A 320 Standards Operating Procedures Manual Vietnam Airlines

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

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


INTENTIONAL BLANK PAGE

LONR/P1


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

11 19 Dec 06 01 Jan 07

LONR/P2



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

LONR/P3



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

SIG/P1


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

SIGNIFICANT CHANGES: 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

SIG/P2



30 Apr 05

SECTION 2 – NORMAL PROCEDURES (CONT)

SIGNIFICANT CHANGES: (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 SIGNIFICANT CHANGES: (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

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

SECTION 10 – EMERGENCY EQUIPMENT

SIGNIFICANT CHANGES: (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.

SIG/P3



30 Apr 05

SECTION 11 – EMERGENCY EVACUATION PROCEDURES

SIGNIFICANT CHANGES: (i) Information regarding EMERGENCY EVACUATION PROCEDURES

transferred from Section 3.

SIG/P4



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

SIG/P5



06 Jul 06



REMOVE PAGE(S)


SIG/P5 Filling Instructions LEOP/P1-4 LEOP/P1-4 2.1 /P9-10 2.1 /P9-10 Flight desk automation policy

SIG/P 6



19 Dec 06



REMOVE PAGE(S)


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

SIG/P 7



01 May 07

ATTACHED IS REVISION 12 TO THE A320/321 SOP. AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING

INSTRUCTIONS.

REMOVE PAGE(S)


SIG/P7 Filling Instructions LEOP/P1-4 LEOP/P1-4 10.1 /P 3 10.1 /P 3 Emergency equipment 10.1 /P 4 10.1 /P 4 Emergency equipment

SIG/P 8



01 Sep 07



REMOVE PAGE(S)


SIG/P8 Filling Instructions LEOP/P1-4 LEOP/P1-4 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 5.1 /P 5 5.1/P 5 CFP format

SIG/P 9



01 Sep 07



REMOVE PAGE(S)


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

Reprint and merge

SIG/P 10



15 Aug 08



REMOVE PAGE(S)


SIG/P10 Filling Instructions LEOP/P1-4 LEOP/P1-4 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

A321 with ACT, A321 without ACT

SIG/P 11



20 Dec 08



REMOVE PAGE(S)


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

SIG/P 12



15 Aug 09



REMOVE PAGE(S)


SIG/P12 Filling Instructions LEOP/P1-4 LEOP/P1-4 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

LOEP/P1


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 1.1/P2 08 30 Apr 05

LOEP/P2



15 Aug 09


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

LOEP/P3



15 Aug 09


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 8.1/P1 08 30 Apr 05 10.1/P21 11 19 Dec 06 8.1/P2 08 30 Apr 05 10.1/P22 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 9.1/P1 08 30 Apr 05 10.1/P27 11 19 Dec 06 9.1/P2 08 30 Apr 05 10.1/P28 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 10.1/P36 11 19 Dec 06

LOEP/P4



15 Aug 09


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


SECTION 0

INTRODUCTION

TOC/P1


INTRODUCTION

TABLE OF CONTENTS Rev 08 30 Apr 05

0.1 INTRODUCTION 0.1/P1 0.1.1 Manual Policy 0.1/P1

0.1.2 General Aircraft Information 0.1/P1

TOC/P2


INTRODUCTION



0.1/P1


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 - Abbreviations. 0.1.2.3 Aircraft Dimensions Refer A320/321 FCOM 1.20.20 for aircraft dimensions. 0.1. 2.4 Conversion Tables Refer Flight Operations Manual, Chapter 0.1.5 - Units conversion table.

0.1/P2


INTRODUCTION Rev 08

30 Apr 05



SECTION 1

LIMITATIONS

TOC/P1


LIMITATIONS


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

1.1.8 Contaminated Runway Operation 1.1/P1

TOC/P2


LIMITATIONS



1.1/P 1


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)

1.1/P2


LIMITATIONS Rev 11

19 Dec 06



SECTION 2

NORMAL PROCEDURES

TOC/P 1


NORMAL PROCEDURES

TABLE OF CONTENTS Rev 16 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

2.3.1.2 Manual Engine Start 2.3/P 1

TOC/P 2


NORMAL PROCEDURES


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

2.6.2.3 Rate Of Descent At Low Height 2.6/P 2

TOC/P 3


NORMAL PROCEDURES


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

2.12 SECURING THE AICRAFT 2.12/P1

TOC/P 4


NORMAL PROCEDURES



2.1/P 1


NORMAL 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.

2.1/P 2


NORMAL PROCEDURES


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 EVENT PF PNF

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

2.1/P 3


NORMAL PROCEDURES


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

EVENT CM1 CM2 Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase

TAXI

EVENT CM1 CM2 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

2.1/P 4


NORMAL PROCEDURES


BEFORE TAKEOFF EVENT CM1 CM2

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 EVENT PF PNF

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 PNFCheck 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

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

DESCENT

EVENT PF PNF 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.

2.1/P 5


NORMAL PROCEDURES


APPROACH AND LANDING EVENT PF PNF

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 EVENT PF PNF


AFTER LANDING EVENT CM1 CM2

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

Approaching parking position

CABIN CREW DISARM ALL SLIDES AND CROSS-CHECK

2.1/P 6


NORMAL PROCEDURES


PARKING EVENT CM1 CM2


SECURING THE AIRCRAFT EVENT CM1 CM2


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

2.1/P 7


NORMAL PROCEDURES


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 cr i t ical phases of f l ight 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 cr i t ical phases of f l ight 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.

- VHF2 for Company frequency (where available), ATIS information or 121.5.

2.1/P 8


NORMAL PROCEDURES

OPERATING POLICY Rev 17 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) - Takeoff data: TOW, Takeoff speeds, Flex temperature (by CM2)

2.1/P 9


NORMAL PROCEDURES


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.

2.1/P 10


NORMAL PROCEDURES



2.2/P 1

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,… − Airways, total distance (check against CFP)

2.2/P 2

A320/321 STANDARD


NORMAL PROCEDURES


(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.

2.2/P 3

A320/321 STANDARD


NORMAL PROCEDURES

PRE-DEPARTURE Rev 16 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. All relevant takeoff data should be recorded on the Takeoff Card.

2.2/P 4

A320/321 STANDARD


NORMAL PROCEDURES


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.

2.3/P 1


NORMAL PROCEDURES

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 Refer to FCOM 3.03.08 2.3.1.2 Manual Engine Start Refer to FCOM 3.04.70 2.3.1.3 Engine Start With External Pneumatic Power Refer to FCOM 3.04.70 2.3.1.4 Crossbleed Engine Start Refer to FCOM 3.04.70 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. O u t s i d e vigilance during taxi must be maintained

2.3/P 2


NORMAL PROCEDURES

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 - Transponder code

2.4/P1


NORMAL 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

2.4/P2


NORMAL PROCEDURES

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

2.5/P 1


NORMAL PROCEDURES

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.

2.5/P 2


NORMAL PROCEDURES

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 FMS 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.

2.6/P 1


NORMAL PROCEDURES

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:

2.6/P 2


NORMAL PROCEDURES

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

2.6/P 3


NORMAL PROCEDURES

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.

2.6/P 4


NORMAL PROCEDURES

CRUISE FLIGHT AND DESCENT Rev 17 15 Aug 09


2.7/P 1


NORMAL PROCEDURES

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. An Autoland Report Form should also be completed.

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NORMAL PROCEDURES


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

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NORMAL PROCEDURES


o Maximum crosswind component, including gusts: 20 Kt

- Glide slope angle is within – 2.5º and – 3.15º - Airport elevation is below 5750 Ft (A321) or 2500 Ft (A320) - Actual landing weight is at or below MLW

2.7.3 CAT I ILS Approach

The aircraft should be configured for the ILS approach in accordance with the Normal Procedures detailed in F C O M 3 . 0 3 . 1 8 .

