AIRBUS FLIGHT INSTRUCTOR MEDIA

* AIRBUS STD OPERATING PROCEDURES

* SYSTEM RELATED PROCEDURES

* ABNORMAL AND EMERGENCY PROCEDURES

PREPARED BASED ON AIRBUS FLIGHT INSTRUCTOR MEDIA V06 DATED 30 SEPT 2015
CPT. C.SANCAK
 CONTENTS
1. ECAM MANAGEMENT

1. REJECTED TAKEOFF AND EMERGENCY EVACUATION

2. ENGINE START FAULT

CRUISE

DESCENT

AFTER LANDING, PARKING, SECURING THE A/C

 AIRBUS STANDARD OPERATING PROCEDURES

CONTENTS

HOME

PREPARED BASED ON AIRBUS FLIGHT INSTRUCTOR MEDIA V06 DATED 30 SEPT 2015
CPT. C.SANCAK
 CONTENTS OF AIRBUS STD OPERATING PROCEDURES

1. COCKPIT PREPARATION

2. BEFORE START, ENGINE SATART, AFTER START

3. TAXI&BEFORE TAKEOFF

4. TAKEOFF

5. CLIMB

6. CRUISE

7. DESCENT

8. AFTER LANDING, PARKING, SECURING THE A/C

9. ALL PHASES FLOW PATTERN

 AIRBUS SYSTEM RELATED PROCEDURES

CONTENTS

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PREPARED BASED ON AIRBUS FLIGHT INSTRUCTOR MEDIA V06 DATED 30 SEPT 2015
CAPT. C SANCAK
 CONTENTS OF SYSTEM RELATED PROCEDURES
1. MMEL/MEL USE

2. MODE REVERSION

3. NORMAL LAW PROTECTION

4. GROUND SPEED MINI

5. ILS APPROACH

6. GLIDE SLOPE INTERCEPTION FROM ABOVE

7. VOR/NDB USING FINAL APPROACH

8. VOR/NDB USING TRK-FPA

9. RNAV WITH LNAV/VNAV

10. USE OF FPV-ILS RAW DATA

11. GO-AROUND

12. VISUAL CIRCUIT

13. CIRCLING

14. LOW VISIBILITY OPERATIONS

TAXI T.O CLIMB ( CRUISE : DESCENT APPROACH [ GO-AROUND 1 ROLLOUT:
TAXI
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HEAD UP AT ALL TIMES .......................................... KEEP AIRFIELD PLATESIOIS (A380 only)..........................USE OJ

TAXJWAY HEADINGS & UPCOMING TURNS ....... ADVISE

TAXIWAY & RUNWAY CHART ..............KEEP AVAILABLE

GROUND SPEED ................................................ MONITOR

> Good crew coordination is essential. Avoid, durn

i g taxi: flight control checks, checklists and
administrative work.
> Never cross a red stop bar when lining up or crossing a runway, unless unambiguous clearance to
cross has been received by ATC.
> If unsure of position, the aircraft should be stopped and the parking brake set. ATC may provide
assistance by use of ground radar or by sending a FOLLOW ME car.
);> Bear in mind that, whereas bright lights may be visible, unlit obstacles and aircraft extremities may not.
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Adapt taxi speed to the actual visibility

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 BEFORE
TAXI:
TAXI TAKEOFF: BEFORE TAKEOFF:
ATC clearance
INITIATION down to below the llne actions
confirmation the line
actions

Taxi
ALTERNATE RVR [ CHECKS ] CREW
INCAPACITATION
r·R OTATION ]
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• • • • •

SOP

A Low Visibility takeoff (LVTO) is a takeoff where the runway visual

range is less then 400 meters.
 I
The commander should not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless a
weather-permissible take-off alternate aerodrome is available. (Refer to EASA AMC CAT Aerodrome
operating minima ).

A320 == 380 NM A330 == 400 NM

--
Al .__
-

A340 == 900 NM A380 == 900 NM (TBC)

Takeoffs with an RVR below 150 m but not less than 125m require that:

� Low visibility procedures are in force

� High intensity runway centerline lights, spaced 15m or Jess apart, and high
intensity edge lights with a spaced of 60m or less apart that are in operation.
� a 90 m visual segment that is available from the flight crew compartment at the
start of the take-off run; and
� the required RVR value is achieved for all of the relevant RVR reporting points;
 Confirm that the line up is performed on the intended runway. Useful aids are:
)> The runway markings.

)> The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
)> The /LS signal, If the runway is /LS equipped, the flight crew can press the /LS pb (or LS
pb): The LOG deviation should be centered after line up.

>-- The runway symbol on the ND,

)> The Runway Awareness and Advisory System.

