ta n d in g w a te r w ith ris k o f h yd ro p la n in g or w et s now res pec tiv el y. 5. Ic y r /w or hi gh ris k of hy dr opl ani ng. CF M s : No n -Pr e c MD A 9. 5+0. 5/ hr Co o lin g : 1 mi n O K but 3 m in if fu ll r e v us ed Ci rc lin g MD A – 100’ PAR IL S C a tI/II 250’ 160’ /80’ Loadi ng : LM C m ax ±1 0 0 kg C P 1 /C P 5 , ± 500k g fuel or in C P 2/ 3/ 4 , +5, -10 pax. A3 1 9 Us e CP 4 & 5 (m ax 100 C P 4 & 50 C P 5) unl es s C P 1 req’ d. A3 2 0 85 CP 1 , re st C P 4 (U se C P 3 w ith h ig h b a g lo a d s). Ne a r M T OW , 30 C P 1, res t C P 3 & 4 (If ful l >30 ok CP 1 ) LP C di str ibut ion <115 pax: A 319 Fw d 1 -9, M id 10 -18. A3 20. Fw d 1 -10, M id 11 -20 Ot h e r 500’ Au to la n d : w /v 30hd/ 20x /10t l Ma x L d g W t: 6 9 .0 T En g in e s : Pr k Br k M a x P w r Wa rm U p Mi n O il P re ss St a b le Pa ra m s CF M : 75% N1 2 m in 13 P S I 2, 4, 6, 3 IA E : 1. 18E P R 5 m in 60 P S I 1, 4, 2, 6, 3 AP U ma x o f 3 st a rts, 1 m in a p a rt th e n 6 0 m in w a it Ba tt sta rt: 2 5 0 0 0 ’ En g s ta rt: 2 0 0 0 0 ’ 1 P ac k: 22500’ 2 P ac ks : 15000’ Gn d F u e l ( kg /m in ) EN G :1 2 , APU : 2 . En g in e St a rte r M o to r 4 cons ec ut iv e cy cles , eac h of m ax 2 m in, 20 se c b e tw e e n cy cl e s th e n 15 m in br eak . N 2 ≤ 2 0 % . Ic e : AI F u e l U se :4 % , En g : 7% . Al l s u rfa ce s o f a /c to b e c le a r o f sn o w , f ro st a n d ice fo r T /O . T h in h o a rfr o st o k o n u p p e r su rfa ce s o f f u se la g e . O n u n d e rsi d e o f t h e w in g ta n k a re a , a ma x l a ye r o f 3 mm (1 /8 in ch ) o f f ro st w ill n o t p e n a liz e ta ke -of f per fo rm a n ce . Af te r c o ld s o a k: p ro b e /w in d o w h e a t o n , o ff a fte r 1 st engi ne star t. ‘Ic in g C o n d ’ if v iz m o is tu re ( < 1 n m /1 .5 km ) + OA T (g n d + T /O) o r T A T (in flt ) ≤ 10° C . O n gnd CF M : >30m ins -70% N 1 for 30 sec s/30m ins . IA E : OA T < 3 °, 5 0 % N1 /1 5 m in s Cl im b /Cr u is e : E n g A I o n if S A T > -40° C + ic ing cond De s c : En g AI o n in ic in g c o n d itio n s r e g a rd le ss o f t e m p. Ic e a c c re tio n : Mi n S p d C le a n : V L S + 1 5 , Co n f Ful l: V LS +5 , Ldg D is t x1. 1 . Co n f 3 (o r le ss ): V L S + 1 0 , Ldg D is t x1. 15. Cr u is e E O S tr a te g ie s (3 .6 ) Al l c a se s: M C T , AT H R O ff St a n dar d: 300/ 0. 78, O p D es Ob sta cle : Gr e e n Do t, Op De s Fi xed S peed : E T O P S o n ly Ox y g e n Mi n fo r a ll c re w me mb e rs on ‘N or m al ’ in E m er D es cent : 13 mi n . R ef T em p: On Gn d : ( OA T + C p it Te m p )/2 , In F lt: C a b in T e m p – 10° C Al tim e te rs (3 .4 .3 4 ): PF D s 2 5’ of a/ f dat um , 20 ’ o f e a ch o th e r, IS IS 100’ of any A D R St a b A p p : G /A a t 5 0 0 ’ u n le s s - VAPP -5/ +10k ts (C al l “ S peed” ), V /S <1000’ /m in (C al l “ S ink R at e” ), B ank <15° (C al l “ B ank ” >7) °, LO C -G/ S ≤ 1 dot (C al l “ G lide” /“Loc ” > 1/ 4 Do t). (A ls o ca ll “ P itch ” if < 2 .5 °N D o r > 1 0 °N U ) Ci rc : B a n k < 1 5 °@ 4 0 0 ’, ± 30° of C L C 2 3 -10° 656 861 0° 681 893 10° 706 926 20° 731 959 30° 756 992 40° 781 102 4 Ra d a r: n o u se ±135° or ≤ 5m IR S : 5 kts G /S r a p id a lig n , 15k ts onc e onl y, 21k ts u/ s Sp e e d s /H ts : A/ C : 3 5 0 /0 .8 2 . F la p s ( 2 0 kft ): 230, 1+F :215, 2: 200, 3: 185, F ul l:177 Ge a r: 25k ft, R et 220, Ex t 250, E xtended 280/ 0. 67 Mi n C C : 4 (3 if ma x 150 pax & i/b bas e) To s h e d ic e in +S N , FZ R A , D Z o r FG : M o m e n ta ry ru n -ups to 70% (50% IA E ) ≤ 10m ins Ec o F lo w < 115pax Tu rb S p ds : < 2 0 k’ 250, >20k ’ 275/ 0. 76 Br a k e s : m a x T /O te m p fa n s o n : 1 5 0° C , f ans of f: 300° . u/ s i f di ff on 2 bk s s am e gear >150° C & ei ther br k ≥ 600° C or ≤ 6 0 °C , d iff b e tw e e n a v te m p s o n L H /R H g e a rs ≥ 2 0 0 °C , a n y b rk > 9 0 0 °C , a fu se p lu g m e lte d . F/ O s : T /O R V R 4 0 0 m , Ldg C at 1, x -wi n d 1 5 kts , no w /s , LD A 1700m X-wi n d T /O (> 2 0 kt): F ul l fw d sti ck to 80 kt s, se t 5 0 % th e n 7 0 % N 1 & in c th ru st so Fl e x/TO G A s e t b y 4 0 kts G /S . ( 3 .3 .1 2 ) Ho ld in g : A3 1 9 @ 1 5 0 0 ft, 5 8 t 2 2 0 0 Kg s/h r o r 4 0 kg /m in RW Y O p s : Ma x T a ilw in d : 1 0 kts , Me a n ru n w a y s lo p e : ± 2% , Ma x ru n w a y a lt: 9200f t, N om inal runw ay w idt h: 45m ( Ex ce p tio n a lly 3 0 m ) Ma in te n a n c e In te rv a ls : C a t A – as s tat ed, C at B – 3 day s, C at C - 10 day s, C at D – 120 day s. ‘ Ma in t’ – di sr egar d al l but A IR B LE E D Mi n s p d F u ll R e v: 7 0 kts , a u to b ra ke 20k ts . O n snow rev s tow ed by 25k ts Th ru s t S e tti n g /E G T L im its – TO G A : 9 5 0 °c , ( 5 m in 2-En g , 1 0 m in S -En g ), M C T : 9 1 5 °C , St a rtin g : 7 2 5 °C Fue ls : JE T A 1 ,JP 8 ,JE T A ,JP 5 ,R T ,T S -1, JE T B or J P 4. J et A 1 F uel T em ps : M in -43° C Ma x+54° C ,Im b :In n e rs :1500 -2250k g (> as inner s em pt y) Ou te rs :5 3 0 kg , Mi n T /O :1 5 0 0 kg Fue l: If a /c ma y la n d < re se rv e fu e l – ‘P A N ’, if a /c wi ll la n d < Oi l: Ma x C o n tin u o u s T e mp 1 4 0 °C , Ma x T ra n sie n t T e mp e ra tu re (1 5 mi n s) : 1 5 5 °C , Mi n S ta rtin g T e mp : -40° C , M in T em p for T /O : -10° C Hy d – 3000 ps i, R A T 2500 ps i, P T U 500 ps i di ff De fla te d T y re s tu rn in g : M a x 7 kts w ith 1/ gear , 3 kts w ith 2 /g e a r re se rv e fu e l – ‘M A Y D A Y ’. I n b o th ca se s, re p o rt tim e to ta n ks d ry in mi n u te s. EC A M : A ffe cte d s ys te m u n d e rlin e d , U n b o xe d ti tle – In d e p e n d e n t F a ilu re , B o xe d ti tle – Pr im a ry F a ilu re , St a rre d Sy ste m – Se co n d a ry F a ilu re . R/ W Ch a n g e : ( De p a rtu re ) DRA P E S – D epar tur e, R adi o A ids , A ltit u d e R e q ’d , P er f, E ngi ne -out S ID , S ec F lt P ln. (Ar riv a l) AR M D - A rri va l, R adi o A ids , M DA , D es t D at a. RV S M : F L 2 9 0 -410. N eed 2 A D R , 2 D M C , 2 P F D , 1 T xpdr , 1 F C U c hannel , 1 A P , 1 F W C . C hangi ng lev el no under /ov er shoo t > 1 5 0 ’, e ve ry h o u r c h e ck 2 m a in in d ic a tio n s ± 2 0 0 ’ ‘G e rm a n C o rn e r’ – KR H /2 7 0 /1 2 Pa x W ts (k g s) : P 8 5 , C C 7 5 , AM 9 3 , AF 7 5 , C 3 5 , I 0 , Ad u lts 8 9 Ba g s( kg s) : I n t 1 3 , D o m 1 1 , H a n d 3 Δ QN H -1° C F lex /2H P a, -5° C E N G A I RF F Ca t 6 (2 b e lo w o k) . Al te rn a te s: T/ O - 320 nm , C rui se - 380nm (A 3 1 9 ), 4 0 0 n m (A 3 2 0 ) Tai ls trik es : 319: 13. 9° /1 5 .5 °, 3 2 0 : 1 1. 7 °/1 3 .5 ° Ht 1 2 .1 7 m ,L 3 3 .8 m S p 3 4 .1 m U/ CT rk 7 .5 9 m