The PNF must primarily monitor flight instruments throughout the approach and provide the appropriate standard calls The PF should call “Visual” any time visual reference is established above the minimum. At the “Minimum” call, the PF should assess outside conditions and declare either “Continue” or “Go-around. Flaps” as the case may be. The “Continue” call at the minimum by the PF must be based upon the observation of the approach lights, runway lights, runway or touchdown zone lights and that the approach can be continued in visual conditions on the normal approach profile to a safe landing. After the “Continue” call, by the PF the PNF MUST maintain concentration on the flight instruments in order to monitor the flight parameters for the remainder of the approach. If the PF calls “Go-around. Flaps” at the minimum, or if visual contact is lost after the minimum, an immediate go-around in accordance with the Normal Procedures detailed in the A320/321 Flight Crew Operating Manual must be conducted.

2.7.4 CAT II/III ILS Approach 2.7.4.1 General

Approaches where the reported minima are less than CAT I weather conditions must normally be conducted as a multiple autopilot approach, with the PIC as the PF, followed by an autoland or autopilot go-around. If visual contact is established above the CAT I minima the autopilot may be disengaged for the landing (normally, no later than 80 FT). However, it is recommended that an autoland be conducted under these circumstances. CAT II/III approach is not allowed in stormy weather condition.

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NORMAL PROCEDURES


2.7.4.2 ATC Low Visibility Procedures

When RVR falls below 550 m or when the RVR/ceiling falls below 800 m/200Ft, or when the weather is expected to deteriorate rapidly at airports with CAT II/III capability, “Low Visibility Procedures” are introduced. Under these procedures ILS sensitive areas are protected and ILS separation standards are increased to 8 -10 NM. If the pre-departure forecast indicates that low visibility procedures may be in operation, additional fuel should be considered to provide for the expected delays due to increased traffic congestion. On first contact with the tower, pilot should advise ATC that the aircraft is conducting a CAT II/III approach (as applicable). Pilot should be advised either through the ATIS or ATC that “Low Visibility Procedures” are in operation. If it is not the case, pilot should request clearance for CAT II/III approach (as applicable). Priority is given to aircraft with CAT II/III capability.

2.7.4.3 Exterior Lights

Exterior lights should be used with caution in conditions of low visibility due to glare that can cause a reduction in forward visibility. Therefore taxi, takeoff, landing and strobe lights will not be used in CAT II/III approaches. Taxi, takeoff, landing and strobe lights should normally be turned off at landing extension on approach. Taxi light should be turned on again after aircraft has cleared the runway.

2.7.4.4 Seat Position

Pilots will ensure proper seats position by using the eye-position indicating devices.

2.7.4.5 Braking A CAT II/III approach is not applicable if the braking effectiveness of the runway is reported as being worse than Medium. CAT II/III approach is not permitted in contaminated runway condition.

- For CAT II approach, autobrake should be used in LO mode (on dry

runway) or MED mode (on wet runway). - For CAT III approach, autobrake should be used in MED mode.

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NORMAL PROCEDURES


2.7.4.6 Runway Visual Range (RVR)

For CAT II/III operations RVR is measured at 03 positions along the runway: - Touchdown zone (TDZ) - Mid point (MID) - Roll out or Stop end (STP). Only the TDZ RVR is normally transmitted unless either or both the other values are less than the TDZ and less than 800 m. Note: In France, RVR minima are published for both TDZ and MID point.

Both RVR must be satisfactory to commence approach. The minimum RVR for CAT II/III approach is as follows:

POSITION RVR

TDZ 300 M

MID POINT 200 M CAT II

STOP END ADVISORY

TDZ 200 M

MID POINT 200 M

CAT III A

STOP END ADVISORY or 200 M if MID POINT not available

TDZ 75 M or State minimum if it is higher

MID POINT ADVISORY CAT III B

STOP END ADVISORY

2.7.4.7 Pilot Incapacitation

If a pilot becomes incapacitated during a CAT II/III approach, it is preferable for the other pilot to divert to an alternate airport with better weather condition.

2.7.4.8 Airport Facility

For CAT II/III approach, HIALS, THRESHOLD lights, HIRLS, CL, TDZ and continuous RVR information are required.

2.7.4.9 CAT II/III Approach Procedure

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NORMAL PROCEDURES


2.7.4.9.1 Approach Preparation

In addition to items normally covered by approach briefing for any IFR arrival, CAT II/III checklist should also be reviewed to ensure system status and to review procedures relating to possible autoflight system down grading or malfunctions. CAT II/III minimum should be set in the DH field of the MCDU PERF APPR page. In case of CAT III without DH, pilot should enter “NO” in the DH field. All CAT II/III ILS approaches are stabilized approaches. The aircraft should be in the landing configuration and at approach speed by the FAF.

2.7.4.9.2 Task Sharing Refer to Chapter 13.1.16 – CAT II ILS Approach- Task Sharing. For all CAT II/III approaches, CM1 is PF and CM2 is PNF. The workload is distributed in such a way that the PF primary tasks are supervising and decision making and the PNF primary task is monitoring operation of the automatic system. As a general rules, PF-CM1 duties are:

- Controlling the thrust throughout the approach, landing, go-around and rollout

- Making all FCU selections (if any) - Taking manual control in the event of AP disconnection - Monitoring flight instruments (when above 350ft AGL) then scanning

outside for visual references (except in CAT III approach with no DH) - Making decision to land or to go-around

PNF-CM2 duties are: - Monitoring flight instruments (head-down) throughout approach, go-

around or landing until rollout is completed - Providing calls for any deviation or failure warning - Calling barometric heights as required and monitoring auto call-out or

calling radio heights including "100 ABOVE" - Monitoring FMA and calling mode changes as required.

2.7.4.9.3 Visual Reference The “Continue” call at the minimum by the PIC must be based upon the observation of the following: CAT II A segment of at least three (3) consecutive lights being the centreline of the approach lights, or touchdown zone lights, or runway centre-line lights, or runway edge lights, or a combination of these is attained and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold, or a barrette of the touchdown zone lighting.

CAT III A A segment of at least three (3) consecutive lights being the touchdown zone lights, or runway centre-line lights, or runway edge lights, or a combination of these is attained and can be maintained.

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NORMAL PROCEDURES


CAT III B with DH At least one centre-line light is attained and can be maintained.

CAT III B without DH There is no requirement for visual contact with the runway prior to touchdown. If visual contact is lost after the minimum or if touch down cannot be safely accomplished in the touch down zone, go-around should be conducted in accordance with the Normal Procedures detailed in the A320/321 FCOM 3. Deceleration of the aircraft should be monitored to ensure that the aircraft's speed is reduced to less than 100 Kt prior to reaching the point on the runway where the runway centreline lights change to alternating red and white (900 m from the end of the runway). The aircraft must be at taxi speed prior to reaching the point where the runway centreline lights change to continuous red (300 m from the end of the runway). On reaching this point, CM2 should call “Red Lights”. No attempt should be made to exit the runway other than at specifically illuminated turn off points. CM2 should report “Runway vacated” only when the aircraft is clear of the CAT II/III sensitive area. Pilots should exercise care when taxiing under conditions of significantly reduced visibility to ensure that all ATC instructions regarding holding point(s), runway crossings etc, are adhered to. If there is any doubt about the situation, request ATC radar or marshalling assistance.

2.7.4.9.4 Required Aircraft Equipment

Refer to QRH 5.04 for required equipments for Cat II and CAT III approaches.

2.7.4.9.5 Failures and Associated Procedures

The anomalies and failures can be classified into two groups: - Failures leading to a downgrading of capability as displayed on FMA and

ECAM with an associated specific audio warning (triple click). - Failures that do not trigger a downgrading of capability but are signaled by

other effects (flag, ECAM warning, amber caution and associated audio warnings).

It should be noted that some failures might trigger ECAM warnings, cautions and a downgrading of capability. After any failure or ECAM warning during approach, before deciding to continue or to downgrade the planned approach, crew must check the FMA for landing capability. Above 1000 Ft AGL:

- Downgrading from CAT III to CAT II is permitted only if: o ECAM actions are completed o RVR is at least equal to CAT II minima

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NORMAL PROCEDURES


o Briefing is amended to include CAT II procedure and DH. o Decision to downgrade is completed above 1000ft AGL.