(,s TA� 900 NAV 1FD2

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BEFORE ENTERING RUNWAY ONCE ALIGNED

Personal visibility/RVR assessment (Refer to EASA AMC and GM to Part-SPA Subpart E):

• When no reported meteorological visibility or RVR is available, a personal assessment by the

Captain may be used as a substitute. In this case takeoff may only be commenced if the Captain
can determine that the RVR/visibility along the takeoff runway is equal to or better than the
required minimum ...
PNF: Be ready to Take over
 NORMAL ROTATION AS PER FCOM

);;> At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards the
correct pitch attitude.
);;> Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension.

);;> In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level.

);;> After lift-off, follow the SRS pitch command bar.

Target attitude
al/engines
BRAKES.... ....................................................RELEASE

DIRECTIONNAL CONTROL .............................ENSURE DIRECTIONNAL CONTROL .......... ............... MONITOR

THRUST LEVERS ....................................FLX or TOGA CHRONO........................... ............................. START

HEAD UP
.............................................................................. HEAD................................... .....................................DOWN

RUNWAY CENTERLINE ................... VISUALLY FOLLOW CD YAW BARJILS ..................................................... MONITOR

DEVIATIONS ......................................................MONITOR OJ

);;>- During takeoff, in RWY mode

the PFD displays a yaw bar in
green below 30 ft radio altitude
(if the localizer signal is
available).
BRAKES • .......... . RELEASE

D RECTIONNAL CONTROL .. .. ....ENSURE DIRECTIONNAL CONTROL ......................... MONITOR

THRUST LEVERS • ... FLX or TOGA CHRONO......................................................... START

,----
-- '1 DOWN
........................................................................

RUNWAY CENTERLINE ................... VISUALLY FOLLOW 0 BAR/ILS .. .................................................. MONITOR

;i... visual cues remain the primary means to track the

runway centerline. the yaw bar provides an assistance
VIATIONS ...................................................... MONITOR LO
in case of unexpected fog patches.

- -

, During takeoff, 1n RWY mode the PFD

displays a yaw bar 1n green below 30
ft radio altitude (rf the localizer signal
1s ava1/able)
 ••

BRAKES . . . . . . . RELEASE

DIRECTIONNAL CONTROL • • • • • ....ENSURE DIRECTIONNAL CONTROL ........ . • . • . . . . . . . . . . . . . MONITOR

THRUST LEVERS • • ..FLX or TOGA CHRONO ........... ....... .............................. ........START

HEAD .....••...... . . . UP HEAD ........................................................................ DOWN

RUNWAY CENTERLINE VISUALLY FOLLOW I .

V'\W BAR/ILS •..........•...•...•................................. MONITOR

DEVIATIONS ...................................................... MONITOR D

};;>- CM2 must call out any lateral deviation.

,. Dunng takeoff. 1n RWY mode the PFD

displays a yaw bar tn green below 30
ft radio altitude {tf the localtzer signal
1s available).
 I

LOW
VISIBILITY + +
-I
OPERATIONS

LVO AIRPORT CREW A/C

CAPABILITY FACILITIES CAPABILITY CAPABILITY

Preparation: Briefing in accordance with AIL polic'1&

Verify weather conditions Requirements for LVO (Aircraft, Crew,

Airport)
Check crew qualification
Normal /LS Briefing
Check aircraft technical status
Detailed taxi-in routing and cues.
Check airport status Evaluate
downgrading options Task sharing and ca/louts

? Check diversion options ;;.. Go Around policy in case of failure

,. Fuel pred extra time for holding

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INTERMEDIATE
FINALAPPR
APPR

[
OJ 1000 ft

OJ 400 ft

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OJ 200 ft
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FAF
 CALLOUTS -AUTOLAND APPROACH

PF

Monitor Monitor
PNF • •
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(AH in
CAT3B)

Touchdown
INTERMEDIATE
FINALAPPR
APPR

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lD 1ooott Abnormals during final approach:

Failure above 1000 ft AAL: Failure below 1000 ft AAL:

Approach maybe continued if: Approach maybe continued if:

• All ECAM actions are performed • The pilot has the runway in sight and

• Weather permits • The type of failure does not affect the

• Briefing and DH are updated and landing performance.

• Aircraft is stabilized before 1000 ft AAL.

lw.J
Otherwise. GO-AROUND. TARD

Note: This does not impair the emergency authority of the commander.
FAF
INTERMEDIATE
FINALAPPR
APPR

OJ
[IJ 1000 ft

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[a 400 ft l
,
Major differences to conventional

/LS approach start below 400 ft.

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Importance of CM2 especially below 400 ft.
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Takeover in case of incapacitation of CM1.
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•

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Height
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INTERMEDIATE
FINALAPPR
APPR

(]] 1000 ft

IJJ 400 ft
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•LAND mode to be checked (called out):

OJ
If not available c::> Go around.