easyJet Fuel Policy Angus Hogg – v3.4 dated 24th Oct 10
Page 1 of 2 (Valid for OM ‘A’ Issue 2 Rev 15 & OM ‘B’ Issue 3 Rev 3 [both 6th Sep 2010]) EasyJet policy is to carry CFP fuel - must have specific purpose to carry EXTRA. Basic Fuel Planning (BFP) is the norm – Alternative Fuel Planning (AFP) only to be used when performance or payload restrictions exist. If flight is well planned and executed, then a diversion is not considered a failure.
PLANNING WEATHER MINIMA to be satisfied ± 1 hr ETA in all cases except for departure where current conditions apply. TERMINOLOGY
Taxi Expected fuel use prior to T/O–incl start, taxi & APU. Do not exceed max ramp wth Taxi Fuel on board. Trip T/O, Climb, Cruise, Descent using likeliest SID, STAR & ldg. May reduce by 4kg/nm or increase by 5kg/min Contingency Higher of 5% Trip Fuel or 5 mins at holding speed @ 1500 ft above dest in ISA conditions. (8.1.7.3.1 p8.31) Alternate Fuel used in G/A from MDA/DH, Missed App Proc, Climb, Cruise, Descent to en-route transition point, longest
STAR to MAP, app and landing. Calculated at LRC speeds and planned landing weight at destination. If 2 alternates required, fuel used must be the greater of the two. Fuel Alternate: If diversion to alternate is unlikely, it is the closest operational. If marked with *, may not be H24. Commercial Alternate: If diversion ‘likely’ at the planning stage or in-flight, this fuel req’d. ‘Likely’ means TS, Dest wx at/near limits, x-wind out of limits or FZRA/DZ & SN removal in winter ops.
Not required – Not permitted with Basic Fuel Planning.
One required if destination MET above planning minima ± 1 hr ETA, ceiling above MDA for NPA or circling. Two required if forecast Wx at Destination below planning minima ± 1 hr ETA or no Met available. Fuel required is for furthest alternate.
Note: T/O Alternate requ’d if: if Met or performance precludes a return to departure airport. Met above landing minima ± 1 hr ETA & S/E limitations taken into account.
T/O: Cat IIIA limits within 320nm (OM B p5-7)or 1hr (ie S/E considered). Cruise: 380/400nm A319/320 (OM B p5-1)
Destination Planning Minima
At planning stage destination weather only has to be good enough for aids available. For example, if a/c and airfield supports Cat IIIb approaches, the weather only has to be at or above Cat IIIb minima. And so on for Cat II, Cat I etc. The ‘one better’ criteria below only apply for alternates and not the destination.
Alternate Planning Minima
Approach Type Minima
Cat II & III Cat I (RVR – if n/a factored Met Vis may be used)
Cat 1 Non-Precision (RVR + ceiling above MDA)
Non-Precision Non-Precision (ceiling +200’/RVR + 1000m)
Circling Circling
Additional 1. (Alternative Fuel Planning Only – Not permitted with Basic Fuel Planning) Fuel req’d to fly for 15 mins at 1500’ AAL @ hold speed, ISA conditions, MLW. (Only applies if no div selected). 2. Also considered for engine failure or loss of pressurisation – only considered if fuel below from Trip to Final Reserve is not sufficient. Therefore not normally a factor.
Extra (penalty 3% of extra/hr)
Only carried if strong possibility of use – ie TS, Dest wx at/near limits, unsched r/w closure due wx, x-wind, contam r/w, ATC dep/arr delays, poss extra apps at dest, fcst icing en-route. Also allow for following:
LVOs – Recommended 30 mins holding fuel if LVOs likely at ETA, Push & Hold/Slow Taxi – 600kg/hr or 10kg/min, APU Usage - 50kg/hr airborne, 125kg/hr on ground, EAI – 45kg/hr, EAI & WAI - 140kg/hr Final
Reserve
Fuel req’d to fly for 30 mins fuel at 1500’ AAL, @ hold speed, ISA conditions and holding speed. Calculated using estimated landing weight at alternate aerodrome.
CNR Company Normal Reserve (CNR) = Alternate + Final Reserve. Min CNR = 1500kg. BASIC FUEL PLANNING (8.1.7.3 p8-30)
Fuel Required = (Taxi +Trip + Contingency + Alternate + Additional (if req’d) + Final Reserve +Extra).
ALTERNATIVE FUEL PLANNING [Only used if performance or payload restrictions exist & at Commander’s discretion]
1. Taxi Fuel Reduction (8.1.7.4.2 p8-33)
May reduce statistical taxi fuel to take account of expected taxi times on day of operation. 2. Trip Fuel Reduction (8.1.7.4.3 p8-34)
4kg/nm based on FMGC distance (or increase by 5kg/min – OM ‘B’ 5.4 p5-19/20).
3. Reduction of 5% Contingency Fuel to 3% Using En-route Alternate (ERA) (8.1.7.4.4 p8-34)
ERA is alternate used in addition to destination alternate. Allows reduction in contingency fuel to 3% of trip or fuel to fly for 5 mins whichever is greater. Must be within circle centred on planned route at a distance equal to 25% of the total plan
easyJet Fuel Policy Angus Hogg – v3.4 dated 24th Oct 10
Page 2 of 2 (Valid for OM ‘A’ Issue 2 Rev 15 & OM ‘B’ Issue 3 Rev 3 [both 6th Sep 2010]) distance from destination or 20% of the total flight plan distance from destination plus 50nm, whichever is the greater. Radius of circle must be equal to 20% of the total flight plan distance.