- Downgrading from CAT II to CAT I permitted only if:

o ECAM actions are completed o At least one FD is available o RVR is at least equal to CAT I minima o Briefing is amended to include CAT 1 procedure and DH. o The decision to downgrade is completed above 1000ft AGL.

Below 1000 Ft AGL: see tables below • CAT II Approach:

Height (Ft) Event 1000-200 200-DH DH-Touch Down

-ALPHA FLOOR activation, -Amber caution (Except Nose wheel steering and Antiskid fault) -Engine failure.

Go-around Continue approach and landing

- Nose wheel steering fault - Antiskid fault

- Continue approach and landing. - Disengage AP at touch down

-Loss of AP -Downgrade of landing capability

- Go-around or - Continue approach and landing (If visual references are sufficient)

No LAND mode (At 350ft AGL) Go-around

AUTO LAND warning light Go-around

Disengage AP, land manually (If visual references are sufficient)

No FLARE mode

Disengage AP, land manually (If visual references are sufficient)

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NORMAL PROCEDURES


• CAT III Approach:

Note: At 350 Ft RA in case of incorrect selected ILS course (no LAND mode)

reversion to CAT II minima is allowed.

Height (Ft) Event 1000-200 200-100 100-DH DH-Touch Down - ALPHA FLOOR activation, - Amber caution (Except Nose wheel steering and Antiskid fault) - Engine failure.

Go-around Continue approach and landing

- Nose wheel steering fault

- Continue approach and landing. - Disengage AP at touch down. - Minimum DH=50ft

- Antiskid fault - Continue approach and landing. - Disengage AP at touch down. Revert to CAT III SINGLE

-Loss of AP -Downgrade of landing capability

- Go-around or - Continue approach and landing (If visual references are sufficient)

No LAND mode (At 350ft AGL)

Go-around

AUTO LAND warning light

Go-around

-Go-around or -Disengage AP, land manually (If visual references are sufficient)

No FLARE mode

-Go-around or -Disengage AP, land manually (If visual references are sufficient)

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NORMAL PROCEDURES


A320/321 CAT II/III CHECK LIST

1. Review the weather condition.

CAT POSITION RVR TDZ 300 M MID POINT 200 M CAT II STOP END ADVISORY TDZ 200 M MID POINT 200 M CAT III A STOP END ADVISORY or 200 M if MID POINT not

available TDZ 75 M or State minimum if it is higher MID POINT ADVISORY CAT III B STOP END ADVISORY

2. Ground facilities: - Review NOTAM for any inoperative ground components - Determine if Inner/Outer Marker (if installed) to preset on ACP. - Lighting condition on landing runway: HIALS, THRESHOLD, HIRLS, CL, TDZ

(check FOM 8.1.3 P13). - Autoland limitation:

• Wind limitation: o Maximum headwind component, including gusts: 30 Kt o Maximum tailwind component, including gusts: 10 Kt o Maximum crosswind component, including gusts: 20 Kt

• Glide slope angle is within – 2.5º and – 3.15º • Airport elevation is below 5750 Ft (A321) or 2500 Ft (A320) • Actual landing weight is at or below MLW

- Confirmation of LVO procedure in force or requested. 3. Aircraft status:

- QRH 5.04 - Autoland warning light test

4. Use of Auto brake. 5. Seat position 6. Use of exterior lights (takeoff /taxi /landing /strobe lights OFF in approach) 7. Crew qualification and recency. 8. Approach briefing:

- Normal approach briefing - CAT I, II, III reversion - Review failures and associate actions below 1000 Ft AGL - Review visual reference at DH

9. Review Task sharing and Standard callouts. Refer to Chapter 13.1.16 13.1.17, 13.1.18–CAT II/III ILS Approach- Task Sharing.

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NORMAL PROCEDURES


2.7.5 Non Precision Approach

2.7.5.1 Straight-in Non Precision Approach

The aircraft should be configured for the non-precision approach in accordance with the Normal Procedures detailed in FCOM 3.03.19 For straight-in approach, pilot must use FPV as the flying reference. The FPV must be selected during Initial approach. For non-precision approach other than RNAV approach, PF must have his ND in ROSE VOR or ROSE ILS mode with raw data. The PNF may have his ND in ARC or ROSE NAV mode in case of:

- High navigation accuracy or - Low navigation accuracy with satisfactory navigation

accuracy check using raw data. The PNF must primarily monitor flight instruments throughout the approach and provide the appropriate standard calls.

The PF must primarily monitor flight instruments until the “1,000 feet” call. After this call the PF should expand instrument scan to include outside visual cues. The PF should call “Visual” any time visual reference is established above the minimum.

At the “Minimum” call, the PF should assess outside conditions and declare either “Continue” or “Go-around. Flaps” as the case may be. The “Continue” call at the minimum by the PF must be based upon the observation of the approach lights, runway lights, runway or touchdown zone lights and that the approach can be continued in visual conditions on the normal approach profile to a safe landing. After the “Continue” call, by the PF the PNF MUST maintain concentration on the flight instruments in order to monitor the flight parameters for the remainder of the approach.

If the PF calls “Go-around. Flaps” at the minimum, or if visual contact is lost after the minimum, an immediate go-around in accordance with the Normal Procedures detailed in the A320/321 Flight Crew Operating Manual must be conducted.

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NORMAL PROCEDURES


2.7.5.2 Circling Approach

The aircraft should be configured for the circling approach in accordance with the procedures detailed in F C O M 3 . 0 3 . 1 9 During a circling approach the PNF must primarily monitor the flight instruments and alert the PF to any out of tolerance maneuvering.

2.7.6 Stabilized Final Approach

All flights must be stabilized by 1000 ft above airport elevation in instrument meteorological condition (IMC) and 500 ft above airport elevation in visual meteorological condition (VMC).An approach is stabilized when all of the following criteria are met

(a) The aircraft is on the correct flight path;

(b) Only small changes of heading/pitch are required to

maintain the correct flight path;

(c) The aircraft speed is not more than Vapp + 10 Kt IAS and not less than Vapp – 5 Kt;

(d) The aircraft is in the correct landing configuration;

(e) Rate of descent is no greater than 1,000 feet per minute

(if an approach requires a rate of descent greater than 1000 feet per minute a special briefing should be conducted);

(f) Power setting is appropriate for the aircraft

configuration;

(g) All briefings and checklists have been completed.

Note: An approach that becomes unstabilized below 1000 feet above airport elevation in IMC or below 500 feet above airport elevation in VMC requires an immediate go-around. The above criteria should be maintained through the rest of the approach for it to be considered a stabilized approach. If the above criteria cannot be established and maintained at and below 500 FT above airport elevation an immediate go-around should be initiated. At 400 FT above airport elevation for all visual approaches the aircraft should be positioned so that the flight deck is within, and tracking so as to remain within, the lateral confines of the runway’s extended centre-line As the aircraft crosses the threshold it should be:

(a) Stabilized on target airspeed to within 10 Kt until arresting

descent rate at flare;

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NORMAL PROCEDURES


(b) On a stabilized flight path using normal maneuvering; (c) Positioned to make a normal landing in the touch down zone.

If the above criteria cannot be maintained a go-around should be initiated.

2.7.7 Mandatory Missed Approach (Refer to FOM 8.3.1.6)

On all instrument approaches execute an immediate missed approach if any of the following occurs:

(a) A navigation radio aid or flight instrument failure occurs that

affects the ability to safely complete the approach in instrument conditions;

(b) When on ILS final approach in IMC and either the localizer and/or glideslope indicator show full deflection;

(c) When the navigation instruments show significant disagreement and visual contact with the runway has not been established;

(d) On a radar approach radio communication is lost; (e) On reaching the published operating minimum the required

visual contact is not established. (f) If the required visual reference is lost after the minimum

2.7.8 Approach Monitoring

Refer to FOM 8.3.1.7 and FCOM 3.03.90

2.7.9 Landing Techniques

Refer to FCOM 3.03.22.