• /LS course on PFD to be in agreement

with published figure. RETARD

If not in agreement c::> Go around. �

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FAF
 INTERMEDIATE
FINALAPPR
APPR

LAND MODE............CHECK 0

If LAND mode not available ¢ Go around

..
 ILS COURSE............CHECK 0

If /LS course not in agreement ¢ Go around

TCH displ
thresh 51' tRD

3.5 3.0 RWY 09L 79 I

INTERMEDIATE
FINALAPPR
APPR

OJ 1000ft
�
OJ 400 ft

(D 200 ttJ
AUTOLAND warning light is active below 200 ft.

RD
• A Go Around must be performed unless the visual references

are sufficient for a manual landing.

Note: At least one AUTOLAND warning light is required for

FAF
CAT 2 and CAT 3 approaches.
INTERMEDIATE
FINALAPPR
APPR

OJ
OJ 1000ft

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1- OJ 400 ft
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(]J 350 ft
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--....----=:::�_....:::. ..u
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CAT 3 NO DH approach
-----

100 ft 'I
""'

FLARE

• CONTINUE callout at 100 ft if no failure is RETARD

detected (irrespective of visual conditions),

uJ
INTERMEDIATE
FINALAPPR
APPR

Alert Height

For CAT 3 only

[IJ 1000ft
•

•
Not displayed in the cockpit

Above this height, a CAT 3 auto/and would be

OJ
•

400 ft
discontinued and a missed approach executed if an
[) 350 ft element of the CAT 3 fail operational systems fails.

•
Below the alerts height, with same failures, the

aircraft is capable of continuing to a successful

landing (e.g. engine failure below alert height)

100 ft for A320

lg Alert
l_!I Hei ht 200 ft for A330/A340/A380

FAF
INTERMEDIATE
FINALAPPR
APPR

OJ
[I) 1000 ft

CD 400ft
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OJ
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FLARE
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RETARD
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INTERMEDIATE
FINAL APPR
APPR

400 ft

FLARE mode............CHECK 0

:Tt.RD
INTERMEDIATE
FINALAPPR
APPR

[l] 1000ft

OJ 400 ft

OJ 350ft

OJ 200 ft

OJ 100 ft

RETARD auto callout (RETARD both thrust levers to IDLE):

RETARD
• In manual landing RETARD is a REMINDER

• In auto/and with A!THR, RETARD is an ORDER.

FAF (no retard of thrust levers before RETARD call)
LOW GO-AROUND �AIRCRAFT TOUCHES THE RUNWAY

Case 1 - TOGA IS APPLIED BEFORE TOUCH DOWN

• The GIA phase will not be disturbed even when the aircraft touches the runway
• Modes stay the same, spoilers will not extend
• AP remains engaged.

TOGA

I Case 2 - TOGA IS APPLIED AFTER TOUCH DOWN:

• TOGA thrust applied � CONFIG warning if CONF FULL
• AP disengages
• Retract UG when positive rate of climb and no risk of further touch down
• Climb out as for standard go-around
• If reverse thrust already applied, full stop landing must be completed.

TOGA
Three things have to be done manually in autoland:

• Retard THR LEVERS when ordered

• Select REVERSERS when main wheels touch down
• Disconnect APs at the end of Rollout. ..

-..

Taxi
 ABNORMAL AND EMERGENCY PROCEDURES

CONTENTS

HOME

PREPARED BASED ON AIRBUS FLIGHT INSTRUCTOR MEDIA V06 DATED 30 SEPT 2015
CPT. C.SANCAK
 CONTENTS OF ABNORMAL AND EMERGENCY PROCEDURES
1. ECAM MANAGEMENT 15. EIS FAILURE SWITCHING

2. ENGINE START FAULT 16. DUAL RADIO ALT FAILURE

3. REJECTED TAKEOFF AND EMC EVACUATION 17. DUAL FMGC FAULT

4. ENGINE FAILURE AFTER TAKEOFF 18. HYD G+Y SYS LO PR

5. FLAPS LOCKED DURING RETRACTION 19. HYD G+B SYS LO PR

6. WINDSHEAR 20. ENG FAILURE IN CRUISE (STD STR)

7. TCAS 21. ENG FAILURE IN CRUISE (OBS STR)

8. EGPWS 22. ALL ENGINE FLAME OUT

9. CREW INCAPACITATION 23. EMERGENCY DESCENT

10. UNRELIABLE SPEED INDICATION 24. LOW ENERGY AURAL ALERT

11. TOTAL LOSS OF FCU 25. RECONFIGURATION LAWS

12. SMOKE 26. STALL RECOVERY

13. FUEL LEAK 27. SLATS FAULT DURING EXTENSION

14. ELEC EMER CONFIG