4. No Destination Alternate Aerodrome Procedure (8.1.7.4.5 p8-35)
Only if flight time less than 6 hours and 2 ‘separate runways’ available at destination and min forecast wx ± 1 hr of ETA = Ceiling ≥2000 ft or circling ht + 500ft (whichever greater) plus viz ≥ 5km. (8.1.2.3.3 p8-13) Must also take ‘additional fuel’ of 15 mins @ 1500’ in ISA conditions. Must take Contingency Fuel as per BFP. Note: ‘Separate runways’ exist when each has separate app with own app aid and if surfaces cross, blockage of one runway does not close the other (0-27). Fuel = Taxi + Trip(*) + Contingency(*) +Additional + FINAL RES + Extra fuel. (*) trip and contingency fuel as per Basic Fuel Planning. 5. Reduced Contingency Fuel (RCF) Procedure (8.1.7.4.6 p8-35) – Note: Procedure reserved wef Sep 10
The Reduced Contingency Fuel (decision point) fuel planning is the greater of F1 or F2: F1 = Taxi + Trip AB + 5% DB + BX + FINAL RES + Additional fuel + Extra fuel
F2 = Taxi + Trip AE + 3% AE + FINAL RES + Additional fuel + Extra fuel 6. Predetermined Point (PDP) Procedure (8.1.7.4.7 p8-36) – Note: Procedure reserved wef Sep 10
The predetermined fuel planning is the greater of F1 or F2: F1 = Taxi + Trip AB + 5%(*) AB + 2 hours cruise + Extra fuel F2 = Taxi + Trip AE + 5%(*) AE + FINAL RES + Extra fuel (*) contingency fuel as per Basic Fuel Planning
Tanker: Calculated on CFP. Carefully consider performance limitations at destination (field length and approach performance). Tankering in excess of fuel req’d on subsequent sectors uneconomic. Tankering not advised if t/o or ldg anticipated on contaminated or icy/slippery runways.
IN-FLIGHT (8.3.7 p8-104-107)
Note: Penalties for flying 4000’/8000’ below optimum are 5%/10% of trip fuel respectively.(OM ‘B’ 2.3.2.5 p2-15).
Never land anywhere with less than Final Reserve Fuel! Written fuel checks requ’d every hour, verbal every half hour. At least one written fuel check per flight unless < 20 mins. Landing is ‘assured’ if in the judgement of the Flight Crew it could be completed in the event of any forecast deterioration in the weather and plausible single failures in the ground and/or airborne facilities (eg Cat II/III to Cat I.)
Case 1: Est FOB at landing > CNR: OK to continue.
Case 2: - Est FOB at landing < CNR but > Final Reserve: (In all cases consider reducing speed, more direct route, optimum FL, closer alternate or land/refuel.)
Max delay not known & no EAT: OK to continue but it must be possible to reach both the destination and an alternate where landing is ‘assured’. FOB must be ≥ Final Reserve at landing.
Max delay known or EAT received: May continue to destination or hold only if landing at destination is ‘assured’. FOB must be ≥ Final Reserve at landing.
Note: If landing not ‘assured’ at destination or at any alternate, plan landing at best option and consider declaring MAYDAY. Case 3 - Est FOB at landing < Final Reserve (8.3.7.2 p8-108): If it is apparent that the aircraft MAY land with less than Final Reserve, a PAN call to ATC must be made reporting estimated fuel time in minutes. If it’s evident the aircraft WILL land below Final Reserve a MAYDAY call must be made reporting estimated fuel time in minutes. If aircraft lands with less than Final Reserve a MOR must be raised.
On a flight using RCF Procedure (8.3.7.3.1 p8-109) – Note: Procedure reserved wef Sep 10
In order to proceed to Dest 1, Min FOB at DP to continue must be sum of: (1) Trip fuel from DP to Dest 1 (2) Contingency of 5% of above (3) Alternate fuel to an available alternate from Dest 1 (4) Final Reserve fuel.
easyJet Airbus Memory Items Angus Hogg v1.9 dated 26th Oct 2010
Page 1 of 4
MEMORY ITEMS – FCOM 3.2.1 p2a The following procedures are to be applied without referring to paper : Windshear,
windshear ahead, TCAS, EGPWS, loss of braking, immediate actions of EMER DESCENT, immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC, CREW INCAPACITATION. (+Stall Recovery/Warning @ T/O)
WINDSHEAR (FCOM 3.2.80 p28, QRH 1.26, OM B 2.3.90.10)
A red flag "WINDSHEAR" is displayed on each PFD associated with an aural synthetic voice "WINDSHEAR" repeated three times. If windshear is detected either by the system or by pilot observation, apply the following recovery technique:
■ At take-off:
● If before V1:
The takeoff should be rejected only if significant airspeed variations occur below indicated V1 and the pilot decides that there is sufficient runway remaining to stop the airplane.
● If after V1:
Announce: “WINDSHEAR TOGA”
THR LEVERS TOGA
REACHING VR ROTATE
SRS ORDERS FOLLOW
■ Airborne, initial climb or landing:
Announce: “WINDSHEAR TOGA”
THR LEVERS AT TOGA SET OR CONFIRM
AP (if engaged) KEEP
SRS ORDERS FOLLOW (This includes the use of full back stick, if demanded.)
Note:
1. If engaged, the autopilot disengages when is greater than prot.
2. If the FD bars are not available, use an initial pitch attitude up to 17.5° with full backstick, if necessary. If needed, to minimize the loss of height, increase this pitch attitude.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF SHEAR. CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF SHEAR.
WINDSHEAR AHEAD (FCOM 3.2.80 p29, QRH 1.27)
The "W/S AHEAD" message is displayed on each PFD. The colour of the message depends on the severity and location of the windshear.
W/S AHEAD red
■ Take-off:
Associated with an aural synthetic voice "WINDSHEAR AHEAD, WINDSHEAR AHEAD".
● Before take-off: Delay takeoff, or select the most favourable runway.
● During take-off run Reject takeoff. Note : Predictive windshear alerts are inhibited above 100 knots
until 50 feet. ● When airborne
THRUST LEVERS TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not entered.
SRS ORDERS FOLLOW
Note : If engaged, the autopilot disengages when is greater than prot.
■ Landing:
Associated with an aural synthetic voice "GO AROUND, WINDSHEAR AHEAD".
Note : If a positive verification is made that no hazard exists, the warning may be considered cautionary.
THRUST LEVERS TOGA
ANNOUNCE “GO AROUND – FLAPS”
FLAPS RETRACT ONE STEP
L/G UP SELECT
Note : This includes the use of full backstick, if demanded.
easyJet Airbus Memory Items Angus Hogg v1.9 dated 26th Oct 2010
Page 2 of 4
2. If the FD is not available, use a pitch initial attitude up to 17.5°. If necessary to minimize the loss of height, increase this pitch attitude.
TCAS WARNINGS (FCOM 3.2.34 p17, QRH 1.15 & OM B 2.3.90.10, 3.2.80.4, CAP413 Ch 5 p7)
■ Traffic Advisories: : "TRAFFIC" messages Do not manoeuvre based on a TA alone.
Attempt to see the reported traffic.
As soon as “TRAFFIC” warning is triggered Announce: “TCAS, I have control”
■ Resolution advisory : All "CLIMB" and "DESCEND" or "MAINTAIN VERTICAL SPEED MAINTAIN" or "ADJUST VERTICAL SPEED ADJUST" or "MONITOR VERTICAL SPEED" type messages
- Announce: “TCAS, I have control” (PNF R/T: ‘EZY xx TCAS RA’)
- AP (if engaged) OFF
- BOTH FDs OFF (PNF Duty)
- Respond promptly and smoothly to an RA by adjusting or maintaining the vertical speed, as required, to reach the green area and/or avoid the red area of the vertical speed scale.
Note : Avoid excessive manoeuvres while aiming to keep the vertical speed just outside the red area of the VSI, and within the green area. If necessary, use the full speed range between V max and Vmax.
- Respect stall, GPWS, or windshear warning.
- Notify ATC (Note phraseology: ‘clear of conflict’, ‘returning to FLxx’, ‘FLxx resumed’, ‘unable TCAS RA’) - When "CLEAR OF CONFLICT" is announced :
- Resume normal navigation in accordance with ATC clearance - AP/FD can be re-engaged as desired.
● GO AROUND procedure must be performed when a RA "CLIMB" or "INCREASE CLIMB" is triggered on final approach
Note : Resolution Advisories (RA) are inhibited below 900 feet.
EGPWS ALERTS (FCOM 3.2.34 p15, QRH 1.14 & OM B 2.3.90.10 CAUTION
During night or IMC conditions, apply the procedure immediately. Do not delay reaction for diagnosis. During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered cautionary. Take positive corrective action until the alert stops or a safe trajectory is ensured.