2.7.10 Crosswind Landing

Refer to FCOM 3.04.27.

2.7.11 Heavy Landing

A heavy landing whether above or below the structural landing weight limit must be reported in the Technical Log with all relevant information such as actual weight, sink rate, touch down forces etc.

2.7.12 Overweight Landing Refer to FCOM 3.02.80 and QRH 2.25

In the event that it is necessary to land an aircraft above its structural landing weight limit consideration should be given to factors such as runway length and ambient conditions to enhance the prospect of a smooth touch down.

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NORMAL PROCEDURES


There must be an entry in the Technical Log with sufficient information on the smoothness of the touch down to assist ground engineering personnel in the selection of the correct category overweight landing inspection to be conducted.

A low rate of descent and a smooth touch down can save time and inconvenience for ground engineering personnel in the subsequent inspection. The Runway Analysis Manual includes tabular data for the landing distance required for landings above the maximum landing weight under various pressure altitude and temperature conditions.

2.8/P 1


NORMAL PROCEDURES

GO-AROUND Rev 16 20 Dec 08

2.8 GO-AROUND

Refer to FCOM 3.03.23

In case of missed approach, crew must follow the published missed approach procedure dedicated to the cleared instrument approach procedure or alternative procedure which has been cleared by ATC.

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

2.8/P 2


NORMAL PROCEDURES

GO-AROUND Rev 16 20 Dec 08


2.9/P 1


NORMAL PROCEDURES

TAKEOFF Rev 16 20 Dec 08

2.9 AFTER LANDING

Refer to FCOM 3.03.24 2.9.1 Autobrake

Autobrake should be used for all landings when available. On short or contaminated runways, use MED mode. On long runway, LO mode is recommended. In case of very long runway or low weight, if the flight crew anticipates that braking will not be needed, autobrake can be disconnected at early stage of the landing roll.

2.9.2 Reverse

Normally IDLE reverse should be use for landing. However, MAX reverse could be used in any case when flight crew considers it necessary for the safety of flight.

2.9/P 2


NORMAL PROCEDURES

TAKEOFF Rev 16 20 Dec 08


In case of missed approach, crew must follow the published missed approach procedure dedicated to the cleared instrument approach procedure or alternative procedure which has been cleared by ATC.

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

2.10/P 1


NORMAL PROCEDURES

TAXI IN Rev 16 20 Dec 08

2.10 TAXI IN

Taxi must be conducted by the pilot on the left hand seat or qualified TRI/TRE on the right hand seat. The other pilot will advise taxi route by airport diagram. In case of Captain incapacity, the First Officer requests to tow the aircraft to parking bay Outside vigilance during taxi must be maintained.

One engine taxi in procedure should be applied whenever possible. Except when operational requirement dictates, engine should only be shut down at taxi speed, when taxiing on straight line and after a cooling period of at least 3 minutes. This 3-minute cooling period includes the engine operating time at reverse idle or ground idle thrust. Refer to FCOM 3.04.90 for more information. In addition, APU availability is not mandatory for one engine taxi in. Consequently it is not necessary to start APU before shutting down one engine for taxi in. On contaminated taxiway, one engine taxi procedure is not applicable In case of an aircraft system failure or malfunction, this is captain respossibility whether or not to apply one engine taxi procedure. As a guideline, this procedure is not applicable in case of malfunction : o Engine o Braking system o Hydraulic system o Nose wheel steering o Electric system Depending on taxi route feature, at some airports one engine taxi in procedure may not be applicable. This information will be stated in A320/321 Route Manual.

2.10/P 2


NORMAL PROCEDURES

TAXI IN Rev 16 20 Dec 08


2.11/P 1


NORMAL PROCEDURES

PARKING Rev 16 20 Dec 08

2.11 PARKING


2.11/P 2


NORMAL PROCEDURES

PARKING Rev 16 20 Dec 08


2.12/P 1


NORMAL PROCEDURES

SECURING THE AIRCRAFT Rev 16 20 Dec 08

2.12 SECURING THE AIRCRAFT


2.12/P 2


NORMAL PROCEDURES

SECURING THE AIRCRAFT Rev 16 20 Dec 08



SECTION 3

ABNORMAL PROCEDURES

TOC/P1


ABNORMAL PROCEDURES


3.1 ABNORMAL PROCEDURES 3.1/P1 3.1.1 Introduction 3.1/P1

3.1.2 Acceleration Height 3.1/P1

3.1.3 Engine Shutdown Procedure 3.1/P1

3.1.4 Flight Path Monitoring During Non-Normal Procedures 3.1/P1

3.1.5 Flight with an Engine Inoperative 3.1/P1

3.1.6 Emergency Airports 3.1/P3

3.1.7 Depressurisation 3.1/P3

3.1.8 Cabin Fire Procedures 3.1/P4

3.1.9 Interception Procedures 3.1/P4

3.1.10 Ground Proximity Warning System (GPWS) or Enhanced Ground Proximity Warning System (EGPWS) – As Installed

3.1/P5

3.1.11 TCAS 3.1/P6

3.1.12 Minimum Fuel Declaration 3.1/P6

TOC/P2


ABNORMAL PROCEDURES



3.1/P1


ABNORMAL PROCEDURES Rev 11

19 Dec 06

3.1 ABNORMAL PROCEDURES

3.1.1 Introduction

Refer A320/321 Flight Crew Operating Manual, Section 3.02.00, Introduction, for ECAM and QRH procedures.

Pilots must be sufficiently familiar with the QRH to ensure that they can, if necessary, expeditiously and accurately locate any required non-normal procedure.

Selection of transponder codes for emergency situations (7700) and the making of emergency radio calls to ATC is a normal crew function and should be actioned by crew members in appropriate circumstances.

In the conduct of abnormal/emergency procedures the following actions must be cross-checked by a dual response prior to actuation:

(a) Thrust lever reduction of a failed engine;

(b) Engine master switch;

(c) Fire push button switch;

(d) IDG disconnect switch.

(e) ADIRS selectors switch

3.1.2 Acceleration Height

A standard acceleration height (AGL) of 1,500 FT should be used or such height as published in the pre-computed takeoff charts whichever is the higher, in the event of an engine failure on takeoff.

3.1.3 Engine Shutdown Procedure

Refer to FCOM VOL3 – 3.02.70 and task sharing on QRH 0.00

3.1.4 Flight Path Monitoring During Non-Normal Procedures

Refer to FCOM 3.02.01 P24

3.1.5 Flight with an Engine Inoperative

Following an engine shutdown in flight it is the Commander's responsibility to decide whether:

(a) The flight should be continued to destination;

(b) The flight should return to the departure airport; or

(c) A landing should be made at the nearest suitable airport.

Factors that need to be considered for flight with an inoperative engine include the following:

3.1/P2



19 Dec 06

(a) Nature of the malfunction which preceded the engine shutdown

and any further mechanical difficulties which may arise from the shutdown;

(b) Availability of the inoperative engine for use;

(c) Altitude, aircraft weight and useable fuel at the time of engine shutdown;

(d) Distance to be flown;

(e) Relative characteristics of suitable airports available for landing;

(f) Weather conditions en route and at suitable airports available for landing;

(g) Air traffic congestion;

(h) Type of terrain; and

(i) Familiarity of pilot with airport to be used.

It is expected that the Commander will, at all times, operate the aircraft with full regard to safety. No undue emphasis should be placed on the continuation of a flight to the destination unless the Commander is satisfied that this is a desirable and safe course of action.

Following an engine shutdown a two engine aircraft should normally proceed to the nearest suitable airport, although there is no objection to the aircraft proceeding to the destination provided the increased flying time is not significant.

When runway approach slope guidance is not available the aircraft should carry out a normal circuit unless circumstances or terrain make this unadvisable.

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19 Dec 06

3.1.6 Emergency Airports .

Pilots must maintain an adequate knowledge of airports, suitable for an emergency landing, which are on, or adjacent to, the aircraft's flight path.