■ “PULL UP” — “TERRAIN TERRAIN PULL UP” – “TERRAIN AHEAD PULL UP” – “OBSTACLE AHEAD PULL UP”: Simultaneously:
Announce: “PULL UP TOGA”
AP OFF
PITCH PULL UP (Pull up to full backstick and maintain)
THRUST LEVERS TOGA
SPEEDBRAKE LEVER CHECK RETRACTED
BANK WINGS LEVEL TO INITIATE PULL UP THEN ADJUST AS REQD
To be efficient and safe, the flight crew must initiate the PULL UP manoeuvre at wings level. Then, for "TERRAIN AHEAD PULL UP" only, and if the crew concludes that turning is the safest way of action, a turning manoeuvre can be initiated.
● When flight path is safe and GPWS warning stops :
Decrease pitch attitude and accelerate. ● When speed is above VLS,
and vertical speed is positive : Clean up aircraft, as required.
■ "TERRAIN TERRAIN" - "TOO LOW TERRAIN"
Adjust the flight path, or initiate a go-around. ■ "TERRAIN AHEAD" -
"OBSTACLE AHEAD"
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all available instruments and information.
■ "SINK RATE" - "DON'T SINK"
Adjust pitch attitude and thrust to silence the alert. ■ "TOO LOW GEAR" - "TOO
LOW FLAPS"
Perform a go-around.
■ "GLIDE SLOPE" Establish the aircraft on the glideslope, or switch OFF the G/S mode pushbutton, if
easyJet Airbus Memory Items Angus Hogg v1.9 dated 26th Oct 2010
Page 3 of 4
LOSS OF BRAKING (3.2.32 p11, QRH 1.13 & OM B 2.3.90.10)
Announce: “LOSS OF BRAKING”
If autobrake is selected:
BRAKE PEDALS PRESS (This will override the autobrake.)
If no braking available:
REV MAX
BRAKE PEDALS RELEASE
(Brake pedals should be released when the A/SKID & N/W STRG selector is switched OFF, since the pedal force or displacement produces more braking action in alternate mode than in normal mode.)
A/SKID & N/W STRG OFF (Braking system reverts to alternate mode.)
BRAKE PEDALS PRESS
(Apply brake with care, since initial pedal force or displacement produces more braking action in alternate mode than in normal mode.)
MAX BRK PR 1000 PSI
(Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately 1000 psi and, at low ground speed, adjust brake pressure as required.) If still no braking:
PARKING BRAKE SHORT AND SUCCESSIVE APPLICATIONS
(Use short successive parking brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking brake application. If possible, delay the use of the parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties.)
CREW INCAPACITATION (3.2.80 p9 & OM E 3.21, p3-32)
If a cockpit crew member becomes incapacitated, the remaining crew member must call a cabin attendant as soon as practicable. Use Standard PA, “Senior Cabin Crew Member to the Flight Deck.” Alternatively in event of PA failure use 3 double chimes. First Cabin Crew member to enter the flight deck will carry out standard drill to ensure incapacitated pilot is secured and not in contact with flight controls. First aid will then be administered. Check if a type qualified company pilot is on board to replace the incapacitated crew member.
EMER DESCENT (FCOM 3.2.80 p7, QRH 1.25, OM B 2.3.90.10, 3.2.80.2 p3.8-11)
IMMEDIATE ACTONS Both Pilots:
CREW OXY MASKS ON, Establish Communications
PF 1st Loop:
Descend with the autopilot engaged :
Announce: “EMERGENCY DESCENT”
ALT selector knob Turn and pull
HDG selector knob Turn and pull
SPD/MACH selector knob Pull
Mach/Spd Changeover button Push if necessary to select speed (‘Mach’ would increase airspeed
during descent – structural integrity may be in doubt)
FMAs Check, ensure THR IDLE/OPEN DES/HDG
THR LEVERS (if A/THR not engaged) IDLE
SPD BRK FULL (allow speed to increase before using speedbrakes)
PNF 1st Loop: [(SITRO) – Seatbelts, Ign (Mode Sel), Txponder, Radio Call, Oxy for Pax]
Seatbelt Signs On
Engine Mode Selector: Ignition
Transponder Set Code 7700
Radio ‘Mayday, Mayday, Mayday, XXX Control, EZY xxxx Pressurisation
problem, Emergency Descent, STANDBY’
easyJet Airbus Memory Items Angus Hogg v1.9 dated 26th Oct 2010
Page 4 of 4 PF 2nd Loop:
Refine Altitude 10,000ft or MSA if higher
Refine Heading Alter as required to avoid high terrain, other aircraft or if possible to
comply with ATC requests
Review Speed If NO structural damage, consider increasing speed as appropriate,
use of the Expedite Switch is permitted with autopilot. If in doubt maintain speed.
Announce: “My radios, Emergency Descent Checklist” (QRH 1.25)
At Level off Altitude (safe altitude for crew to breathe without use of oxygen)
Remove Oxygen Masks Reset boom headset mike (close left door & reset slide controller)
PA “SCCM to the Flight Deck” Check pax/crew injuries and damage - then give NITS brief
UNRELIABLE SPEED INDIC/ADR CHECK PROC (3.2.34 p20, QRH 2.15 & OM B 2.3.90.10)
Announce: “UNRELIABLE SPEED”
AP/FD OFF
A/THR OFF
THRUST/PITCH If the failure occurs
● Below THR RED ALT TOGA/15°
● Above THR RED ALT CL /10° BELOW FL100
● Above THR RED ALT CL/5° ABOVE FL100
FLAPS Maintain Current CONFIG
SPEEDBRAKES Check Retracted
L/G UP
● When at, or above MSA or Circuit Alt Level off for troubleshooting
SMOKE/FUMES/AVNCS SMOKE PROC (QRH 1.07)
In any event where there is perceptible smoke or fumes in the cockpit perform the following recall actions:
Announce: “SMOKE / FUMES EMERGENCY PROCEDURE"
CREW OXY MASKS ON/100%/EMERG
Rotate the EMERGENCY pressure selector knob if positive pressure is required to repel contaminated air.
STALL RECOVERY (QRH 1.25A)
As#soon#as#any#stall#indication#(could#be#aural#warning,#buffet...)#is#recognized,#apply#the#immediate#actions#: ! NOSE&DOWN&PITCH&CONTROL APPLY&&This#will#reduce#angle#of#attack
NOTE#:#In#case#of#lack#of#pitch#down#authority,#reducing#thrust#may#be#necessary
- BANK Wings Level
●&When%out%of%stall%(no%longer%stall%indications)%: - THRUST& INCREASE&SMOOTHLY&AS&NEEDED NOTE#:#In#case#of#one#engine#inoperative,#progressively#compensate#the#thrust#asymmetry#with#rudder - SPEEDBRAKES CHECK&RETRACTED - FLIGHT&PATH RECOVER&SMOOTHLY ●&If%in%clean%configuration%and%below%20%000%feet%:% - FLAP 1 SELECT NOTE#:#If#a#risk#of#ground#contact#exists,#once#clearly#out#of#stall#(no#longer#stall#indications),#establish#smoothly#a#positive#climb# gradient.
STALL WARNING AT LIFT-OFF (QRH 1.25A)
%
Spurious#stall#warning#may#sound#in#NORMAL#law,#if#an#angle#of#attack#probe#is#damaged.#In#this#case,#apply#immediately#the# following#actions#:
- THRUST TOGA
At the same time:
- PITCH ATTITUDE 15°
- BANK Wings Level
easyJet A319 Reduced Viz/LVO Brief Angus Hogg – v4.9 dated 24th Oct 2010
(Valid for Ops ‘A’ Issue 2 Rev 15 [Sep 10], Ops ‘B’ Issue 3 Rev 03 [Sep 10 ]) General
Note:
LVPs – Airfield Ops, LVOs - Aircraft Ops
Company policy that all Cat II/III approaches are planned to use autoland (8.4.9 p8-146). T/O: Min RVRs for departure given on Jeppesen Airport Taxi Chart (10-9).
Landing: List of autoland approved airfields with specific DHs and RVRs at front of Jeppesen Text Manual. Note: ‘Cat 2/3’ etc. refers to aircraft landing capability, ‘Cat II/III’ refers to approach type & met conditions. A/C Serviceability
(0-20)
Fail Operational (CAT3 DUAL): Will always autoland with failure. Reverts to Fail Passive above Alert Ht (100’) but no downgrade occurs below Alert Height.
Fail Passive (CAT3 SINGLE/CAT 2): With failure, a/c remains in trim but manual landing req’d. T/O Alternate If req’d, Cat IIIA limits within 320nm or 1hr (ie single engine considered) (OM p5-7)
LVPs in Force LVOs consist of take-offs where RVR <400m (if <150m special trg reqd) & landings where RVR <550m (Cat II/III). ATC will initiate LVPs at latest by: Ceiling ≤ 200ft or RVR ≤600m. Note: If RVR<400m – LHS Pilot’s T/O (p8-145) Take-off Minima
Abbreviations:
HIRL- High intensity
runway edge lights
HICL – High intensity
centre line lights RL – Runway edge lights
CL – Runway centre
line lights RCLM – Runway centre line markings
Min RVRs/Visibility (8.1.3.3 p817) Facilities Touch Mid Stop Remarks HICL spaced 15m or less.
HIRL spaced 60m or less. (Use LPC to reduce runway length if req’d if Stop end u/s)
125m 125m 125m LVPs in force. Both crew members Cat 3 qualified. 90m vis segment to be avail from cockpit at the start of T/O. Req’d RVR to be achieved for all relevant RVR reporting points (ie segments req’d for T/O or ldg). RL & CL, Multiple RVRs 150m 150m 150m The reported RVR/VIZ of the initial part of the take-off
run can be replaced by pilot assessment.
RVR/VIZ≥200m multiple RVRs not req’d. Night ops: At least RL & stop end lights req’d
RL & CL 200m
RL &/or RCLM 250m
Nil (day only) 500m
Approach Ban (8.4.3 p8-139)
May$commence$an$instrument$approach$regardless$of$the$reported$RVR/Visibility$but$the$approach$shall$not$be$ continued$below$1000$ft$above$the$aerodrome,$if$the$reported$RVR$/$Visibility$is$<$applicable$minimum.
Auto Call Out 500, 50, 40, 30, 20, 10. Also ‘100 above’ and ‘minimums’ but not for Cat IIIB approaches with no DH
Crew
Calls/Actions (FCOM 4.5.70) Note key heights: 1000’: G/A for faults below 1000’ 800’: ‘Ldg Inhibit’ 700’: Data Lock 500’: Stable 350’: Land Green – only exit by G/A 200’: Red Autoland 100’: Alert Height 40’: ‘Flare’ on FMA 30’: Thrust redn. 10’: Auto call out ‘Retard’
Event PF (Capt) PNF (F/O)
ATC calls during departure Transmit to ATC “Entering Runway”. “Rolling“, Airborne” as appropriate Passing ‘1000’ abv TDZE “Checked” “One Thousand”
Auto Call Out ‘500’ ra “Checked”/ ”Go Around Flaps” “Stable” / “Not Stable – Go Around” FMA ‘LAND’ by 350’ ra Cx ILS Course, “Land” “Checked”
If DH set & Auto call Out ‘100 above’ “Checked” Looks for Vis Refs Monitor Auto Call Out If DH set & Auto Call Out ‘Minimums’ “Continue” / “Go-around Flaps” Monitor Auto Call Out If no DH set and at ‘100’ ra “Continue” “One Hundred” FMA ‘FLARE’ by 40’ ra If no “Flare” call, go-around “Flare”
Auto Call Out 30’ra Monitor thrust redn/flare by instr Monitor Auto Call Out Auto Call Out ‘Retard’ @ 10’ ra Retard throttles & monitor
lateral guidance externally
Monitor engine parameters Touchdown Select & control rev thrust Check FMA ‘ROLLOUT’, “Rollout”
Disengage APs at end of rollout “Gnd spoilers, Rev Green, Decel, 70kts” ATC calls during autoland (if no
surface movement radar available) Transmit to ATC “On ground”, “RW Vacated” as appropriate Met Viz to RVR
(8.1.3.9, p8-20)
Lighting Elements in Operation (RVR = Met Viz x stated factor) Day Night
HI Approach and Runway Lightings 1.5 2.0
Any type of lighting installation other than above 1.0 1.5
No lighting 1.0 N/A
NB: Table not usable for requ’d viz <800m, calculating T/O or Cat II/III minima or when a reported RVR is available Autopilot Limits
(FCOM 3.1.22)
Slope limits: 2.5°-3.15°. In emergency Autoland acceptable up to 69.0T. Automatic rollout performance has been approved on dry and wet runways, but performance on snow-covered or icy runways has not been demonstrated. Non-prec: applicable MDH, Circling: applicable MDA-100, ILS with Cat 1 FMA: 160’agl, Cat II: 80’agl for man ldg. Minima and Visual
References Cat I: Vis Refs (8.4.5) DH &RVR (p8-18) Cat II/III: Vis Refs (8.4.9) DHs (p8:18-19) RVRs (p8:18-19) Cat I DH: 200’ RVR: 550m (inc with DH) App light sys elements. Threshold or threshold markings, lights or ident lights. Visual glideslope inds. Touchdown zone, zone markings or lights. Runway edge lights.
Cat II DH: 100’ RVR: 300/75*/75 3 consecutive lights from: CL of app lts, TDZ lts, CLs or RLs Lateral ref req’d
Cat IIIA DH: 50’ RVR:200/75*/75 (Fail Passive)
3 consecutive lights from: CL of app lts, TDZ lts, CLs or RLs No lateral ref req’d
Cat IIIB
DH: <50’ DH or No DH RVR: 75/75/75 1 CL with DH No vis ref if No DH No lateral ref req’d
*No Rollout for BSCU Ch, A/Skid, NWS faults or Contaminated RW - midpt RVR 125m Note: Only Touchdown RVR required if speed in other zone(s) <60kts
NB: Circling minima - MDA 600’, Min Met Viz: 2400m (F/O 5km). Vis App - Min RVR: 800m (p8-35)
Wind Limits Headwind 30kts, Crosswind 20kts, Tailwind 10kts (Limits – FCOM 3.1.22)
RVR Tx Failure On landing, minimum of one reading required from either of Touchdown or Mid Point but if only Touchdown
available then the speed must be expected to be below 60kts in Stop End. (8.1.3.8.2+3) Failures
OM ‘B’ p2-95 (Gnd Equipt: 8.1.3.10 , p8-22 see next page)
QRH 5.04 – Equipment list check before approach only required with ECAM/local caution to check landing capability Above 1000’
Between 1000’ & 100’ Below Alert Ht (100’) Autoland Light (<200’)
Sort by 1000’ or GA. (If reversion occurs, you must re-enter new DH in Perf App Page) GA for ‘triple click’ or any failure (except ISIS) – then reassess capability
Continue (except for red autoland light!)
GA. (AP loss, LOC/GS sigs, LOC abv 15’, GS abv 100’, radalts diff >15’, A/C off beam)
Landing Config 3 or FULL, Roll Out Guidance. Disconnect autopilot at safe spd and autobrakes at taxi spd (but by 20kts).
If no Auto ROLLOUT with Cat2 or Cat 3 Single, disconnect AP at Touchdown Note: CL lighting alternate red/white for last 900m & all red for final 300m
easyJet A319 Reduced Viz/LVO Brief Angus Hogg – v4.9 dated 24th Oct 2010
(Valid for Ops ‘A’ Issue 2 Rev 15 [Sep 10], Ops ‘B’ Issue 3 Rev 03 [Sep 10 ])
Failed'or'downgraded'equipment'2'Effect'on'landing'minima'(8.1.3.10,'p8222)' Failed'or'downgraded'
equipment Effect'on'landing'minima
CAT'IIIB CAT'IIIA CAT'II CAT'I Non'precision
ILS$standby$transmitter Not$allowed No$effect
Outer$Marker No$effect$if$replaced$by$published$equivalent$position Not$applicable
Middle$Marker No$effect No$effect$unless$used$as$
MAPT Touch$down$zone$RVR$
assessment$system May$be$temporarily$replaced$with$midpoint$RVR$if$approved$by$the$state$of$the$airport.$RVR$may$be$reported$by$human$observation No$effect
Midpoint$or$Stopend$RVR$ No$effect
Anemometer$for$runway$in$use$ No$effect$if$other$ground$source$available
Celiometer No$effect
Approach$lights$ Not$allowed$for$operations$with$DH$>$50$ft Not$allowed Minima$as$for$nil$facilities Approach$lights$except$the$last$
210$m No$effect Not$allowed Minima$as$for$nil$facilities
Approach$lights$except$the$last$ 420$m
No$effect Minima$as$for$intermediate$facilities Standby$power$for$approach$
lights No$effect$ RVR$as$for$CAT$I$basic$facilities$ No$effect
Whole$runway$light$system$ Not$allowed Day$T$minima$as$for$nil$facilities$ Night$T$not$allowed
Edge$lights$ Day$only;$Night$T$not$allowed
Centreline$lights$ RVR$300$m$day$only$
Night$T$not$allowed Day:$RVR$300m$Night:$550m No$effect Centreline$lights$spacing$
increased$to$30$m RVR$150$m No$effect
Touch$down$zone$lights$ Day:$RVR$200m$
Night:$300m Day:$RVR$300$m$Night:$550$m No$effect Standby$power$for$runway$
lights Not$allowed$ No$effect
Page 1 of 2 PFD SPEED SCALE MANAGEMENT (1.22.40 Flt Envelope Function)
The FAC controls the speed scale on the PFD. When both FACs are operative, FAC1 supplies data to PFD1 and FAC2 supplies it to PFD2. The FAC computes :