An emergency airport is an airport with an available runway length sufficient to meet the applicable aircraft's performance requirements (scheduled landing distance) and where it is expected that a safe landing can be made. An emergency airport may be selected from Jeppesen Airway Manual or the Vietnam domestic airport airway manual if it is necessary for a emergency or forced landing to be carried out for safety and/or the preservation of life.

3.1.7 Depressurisation

3.1.7.1 General

In the event of a depressurisation the requirement for the donning of oxygen masks is immediate. The following table of Times of Useful Consciousness are representative of a person in normal health in a seating position.

ALTITUDE (FT) TIME

22,000 5 minutes

25,000 2 minutes

28,000 1 minute

30,000 45 seconds

35,000 30 seconds

40,000 18 seconds

The above times can be reduced by approximately 50% with moderate activity and by approximately 33% in a rapid depressurization. If oxygen is applied expeditiously the debilitating effects of oxygen deprivation are removed within 20 seconds.

3.1.7.2 Emergency Descent Procedures

If an emergency descent is required the procedures as detailed in the Flight Crew Operating Manual should be followed. Following completion of the applicable non-normal procedure(s), the First Officer should select transponder code 7700 and advise ATC through the use of a PAN call.

The Commander should make the following PA announcement:

“COCKPIT SPEAKING, CABIN CREW SEATED AND FASTENED”

Flight deck crews must be aware of the height of the terrain in the vicinity of the descent and must limit the descent to the MSA (or grid MORA) for the sector or 10,000 FT whichever is the higher.

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19 Dec 06

When the aircraft attains the required level off altitude, the Commander

should make a PA announcement indicating that the use of oxygen masks is no longer required. Based upon this PA announcement the Purser shall enter the flight deck to report on the condition of passengers and cabin crew.

The flight deck crew should assess the situation with respect to:

(a) The state of any structural damage (if required);

(b) Distance to and weather conditions at suitable diversion airport(s);

(c) Any intervening terrain between the aircraft’s position and suitable diversion airport(s); and

(d) Diversion fuel requirements.

3.1.8 Cabin Fire Procedures

In the case of a fire in the cabin, a cabin crew member will contact the flight deck either personally or via the interphone providing the following information:

(a) What is actually on fire and its location;

(b) If the fire is in the galley area, request that galley power be removed;

(c) The amount and the color of the smoke and the effect it is having on the passengers; and

(d) The ferocity of the fire and whether it can be contained.

The Purser should keep the Commander updated as to the progress in containing the fire and if at any time the situation appears out of control an immediate face to face report will be made.

In this case a landing at the nearest adequate airport should be considered.

3.1.9 Interception Procedures

ICAO standard procedures are to be followed in the event of in-flight interception. These procedures, including the State variations are detailed in the Jeppesen Airway Manual together with an appropriate NOTAM for any variations from standard procedures.

In the event of an in-flight interception proceed as follows;

(a) Do not perform any maneuver that may be construed as hostile. Maintain straight and level flight;

(b) Select transponder to 7700 and where possible notify the appropriate ATC centre;

3.1/P5



19 Dec 06

(c) Attempt to establish communication with the interceptor or with the

appropriate intercept control unit by making a general call on 121.5 MHZ giving the identity and position of the aircraft and the nature of the flight; and

(d) Follow instructions from intercepting aircraft responding as appropriate to instructions.

If any instructions received by radio from any source conflict with those given by the intercepting aircraft request immediate clarification whilst complying with the instructions given by the intercepting aircraft.

3.1.10 Ground Proximity Warning System (GPWS) or Enhanced Ground Proximity Warning System (EGPWS) – As Installed

(FOM 8.3.5-FCOM vol 3- 3.02.34 -3.04.34 and QRH 1.14)

3.1.0.1 General

It is the responsibility of the flight crew to maintain horizontal and vertical situational awareness at all times. The Ground Proximity Warning System (GPWS/EGPWS) is designed to alert pilots that the aircraft position in relation to the terrain is abnormal and, if not corrected, could result in a controlled flight into terrain (CFIT).

3.1.10.2 Procedure

Procedures associated with GPWS/EGPWS activation are described in the applicable FCOM/OM – Emergency/Non-Normal Section and the QRH and can be summarised as follows:

(a) Ideally, preventative actions must be taken before a GPWS/EGPWS warning;

(b) The response by the pilot flying must be immediate with an aggressive pull-up manoeuvre utilising the maximum performance of the aircraft;

(c) The pilot not flying must monitor and call the radio altitude and its trend throughout the terrain avoidance manoeuvre;

(d) The pull-up manoeuvre must be continued at maximum climb performance of the aircraft until the warning has ceased, as indicted by a steadily increasing radio altimeter reading.

The GPWS/EGPWS may not be deactivated (by pulling the circuit breaker or use of the relevant switch) except when specified by approved procedures.

Any GPWS/EGPWS activation must be subject to a incident report forwarded to the Flight Operations Department. Where an activation indicates a possible technical malfunction of the system an appropriate entry should be made in the Technical Log.

3.1/P6



19 Dec 06

3.1.11 TCAS (FOM 8.3.6.1)(FCOM vol 3 – 3.02.34 – 3.04.34 QRH 1.15)

3.1.11.1 General

All company aircraft must be equipped with TCAS II version 7.0( ACAS II) The Traffic and Collision Avoidance System is described in the applicable FCOM/OM Systems Volume.

Procedures associated with TCAS activation are described in the applicable FCOM, QRH – Emergency/abnormal Section and the QRH.

3.1.11.2 Conflicting Information between Air Traffic Control Instructions and a TCAS Alert

As Air Traffic Control may not know when the TCAS system issues RA’s it is possible for ATC to unknowingly issue instructions that are contrary to the TCAS RA indications.

Safe vertical separation may be lost during TCAS coordination when one aircraft manoeuvres in the opposite vertical direction to that indicated by TCAS and the other aircraft manoeuvres as indicated by TCAS.

DURING A TCAS RA DO NOT MANOEUVRE CONTRARY TO THE RA INDICATIONS BASED SOLEY ON ATC INSTRUCTIONS.

3.1.12 Minimum Fuel Declaration When a minimum fuel quantity of 1200 kgs for A320 and 1300 kgs for A321 ( which is the equivalent of a minimum of 30 minutes ) is expected upon crossing the threshold of the nearest suitable airport , the comander must declare an emergency using the appropriate terminology and file a report after landing.


SECTION 4

PERFORMANCE

4.1/P1


PERFORMANCE Rev 16

20 Dec 08

4.1 PERFORMANCE

Refer FCOM 2.02 –Takeoff, for information on RTOW charts, MTOW calculation, flexible takeoff, and takeoff performance corrections.