1. Minimum and maximum speeds (VSW (stall warning), VLS, VFE and VFE for the next configuration, VLE, VMO/MMO).
2. Manoeuvring speeds (Green Dot Speed, S speed, F speed)
The FAC also computes the speed trend and displays it as an arrow on the PFD speed scale. The PFD displays these various speeds as appropriate, and they also go to the FMGEC to be used as limits for various guidance modes. Note : The principle of the speed computation is as follows : First, the FAC computes VS1G (stall speed). From VS1G it computes the Gross Weight (GW) which is also sent to the Elevator Aileron computers. When the aircraft is below 14 500 feet and 250 knots, it computes this from current angle of attack, speed/Mach, altitude, thrust, and CG. When the aircraft is above 14 500 feet or 250 knots, it computes this out of the GW, which it has memorized and updated with a fuel consumption model set in the FAC. The accuracies of the various minimum and maximum speeds are functions of the accuracy with which the FAC computes aircraft gross weight. Normal accuracy for VLS in CONFIG FULL is about ± 3 kt.
CHARACTERISTIC SPEEDS (FCOM 3.4.10 (Supplementary Techniques))
The characteristic speeds displayed on the PFD are computed by the FAC (Flight Augmentation Computer) according to aerodynamic data. VLS (of normal landing configuration : CONF 3 or FULL), F, S and Green Dot speeds are also displayed on the MCDU TAKEOFF and/or APPR pages. These values are computed by the FMGC, based on the aircraft gross weight (which is computed according to the entered ZFW and the FOB) or predicted grossweight (for approach or go around).
VS: Stalling speed. (Not displayed.)
For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor that is less than 1g. This gives a stall speed that is lower than the stall speed at 1g. All operating speeds are expressed as functions of this speed (for example, VREF = 1.3 VSmin). Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that the flight crew cannot override, the airworthiness authorities have reconsidered the definition of stall speed for these aircraft. All the operating speeds must be referenced to a speed that can be demonstrated by flight test. This speed is designated VS1g. Airworthiness authorities have agreed that a factor of 0.94 represents the relationship between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types. As a result the authorities allow aircraft of the A320 family to use the following factors :
V2 = 1.2 × 0.94 VS1g = 1.13 VS1g VREF = 1.3 × 0.94 VS1g = 1.23 VS1g
These speeds are identical to those that the conventional 94 % rule would have defined for these aircraft. The A319, A320 and A321 have exactly the same manoeuvre margin that a conventional aircraft would have at its reference speeds. The FCOM uses VS for VS1g.
VLS: Lowest Selectable speed.
Represented by the top of an amber strip along the airspeed scale on the PFD. Computed by the FAC based on aerodynamic data, corresponds to 1.13 VS during takeoff or following a touch and go. Becomes 1.23 VS after retraction of one step of flaps. Becomes 1.28 VS when in clean configuration. Note : If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip would hit the VLS strip on the PFD. Above 20000 feet, VLS is
corrected for Mach effect to maintain a 0.2g buffet margin.
Note: FCOM 1.22.30 (AUTOTHRUST): When in SPD/MACH mode, the A/THR does not allow speed excursions beyond the following limits, regardless of the target speed or Mach number :
For a selected speed target, the limits are VLS and VMAX (VMO-MMO, VFE-VLE, whichever applies). For a managed speed target, the limits are manoeuvring speed (Green Dot, S, F, whichever applies) and maximum speed (340/.80-VFE-VLE, whichever applies).
F: Minimum speed at which the flaps may be retracted at takeoff. In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.Represented by "F" on the PFD speed scale. Equal to about 1.26 VS of CONF 1 + F. S: Minimum speed at which the slats may be retracted at takeoff. In approach, used as a target speed when the aircraft is in CONF 1. Represented by "S" on the PFD airspeed scale. Equal to about 1.23 VS of clean configuration
Page 2 of 2
0: Green dot speed. Engine out operating speed in clean configuration. (Best lift to drag ratio speed). Corresponds also to the final takeoff speed. Represented by a green dot on the PFD scale. Below 20000 feet equal to 2 × weight (tonnes) + 85. Above 20000 feet add 1 knot per 1000 feet
PROTECTION SPEEDS
V PROT, V MAX and VSW are computed by the FAC, based on aerodynamic data. They are only used for display on the PFD, and not for flight control protection (the activation of the protections is computed by the ELAC).
V PROT Angle of attack protection speed. Corresponds to the angle of attack at which the angle of attack protection becomes active. Represented by the top of a black and amber strip along the PFD speed scale, in normal law. VSW Stall warning speed. Represented by a red and black strip along the speed scale when the flight control normal law is inoperative.
VMAX. Represented by the bottom of a red and black strip along the speed scale. Determined by the FAC according to the aircraft configuration. Is equal to VMO (or speed corresponding to MMO), VLE or VFE.
LIMIT SPEEDS
VMCG Minimum speed, on the ground during takeoff, at which the aircraft can be controlled by only using the primary flight controls, after a sudden failure of the critical engine, the other engine remaining at takeoff power.
VMCA Minimum control speed in flight at which the aircraft can be controlled with a maximum bank of 5°, if one engine fails, the other engine remaining at takeoff power (takeoff flap setting, gear retracted). VMCL Minimum control speed in flight, at which the aircraft can be controlled with a maximum bank of 5°, if
one engine fails, the other engine remaining at takeoff power (approach flap setting). VFE Maximum speed for each flap configuration.
VLE Maximum speed with landing gear extended. VLO Maximum speed for landing gear operation.
VMO Maximum speed.
VFE NEXT Maximum speed for the next (further extended) flap lever position. OTHER SPEEDS
V1: The highest speed, during takeoff, at which the flight crew has a choice between continuing the takeoff or stopping the aircraft. Represented by "1" on the airspeed scale (or the V1 value when it is off the airspeed scale). Inserted manually through the MCDU by the crew. Displayed on the MCDU TAKEOFF page.
VR: The speed at which the pilot rotates in order to reach V2 at an altitude of 35 feet at the latest after an engine failure. Inserted manually through the MCDU by the crew. Displayed on the MCDU TAKEOFF page.
V2: Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 feet with one engine failed and maintains during the second segment of the takeoff. Represented by the SPEED SELECT symbol on the speed scale. Minimum value equal to 1.13 VS for the corresponding configuration. Inserted manually through the MCDU by the crew. Displayed on the MCDU TAKEOFF page.
VREF: Reference speed used for normal final approach. Equal to 1.23 × VS of configuration FULL. Displayed on the MCDU APPR page if landing is planned in CONF FULL (VLS CONF FULL).
VAPP: Final approach speed. Displayed on MCDU APPR page. Calculated by the FMGCs. Represents : VAPP = VLS + wind correction. The wind correction is limited to a minimum of 5 knots and a maximum of 15 knots. The flight crew may modify VAPP through the MCDU.
VAPP TARGET: During autoland or when A/THR is on or in case of ice accretion or gusty crosswind greater than 20 knots, VAPP must not be lower than VLS + 5 knots. For landing in configuration 3 with ice accretion VAPP must not be lower than VLS + 10 knots.Represented by a magenta triangle. Calculated by the FMGCs. Gives efficient speed guidance in approach during various windy conditions. Represents :VAPP TARGET = GS mini + actual headwind (measured by ADIRS)
GS mini = VAPP - TOWER WIND (headwind component along runway axis calculated by FMGC from tower wind entered on MCDU).
Contaminated Runway Operations v1.5 dated 14th Mar 2011 by Angus Hogg
Page 2 of 2
necessary, use differential braking to regain the centreline when stopping distance permits.
• Do not lift the nose wheel before VR in an attempt to avoid splashing slush on the aircraft, because this produces additional aerodynamic drag.
• Rotate, lift off and retract gear and high lift devices in the normal manner. APPROACH
If holding is performed in icing conditions, maintain clean configuration. Ice accretion: Min Spd Clean: VLS+15, Conf Full: VLS +5, Ldg Dist x1.1. Conf 3 (or less): VLS+10, Ldg Dist x1.15.
LANDING
• Captainʼs only landing
• Avoid landing on contaminated runways if the antiskid is not functioning. The use of autobrake LOW or MED is recommended provided that the contamination is evenly distributed.
• Approach at the normal speed.
• Automatic rollout performance on snow-covered or icy runways ʻhas not been demonstratedʼ. Autolands are not disallowed but could only be accomplished by disconnecting a/p at touchdown – consider RVR from QRH 8.04. • Make a positive/firm touchdown after a brief flare.
• As soon as the aircraft has touched down, select maximum reverse thrust as soon as the main landing gear is on ground. Do not hold the nose wheel off the ground but lower the nose wheel onto the runway and
• If necessary, the maximum reverse thrust can be used until the aircraft is fully stopped.
• If the runway length is limiting, apply the brakes before lowering the nose gear onto the runway, but be prepared to apply back stick to counter the nose down pitch produced by the brakes application. (The strength of this pitching moment will depend on the brake torque attainable on the slippery runway).
• Maintain directional control with the rudder as long as possible, use nose wheel steering with care. • When the aircraft is at taxi speed, follow the recommendations for taxiing.
DIRECTIONAL CONTROL
During rollout, the sidestick must be centered. This prevents asymmetric wheel loading, resulting in asymmetric braking and an increased tendency to weathercock. The rudder should be used for directional control after
touchdown, in the same way as for a normal landing. Use of the tiller must be avoided above taxi speed, because it may result in nosewheel skidding, and lead to a loss of directional control. When required, differential braking must be applied by completely releasing the pedal on the opposite side to the expected direction of the turn. This is because, on a slippery runway, the same braking effect may be produced by a full or half-deflection of the pedal. Landing on a contaminated runway in a crosswind requires careful consideration due to directional control problems. If the aircraft touches down with some crab and the reverse thrust is selected, the side force component of reverse adds to the crosswind component and causes the aircraft to drift to the downwind side of the runway. As the braking efficiency increases, the cornering force of the main wheels decreases and this adds to any directional control problems. REVERSE THRUST CONSIDERATIONS
The use of more than idle reverse thrust below 70 kts may cause blowback of snow, ice or sand & gravel onto the wings and into the slats. Ensure reversers are stowed by 40kts on contaminated runways unless an emergency stop is required. This will prevent ingestion of snow or ice, which can cause fan damage and/or engine flame-out.
If there is a problem with directional control, reduce reverse thrust to idle in order to reduce the reverse thrust side-force component and release the brakes in order to increase the cornering side-force. Return to the runway centreline, reselect reverse thrust, and resume braking.
BRAKING CONSIDERATIONS
The use of auto brake is usually preferable because it minimizes the number of brake applications and thus reduces brake wear. Additionally, the auto brake provides a symmetrical brake pressure application, which ensures an equal braking effect on both main landing gear wheels on wet or evenly contaminated runway. More particularly, the auto brake is recommended on short, wet, contaminated runways, in poor visibility conditions and in Auto land. The use of LO auto brake should be preferred on long and dry runways whereas the use of MED auto brake should be
preferred for short or evenly contaminated runways. The use of MAX auto brake is not recommended. On very short runways, the use of pedal braking is to be envisaged since the pilot may apply full pedal braking with no delay after touch down.
It is possible that the DECEL light on the AUTO BRK panel will not come on, as the predetermined deceleration may not have been achieved. This does not mean that the auto-brake is not working. In the case of uneven contamination on a wet or contaminated runway, the auto brake may laterally destabilize the aircraft. If this occurs, consider
deselecting the auto brake. The landing distances, indicated in the QRH, provide a good assessment of the real landing distances for specific levels of contamination.
Contaminated Runway Operations v1.5 dated 14th Mar 2011 by Angus Hogg
Page 1 of 2
References: FCOM 1.32.20, 2.4.10, 3.1.22, FCTM SI-010 P 1-8, EOM ʻBʼ 2.4.91, 4.5 & 4.6.
This document summarises ops on runways covered with contaminants such as standing water, slush or snow. Crosswinds (Contaminted R/W Perf – FCOM 2.04.10)
Reported Braking Action Reported r/w Friction Coef.
Max x-wind (kts) Equivalent r/w condition* valid for max x-wind only
T/O Ldg Good ≥ 0.4 29G38 33G38 1 Good/medium 0.36 to 0.39 29 1 Medium 0.3 to 0.35 25 2/3 Medium/poor 0.26 to 0.29 20 2/3 Poor ≤ 0.25 15 3/4 Unreliable 5 4/5 Narrow Runway 20
Contaminated Narrow Runway 10
*1. Dry, damp or wet:<3mm water. 2. R/W covered with slush 3. R/W covered with dry snow. 4. R/W covered with standing water with risk of hydroplaning or wet snow respectively. 5. Icy r/w or high risk of hydroplaning. LPC ʻEquivalentsʼ- Dry: Damp. Wet: x, ≤3mm Standing Water(SW), ≤3mm Slush(Sl), ≤4mm Wet Snow(WS), ≤15mm Dry Snow(DS). Water (6.3mm): < 6.3mm SW. Water (12.7mm): <12.7mm SW. Slush (6.3mm): x, ≤12.7mm WS, ≤50.8mm DS. Slush (12.7mm): x, ≤25.4mm WS, 101.6mm DS. Compacted Snow: x. Icy: x.
DEFINITIONS
Runway is considered to be contaminated when > 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by: > 3 mm of surface water, slush or loose snow
equivalent to more than 3 mm of water, compacted snow or ice (including wet ice). Note: R/W is ʻicyʼ if friction coefficient is ≤0.05. If R/W “may be slippery when wet” with no other info, max crosswind is 20kts & takeoffs in wet conditions should only be considered when dist avail ≥ dist required for icy R/W. If any section of R/W notified as “may be slippery when wet” includes R/W portions with poor or unreported braking action then the crosswind limit is 15 kt. PERFORMANCE ASSUMPTIONS
• The contaminant is in a layer of uniform depth and density over the entire length of the runway. • Antiskid and spoilers are operative, and reverse thrust is used for the deceleration phase. • The friction coefficient is based on studies and checked by actual tests.
• The screen height at the end of takeoff segment is 15 feet, not 35 feet. TAXIING
• No single-engine taxi procedures on contaminated runways. • Avoid high thrust settings.
• When taxiing on slippery surfaces, stay well behind preceding aircraft.
• Taxi at low speed. Note that antiskid does not operate at low taxi speeds (<20kts).
• On slippery taxiways during turns with large nose wheel steering angles, noise and vibration may result from the wheels slipping sideways. Keep speed as low as possible to make a smooth turn with minimum radius.
Differential power may be needed.
• If taxiing in icing conditions with precipitation on runways and taxiways contaminated with slush or snow, keep flaps/slats retracted until reaching the holding point on the takeoff runway to avoid contaminating the mechanism. • If in icing conditions >30mins or sig eng vibriation occurs - 70%N1 for 30 secs/30mins. Repeat prior to takeoff.
If in freezing rain, freezing drizzle, freezing fog or heavy snow, momentary run ups to 70%/10mins to shed ice. • When taxiing in after landing, do not retract the flaps/slats to avoid damage of the structure.