4.1/P2


PERFORMANCE Rev 16

20 Dec 08



SECTION 5

FLIGHT PLANNING

TOC/P1


FLIGHT PLANNING

TABLE OF CONTENTS Rev 17 15 Aug 09

5.1 FLIGHT PLANNING 5.1/P1 5.1.1 Flight Release 5.1/P1

5.1.1.1 Sample Flight Release 5.1/P1

5.1.1.2 De-Code of Flight Release 5.1/P2

5.1.2 Computer Flight Plan 5.1/P3

5.1.2.1 Sample Computer Flight Plan 5.1/P3

5.1.2.2 Decode of Computer Flight Plan 5.1/P6

5.1.3 Reclearance Flight Plan 5.1/P11

5.1.4 Fuel Calculations 5.1/P13

5.1.5 FMC Cost Index 5.1/P13

TOC/P2


FLIGHT PLANNING

TABLE OF CONTENTS Rev 17 15 Aug 09


5.1/P 1


FLIGHT PLANNING Rev 17

15 Aug 09

5.1 FLIGHT PLANNING

5.1.1 Flight Release

5.1.1.1 Sample Flight Release 1 2 3 3.1 3.2 4 4.1 4.2 4.3 5 5.1 5.2 5.3 5.4 6 6.1 6.2 6.3 7 7.1 7.2 8 9 10 11 12 13

VIETNAM AIRLINES FLIGHT RELEASE HVN231 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PLEASE USE CFP NUMBER 7327 VVNB TO VVTS IFR COMPUTED 0915Z 22/09/09 GENERAL INFO FLT NBR A/C REG DATE DEP/ARR STD / STA ETD DEST ALTN HVN231 VNA351 10OCT HAN/SGN 0800/0945 Z 0800Z PNH/ DAD TRIP TIME 1.39 ETOPS FLIGHT YES / NO WEIGH AND FUEL-ALL IN KGS TOTAL PAX 150 EST PLD 22363 EZFW 73800 TRIP FUEL 5350 BLOCK FUEL 8821 FINAL FUEL ORDER. . . . . REASON - ZFW CHG/DEST WX/ALTN/ATC/LOW FL/MEL/OTHER. . . . . . . ./ DOCUMENT -COMPUTERIZED FLIGHT PLAN ... COPIES . . . . . . . . ./ -ATC FLIGHT PLAN OF HVN231 YES / NO . . . . . . . . ./ -NOTAM YES / NO . . . . . . . . ./ -WX YES / NO . . . . . . . . ./ -. . . . . . . . . . . . . . . . . CREW INFORMATION -ACTIVE CREW: PF . . . . . . . . . . PNF . . . . . . . . . . . -RELIEF CREW: CAPT . . . . . . . . . . F/O . . . . . . . . . . . -PURSER: . . . . . . . . . . . SECTION LEADER: . . . . . . . . . . REMARKS -DGR/SPECIAL: YES/NO . . . . . . . . . . . . . . . . . . . . . -MEL/CDL: NONE TIME ACCEPT (HH:MM): . . . . . . . . . . . . . . I HEREBY RELEASE THIS FLIGHT IN FULL COMPLIANCE WITH CIVIL AVIATION LAW AND/OR COMPANY OPERATION MANUAL - DISPATCHER: HOANG DUC CONG I HEREBY PREPARE AND ARRANGE THIS FLIGHT RELEASE ACCORDING TO THE INSTRUCTION AND DATA PROVIDED BY VIETNAM AIRLINES - AGENT: . . . . . . . . . . . SIGN:. . . . . . . . . . . I HEREBY ACCEPT THIS FLIGHT RELEASE WITH FULL ACKNOWLEDGEMENT. - PILOT IN COMMAND: NGUYEN DUC CHUONG SIGN:. . . . . . . . . . . POST FLIGHT: ETOPS SUCCESSFUL - YES/NO *IF NO, WRITE DOWN REASON ON BACK SIDE OF THIS PAGE END OF FLIGHT RELEASE HVN231/VERSION OCC-CFP-001

5.1/P 2



15 Aug 09

5.1.1.2 Decode of Flight Release 1 VIETNAM AIRLINES FLIGHT RELEASE:

HVN231 Header of Flight Release

2 PLEASE USE CFP NUMBER 7327 VVNB VVTS IFR COMPUTED 0915Z 22/09/09

Computerized Flight plan with reference number. Departure airport (ICAO). Arrival airport (ICAO). Instrument Flight Rules. Time flight plan was computed.

3 GENERAL INFO 3.1 FLT NBR HVN231

A/C REG VN-A351 DATE 10OCT DEP / ARR HAN / SGN STD / STA 0800/0945Z ETD 0800Z DEST ALTN PNH/

Flight Number Aircraft registration Date of flight Departure and Arrival Airport Schedule Time of Departure and Schedule Time of Arrival (UTC) Estimate Time of Departure (UTC) Destination Alternate Airport

3.2 TRIP TIME: 1.39 ETOPS FLIGHT YES / NO

Trip time Circle to YES or NO

4 WEIGH AND FUEL-ALL IN KGS 4.1 TOTAL PAX: 150

EST PLD: 22363 EZFW 73800

Estimate Passenger Number Estimate Payload Estimate Zero Fuel Weight

4.2 TRIP FUEL 5350 BLOCK FUEL 8821 FINAL FUEL ORDER. . .

Trip Fuel Calculated Block Fuel Calculated Fuel order by PIC

4.3 REASON

– ZFW CHG/ – DEST WX/ – ALTN/ – ATC/ – LOW FL/ – MEL/ – OTHER. . . . . . .

Circle to reason when FINAL FUEL ORDER higher then BLOCK FUEL Zero Fuel Weight Change Destination Weather Alternate Air Traffic Control Low Flight Level Minimum Equipment List Other reason

5 DOCUMENT Document related to Flight Release 5.1 -COMPUTERIZED FLIGHT PLAN

....COPIES . . . . . . . . ./ Number of copy

5.2 -ATC FLIGHT PLAN OF HVN YES / NO . . . . . . . . ./

Circle to YES or NO

5.3 -NOTAM YES / NO . . . . . . . . ./

Circle to YES or NO

5.4 -WX YES / NO . . . . . . . . ./

Circle to YES or NO

6 CREW INFORMATION 6.1 -ACTIVE CREW:

PF . . . . . . . . . . PNF . . . . . . . . . . .

6.2 -RELIEF CREW: CAPT . . . . . . . . . . F/O . . . . . . . . . . .

Crew’s name fill up by PIC

6.3 -PURSER: . . . . . . . . . . . SECTION LEADER: . . . . . . . . .

Purser’s Name Section Leader’s Name

7 REMARKS

5.1/P 3



15 Aug 09

7.1 -DGR/SPECIAL:

YES/NO . . . . . . . . . . . . . Dangerous Goods Information

7.2 -MEL/CDL: PRINTER NOT WORK . . . . . . . . . . . . . . . . . . . .

Minimum Equipment List/ Configuration Deviation List Information

8 TIME ACCEPT (HH:MM): . . . . . . Time pilot sign flight release 9 - DISPATCHER: HOANG DUC CONG Name of Dispacher 10 - AGENT: . . . . . . . . . . .

SIGN:. . . . . . . . . . . Representative or Agency, name and sign

11 - PILOT IN COMMAND: NGUYEN DUC CHUONG SIGN:. . . . . . . . . . .

PIC, name and signature

12 POST FLIGHT: ETOPS SUCCESSFUL - YES/NO

Circle to YES or NO if ETOPS flight

13 END OF FLIGHT RELEASE HVN781/ VERSION OCC-CFP-001

Footer of Flight Release Version of CFP

5.1.2 Computer Flight Plan

5.1.2.1 Sample Computer Flight Plan 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26

VIETNAM AIRLINES C.F.P NUMBER 7327 FOR FLIGHT HVN231 - NON ETOPS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - PLAN 7327 VVNB TO VVTS A321 M78/F IFR 22/09/09 NONSTOP COMPUTED 0915Z FOR ETD 0800Z PROGS 2200ADF VNA351 KGS ATTN CAPT NGUYEN DUC CHUONG FLT HVN231 VVNB/HAN 1500L/0800Z/. . . . BLOFF . . . . STD / STA VVTS/SGN 1639L/0939Z/. . . . BLON . . . . 0800/0945Z GCD 0623 G/D 0693 A/D 0692 W/C P000 TEMP M33 TDV/P15 MAXS 4/PK SPEED SKD CLB-300/.78 CRZ-M78 DSC-.78/300 E.FUEL C.FUEL E.TIME TRIP 5350 . . . . 1.39 CONT 5PCT 268 . . . . 0.05 FUEL BURN ADJUSTMENT FOR 1ST ALT/VDPP 1517 . . . . 0.27 FINAL RES 1487 . . . . 0.30 1000 KGS INCR/DECR EXTRA 0 . . . . 0.00 IN TOW +/- 49 KGS TAKE OFF 8622 . . . . 2.41 TAXI 200 . . . . FUEL BLOCK 8822 . . . . 2.41 REQT . . . . /ACTUAL . . . REMAIN . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E.WT CORR. OP.LIMIT STRUC. REASONS FOR OP.LIMIT DOW 051437 ... .. EPLD 022363 ... .. EZFW 073800 ... .. MZFW ... .. 073800 / . . . . . . . . . ETOW 082422 ... .. MTOW ... .. 093000 / . . . . . . . . . ELAW 077072 ... .. MLAW ... .. 077800 / . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - FUEL CONSUMPTION - P 2.0 PCT/HR/ENG COMPANY ROUTE R01 FL320 VVNB VIT1A VITRA..NAH W1 AC..VVTS

5.1/P 4



15 Aug 09

27 28 29 30 31A 32A 31B 32B 33 34 35 36 37 38 39 40 41 42 43 44

HVN231 FROM VVNB TO VVTS SID . . . . . . TRANS POINT . . . . . INITIAL ALT . . . . . . . . FL . . . . . . SQUAWK . . . . . . . DEPT FREQ . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - CAPT NGUYEN DUC CHUONG F/O NGUYEN VAN A DISP HOANG DUC CONG T/O ALTERNATE MSA TTK GDIST ADIST FL W/C TIME FUEL ALTN - 1 VVCI/HPH 076 114 89 92 130 M005 00.19 1133 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - DEST ALTERNATE MSA TTK GDIST ADIST FL W/C TIME FUEL ALTN - 1 VDPP/PNH 073 292 138 143 180 M007 00.27 1517 ROUTE -N0396F180 SAP1C SAPEN R468 LRC FL320 005367 01/39 LRC FL260 005608 01/42 TIME TO DIST W/C CFR FOB XFR ETP / ALT ETP1 VVNB/VVDN 0169/0169 M002/P002 0 006260 00000 00.27/00.27 N18372E106588 ETP2 VVDN/VVTS 0162/0170 M009/P003 0 004067 00000 01.09/00.26 N13204E108012 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VVNB ELEV 00040FT N21133E105483 NOIBAI INTL REMAINING AWY FIX OAT FL TAS GS MCSE ZDIST ZTIME ETA ECBO TIME EFOB FREQ MSA WIND ITCS RDIST CTIME ATA ACBO AFOB LAT - LONG POSN FULL NAME - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VIT1A VITRA P02 15 383 382 170 0045 00/09 .... 001.0 01/30 007.6 082 086/008 169 0648 00/09 .... ..... ..... N20350E106046 VITRA - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - NAH M02 17 397 396 170 0012 00/02 .... 001.2 01/28 007.4 115.5 024 084/010 169 0636 00/11 .... ..... ..... N20232E106071 NAMHA (HANOI) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 MAREL M23 27 467 468 156 0077 00/12 .... 002.1 01/16 006.6 024 060/010 155 0559 00/23 .... ..... ..... N19137E106416 MAREL - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 TOC M33 32 471 473 157 0030 00/03 .... 002.3 01/13 006.3 038 054/009 156 0529 00/26 .... ..... ..... N18462E106546 TOC - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 ETP1 M33 32 471 473 157 0010 00/01 .... 002.4 01/12 006.3 038 054/009 156 0519 00/27 .... ..... ..... N18372E106588 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 HATIN M33 32 471 473 157 0010 00/01 .... 002.4 01/11 006.2 038 054/009 156 0509 00/28 .... ..... ..... N18280E107029 HATIN - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 XONUS M33 32 471 473 157 0026 00/03 .... 002.6 01/08 006.0 010 057/011 156 0483 00/31 .... ..... ..... N18042E107140 XONUS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

5.1/P 5



15 Aug 09

45 46 47 48 49 50 51 52 53 54 55

W1 HAMIN M33 32 471 472 157 0062 00/08 .... 003.0 01/00 005.6 017 060/013 156 0421 00/39 .... ..... ..... N17078E107407 HAMIN - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 DAN M33 32 471 468 156 0071 00/09 .... 003.5 00/51 005.1 114.4 091 076/016 155 0350 00/48 .... ..... ..... N16032E108119 DA NANG - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 PK M33 32 471 469 186 0123 00/16 .... 004.3 00/35 004.3 282.0 103 100/019 185 0227 01/04 .... ..... ..... N14004E108005 PLEIKU - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 ETP2 M33 32 471 470 179 0040 00/05 .... 004.6 00/30 004.1 104 090/018 179 0187 01/09 .... ..... ..... N13204E108012 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 BU M33 32 471 470 179 0040 00/05 .... 004.8 00/25 003.8 386.0 104 090/018 179 0147 01/14 .... ..... ..... N12402E108025 BUONMATHUOT - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 TOD M34 32 470 478 207 0049 00/06 .... 005.1 00/19 003.5 104 088/017 206 0098 01/20 .... ..... ..... N11558E107408 TOD - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - W1 AC P12 08 291 291 207 0066 00/11 .... 005.3 00/08 003.4 320.0 104 300/014 206 0032 01/31 .... ..... ..... N10563E107113 ANLOC - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - .. VVTS P18 00 470 478 257 0032 00/08 .... 005.4 00/00 003.3 .../... 0000 01/39 .... ..... ..... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VVTS ELEV 00033FT N10492E106397 TANSONNHAT FIRS VVTS/0039 ALTERNATE DATA -N0396F180 SAP1C SAPEN R468 CPT LAT LONG MCS DIST D249D N10474 E106348 251 0005 SAPEN N11012 E106108 300 0028 POPET N11060 E105570 290 0015 VDPP N11330 E104504 293 0090 (FPL-HVN231-IS -A321/M-SDHIRWZY/S -VVNB0800 -N0471F320 VIT1A VITRA DCT NAH W1 AC DCT -VVTS0139 VDPP -EET/VVTS0039 REG/VN-A351 SEL/BDFQ NAV/RNAV5 RNP10 RMK/TCAS EQUIPPED -E/0241 P/TBN R/UV S/MJ J/L D/5 220 C ORANGE A/WHITE/PURPLE

5.1/P 6



15 Aug 09

56 57 58 59 60 61 62

C/NGUYEN DUC CHUONG) WINDS/TEMPERATURES ALOFT FORECAST FD DATA BASED ON 2200ADF 12000 18000 24000 30000 34000 36000 38000 41000 VITRA 0707P07 1009M03 1507M14 0007M28 0205M39 0406M44 0607M49 0707M56 NAH 0709P07 0910M03 1208M14 0208M28 0304M39 0505M44 0806M49 0807M56 MAREL 0610P07 0812M03 0910M14 0510M28 0504M38 0805M44 1005M49 1107M56 HATIN 0613P07 0714M03 0814M15 0512M28 0607M38 0808M43 0909M49 1011M56 XONUS 0613P07 0715M03 0717M15 0614M28 0608M38 0710M43 0911M48 0913M56 HAMIN 0614P07 0716M03 0720M15 0616M28 0610M38 0712M43 0813M48 0816M56 DAN 0513P07 0815M03 0816M15 0817M28 0716M38 0717M43 0817M48 0820M56 PK 0110P07 0912M03 1009M15 1215M28 0823M37 0723M43 0724M48 0627M56 BU 2912P06 2110M04 1307M15 1014M29 0822M38 0825M43 0828M49 0732M57 AC 2913P06 2609M04 1507M16 1014M29 0821M39 0824M44 0828M49 0834M57 VV TS 2914P06 2610M04 1608M16 1015M29 0820M39 0823M44 0826M49 0732M57

INFORMATION FILL-UP BY PILOT AIRPORT INFO TIME RWY WIND VIS CLOUD QNH VVNB VVDN VVTS VDPP VERSION OCC-CFP-001 END OF JEPPESEN DATAPLAN REQUEST NO. 7327

5.1.2.2 Decode of Computer Flight Plan

1 VIETNAM AIRLINES C.F.P NUMBER 7327 FOR FLIGHT HVN231 – NON ETOPS

Header

2 PLAN 7327 Flight plan with reference number. VVNB

VVTS Departure airport (ICAO). Arrival airport (ICAO).