• After shutdown, make a visual inspection to determine that the flap/slat mechanism is free of contamination. Note:
On contaminated runways and taxiways, the radio altitude indications may fluctuate and auto call outs or GPWS warnings may be activated. Disregard them. During taxi on snowy runways, the radio altimeters may not compute any data and the ECAM warnings 'DUAL ENG FAILURE', 'ANTI ICE CAPT TAT FAULT', 'ANTI ICE F/O TAT FAULT', 'L/G SHOCK ABSORBER FAULT' may be triggered. Disregard these warnings.
TAKEOFF
• Captainʼs only T/O.
• No T/O: >12.6mm standing water, >25.3mm wet snow, > 101.5mm dry snow, compacted snow or icy RW. • Never use Flex Thrust, always select MAX TO (ie TOGA).
• Do not abort takeoff for minor deficiencies even at low speeds.
easyJet Pilot/Cabin Crew Calls – Page 1 of 1 (v1.9 dated 20th Apr 10 [Correct to EOM-CSPM Issue 2 Rev 5 dated 26th Jan 09])
easyJet Pilot PA’s to Cabin Crew (All references are to EOM-CSPM (OM ‘E’) Types of Emergency Landing (p3-2 Sec 3.2 )
PRE-PLANNED EMERGENCY
A pre-planned emergency is a situation where time is available to plan for an emergency, ie the Commander will inform the Cabin Crew the nature of the emergency, the intention, the time available and any special instructions (‘NITS’). The Cabin Crew will then have all the information needed to prepare passengers and secure all cabin and galley equipment.
UNPLANNED EMERGENCY
An unplanned emergency is a situation where time is not available to plan for an emergency, eg on take-off or on landing. EMERGENCY LANDING AND DITCHING
A forced landing on the ground is referred to as an ‘Emergency Landing’ and a forced landing on water as a ‘Ditching’. PRECAUTIONARY LANDINGS
A precautionary landing is one where under normal circumstances there will be no requirement for the Cabin Crew to evacuate the passengers after landing.
Scenario Flight Deck Call Reference
Normal Operations:
10 Minutes before landing “CABIN CREW, PREPARE THE CABIN FOR LANDING.” p2-54
Sec 2.7 Abnormal Operations:
Slow decompression “CABIN CREW RETURN TO STATIONS. WE ARE
COMMENCING A DESCENT. RETURN TO YOUR SEATS AND FASTEN YOUR SEATBELTS.”
p3-34 Sec 3.22.2
Rapid decompression “LADIES AND GENTLEMEN THIS IS THE CAPTAIN SPEAKING.
WE HAVE LOST CABIN PRESSURE AND ARE DESCENDING TO A LOWER ALTITUDE. PUT YOUR OXYGEN MASKS ON AND OBEY THE INSTRUCTIONS OF THE CABIN CREW.”
p3-35 Sec 3.22.5 Descent complete following
decompression
“LADIES AND GENTLEMEN, WE HAVE EXPERIENCED A LOSS OF CABIN PRESSURE. THE AIRCRAFT HAS LEVELLED OFF AT A SAFE ALTITUDE WHERE PRESSURISATION IS NOT REQUIRED. THERE MAY BE A SMELL OF BURNING FROM THE OXYGEN GERATORS, THIS IS QUITE NORMAL AND THERE IS NO CAUSE FOR CONCERN. PLEASE REMAIN SEATED WITH YOUR SEATBELT FASTENED, MORE INFORMATION WILL BE PROVIDED SHORTLY.”
p 3-35 Sec 3.22.5 (Made by any Cabin Crew Member or Commander)
Severe turbulence “CABIN CREW AND PASSENGERS BE SEATED
IMMEDIATELY”
p2-52 Sec 2.6.8.4
Once conditions allow: “CABIN CREW, NORMAL OPERATIONS.”
On ground when possible emergency identified
“ATTENTION, CREW AT STATION.” p3-13
Sec 3.9 Alert Call following emergency
initiated by flight crew in flight or on the ground
“SENIOR CABIN CREW MEMBER TO THE FLIGHT DECK” or “SENIOR CABIN CREW MEMBER TO THE INTERPHONE” or 3 Double Chimes
p3-3 Sec 3.3 On ground upon deciding to
evacuate “EVACUATE, UNFASTEN YOUR SEATBELTS AND GET OUT.” Sec 3.9 p3-13
At 2,000’ in pre-planned emergency landing/ditching
“CABIN CREW TAKE UP LANDING POSITIONS.” p3-7
Sec 3.5 (7) At 500’ in pre-planned
emergency landing/ditching
“BRACE, BRACE.” p3-8
Sec 3.5 (8) Unplanned Emergency with
crash landing “ATTENTION, CREW! BRACE, BRACE.” Sec 3.6 p3-10
Emergency over “CABIN CREW, NORMAL OPERATIONS.” p3-13
Created by J Petts & D Heath
DO NOT RUSH
DODAR
READ ECAM
OEB / RESETS / QRH FCOM
CHKLSTS STS Summaries / FCOM / MEL
Airport Weather Considerations
Fuel ENDURANCE
TOTAL FOB @ TIME
2eng = 35 Kg/min 1eng = 35 Kg/min APPROX 500 Kg / 15 min
WEATHER ENDURANCE TERRAIN NOTAMS AIRPORT PERFORMANCE
AVIATE FLY a/c
check FMA NAVIGATE TERR Wx COMMUNICATE LAND ASAP
Created by J Petts & D Heath
DO NOT RUSH
DODAR
AIRPORT
WEIGHT MAX LW Vref
1/4
ALD 3/4
QRH 80.16 – 80.18A DRY | WET | CONTA | | REV | NO REV corrections FAILURE 1 FLAP LVR
∆Vref FACTOR FAILURE 2 FLAP LVR
∆Vref FACTOR
FLAP LEVERUSE LOWEST
USE TABLE 80.16 And ADD
APPR CORRECTION
IF ALL * USE HIGHEST IF NOT MULTIPLY ALL Table 80.16 for * / ** FOR LANDING USE CONFIG FLAP LVR Vapp For landing MIN REQD LD (threshold distance) LIST STATUS CONSIDERATIONS APPROACH CONSIDERATIONS QRH checklists
LONGEST RWY JAMMED FLAP/SLAT OVERWEIGHT ADR 1+2+3 – QRH L/G GRVTY EXT FAILED FCU = RESET
DUAL FMGC FAIL / MCDU FAIL = FCOM 4
IF DUAL RAD ALT FAIL – DIRECT LAW RLD calc – APP button NOT available
LANDING CONSIDERATIONS GO AROUND CONSIDERATIONS FLAP/SLAT GEAR SPEED MAP G/A ALT Required Assistance on ground.
121.6 (fire)
COMMS
ATC
CC
PAX
EZY
AP 1 or 2 STILL INOP?ADD HIGHEST ∆Vref
! ! Created!by!J!Petts!&!D!Heath! !
DO#NOT#RUSH
!DODAR#
!
!
!
# TYPES#of#CABIN#PREPARATION# EMERGENCY#LANDING/DITCHING# PRECAUTIONARY#LANDING##_# NORMAL#LANDING###_#!
!
!
# # “Ladies#and#gentlemen,#this#is#the#Captain.#We#have#a#technical#problem# (brief#explanation),#the#situation#is#being#assessed,#and#you#will#be#given# further#information#as#soon#as#possible.##Please#follow#the#Cabin#Crews’# instructions”! !!
Emergency!
At!2000’!“Cabin!Crew!take!up!landing!positions”!
At!500’!“Brace,!Brace”!
!
Unplanned;!“Attention!Crew,!brace,!brace”!
!
#!
!
!
Diversion!
Ladies!and!Gentlemen,!this!is!your!Captain.!We!have!
experienced!a!technical!problem!with!
XXXX.
!The!situation!is!
under!control!and!there!is!no!cause!for!alarm!but!unfortunately!
we!will!not!be!able!to!continue!our!journey!to!
XXX
.!We!will!be!
returning!to!/!diverting!to!
XXX
.!Please!follow!the!instructions!
given!to!you!by!the!Cabin!Crew.!We!will!be!landing!in!
approximately!
XX!
minutes!from!now!and!then!I!will!be!able!to!
update!you!on!the!situation.!Thank!you!for!your!cooperation.!!
!
N
ature!I
ntentions!T
ype!of!landing!S
pecial!Instructions! “Senior!Cabin!Crew!Member! to!the!Flight!Deck”!! ! Created!by!J!Petts!&!D!Heath! !