A321 Data plan aircraft type. M78/F Primary cruise mode/fuel conservation. IFR Instrument Flight Rules. 22/09/09 Day/month/year flight plan computed 3 NONSTOP Non-stop flight plan. COMPUTED 0915Z Time flight plan was computed. FOR ETD 0800Z Estimated Time of Departure. PROGS Bracknell winds prognostics.

5.1/P 7



15 Aug 09

2200ADF time collection weather data, ADF – Aviation

Digital Format VNA351 A/C data base name (for dispatcher referrence) KGS Kilos (Flight plan in kilos). 4 ATTN CAPT Send to responsible person 5 HVN231 Call sign VVNB/HAN Departure airport (ICAO/IATA). 1500L/0800Z Estimated Time of Departure – (Local/UTC) BLOFF Block off time STD/STA Schedule Time of Departure/Arrival (Local or

UTC) 6 VVTS/SGN Arrival airport (ICAO/IATA). 1639L/0939Z Estimated Time of Arrive – Local/Zulu time BLON Block on time 7 GCD 0623 Great Circle Distance. G/D 0693 Ground Distance. A/D 0692 Air Distance. W/C P000 Average Wind Component. TDV/P15 Average Temperature Deviation. MAXS 4/PK Maximum wind shear at waypoint. 8 SPEED SKD CLB-300/.78/CRZ-M78 Climb/Cruise Speed DSC-.78/300 Cruise/Descend Speed 9 E.FUEL Estimated fuel burn values. C.FUEL Correct fuel burn values. E.TIME Estimated time values. 10 TRIP 5350 Estimated trip fuel burn. 1.39 Estimated time en-route. 11 CONT 5PCT Contingency reserve (0.05 x TRIP). 0268 Contingency reserve fuel value. 0.05 Estimated time value of Contingency reserve

fuel. 12 1ST ALT/VDPP Fuel and Time value to 1st Alternate Airport

(ICAO code) 13 FINAL RES Holding fuel and Time value

5.1/P 8



15 Aug 09

1487 0.30

Holding Fuel 30 minutes holding at alternate (1500 ft AGL)

FUEL BURN ADJUSTMENT FOR 1000 KGS INCR/DECR IN TOW +/-

Fuel burn for each 1000 kgs increase or decrease in take-off weight.

14 EXTRA Extra fuel and time values. 15 TAKE OFF Take-off fuel and time values. 8622 Estimated take-off fuel. 2.41 Estimated take-off total time. 16 TAXI Taxi fuel 200 Taxi fuel quantity 17 BLOCK Ramp fuel and time values. 8822 Estimated ramp fuel. 2.41 Estimated total time. FUEL REQT Fuel request ACTUAL Actual fuel on board REMAIN Fuel remain after flight 18 E.WT Estimated weight

CORR Correct OP.LIMIT Operations limit STRUC Structure limit REASONS FOR OP.LIMIT

Reasons for operations limit 19 DOW 051437 Dry operating weight 20 EPLD 022363 Estimated payload 21 EZFW 073800 Estimated Zero fuel weight MZFW 073800 Maximum Zero fuel weight 22 ETOW 082422 Estimated Take-off weight MTOW 093000 Maximum Take-off weight 23 ELAW 077072 Estimated Landing weight MLAW 077800 Maximum Landing weight 24 FUEL CONSUMPTION 2.0

PCT/HR/ENG… Primary cruise mode fuel degradation

25 COMPANY ROUTE R01 Name of company route in route database file FL320 Cruise Flight Level 32000 ft 26 VVNB VIT1A VITRA… Route summary with airway and significant

waypoint 27 HVN231 FROM VVNB TO VVTS ATC Clearance information filling by pilot

5.1/P 9



15 Aug 09

28 29

SID . . . . . . TRANS POINT . . . . . INITIAL ALT . . . . . FL . . . . . . SQUAWK . . . . . . . DEPT FREQ . . . . .

30 CAPT………………….. Name of captain FO……………………… Name of First officer DISP…………………… Name of dispatcher 31A T/O ALTERNATE Take-off Alternate 31B DEST ALTERNATE Destination alternate. ALTN - 1 Primary alternate (up to 4 permitted) VDPP/PNH Alternate airport (ICAO/IATA) MSA 073 Minimum safe altitude (grid MORA data) TTK 292 True track to alternate GDIST 138 Ground distance to alternate ADIST 143 Air distance to alternate. FL 180 Flight Level. W/C M007 Wind component. TIME 00.27 Estimated time en-route. FUEL 1517 Estimated fuel burn en-route. 33 ROUTE - N0396F180

SAP1C SAPEN R468

Route to Alternate airport

34 LRC FL320 005367 01/39

Second flight level and relevant fuel, time values.

35 LRC FL260 005608 01/42

Third flight level and relevant fuel, time values.

36 TIME TO Time to Equal Time Point and En-route Alternate 37 DIST Distance to en-route alternate from ETP. W/C Wind component to en-route alternates. CFR Critical fuel required. FOB Fuel on board. XFR Extra fuel required. ETP / ALT Equal Time Point / En-route Alternate 38 ETP1 Equal time point 1. VVNB/VVDN En-route alternate airports. 0169/0169 Distance from ETP’s to en-route alternates. M002/P002 Average wind component from ETP’s to en-route

alternates. 00000 Fuel required from ETP’s to en-route alternates. 006260 Fuel on board at ETP’s. 00000 Extra fuel required. 00.27/00.27 Time to ETP 1 and time from ETP1 to En-route

Alternate

5.1/P 10



15 Aug 09

39 N18372E106588 Lat/long coordinates of ETP. 40 VVNB ELEV 00040FT VVTS elevation (departure elevation). N21133E105483

NOIBAI INTL REMAINING

Lat/Long coordinate of the airport Name of Departure Airport

41 AWY Airway identifier. FIX Waypoint OAT Outside air temperature FL Flight level. TAS True airspeed. GS Ground speed. MCSE Magnetic course. ZDIST Zone distance – Between check points ZTIME Zone time ETA Estimated Time of Arrival – fill in area. ECBO Estimate cumulative burn-off fuel TIME Remaining time. EFOB Estimated fuel remaining on board 42 FREQ Navaid frequency. MSA Minimum Safe Altitude (grid MORA data). WIND Wind direction and speed. ITCS Indicated true course RDIST Remaining distance CTIME Cumulative time ATA Actual Time of Arrival – fill in area. ACBO Actual cumulative burn off fuel – fill in area. AFOB Actual fuel remaining on board – fill in area. 43 LAT-LONG POSN FULL

NAME Waypoint coordinate and Full name

44 Body of flight plan Includes all relevant data. 45 ALTERNATE DATA All information about 1st alternate airport 46 -N0396F180 SAP1C SAPEN

R468 Speed, Flight level and route of flight to Alternate airport

47 CPT LAT LONG MCS DIST

Checkpoint, Latitude/Longitude, Magnetic course, Distance

48 SAPEN Name of check point ATC flight plan 49 FPL-HVN231-IS Flight Plan – Call Sign – IFR Scheduled. 50 A321/M-SDHIRWZY/S Type of aircraft/wake turbulence category –

Equipment and transponder code.

5.1/P 11



15 Aug 09

51 VVNB0800 Departure airport and ETD. 52 N0471F320 VIT1A VITRA

DCT NAH W1 AC DCT Speed , Flight Level and route of flight.

VVTS0139 VDPP Arrival airport, trip time and alternate airport. 53 EET/VVTS0039 Estimated Elapsed Time to FIR boundaries. REG/VN-A351

SEL/ Aircraft registration and SELCAL code.

54 E/0241 Endurance – time. P/TBN Persons on Board. R/UV Radio. S/MJ Survival equipment. J/L Life jackets. D/5 220 C ORANGE Dinghies, number, capacity and colour. 55 A/WHITE/PURPLE Aircraft colours. 56 WINDS/TEMPERATURES

ALOFT FORECAST Wind, temperature information for Flight Crew

57 FD DATA BASED ON 2200ADF

58 INFORMATION FILL-UP BY PILOT

59 AIRPORT INFO TIME RWY WIND VIS CLOUD QNH

VVNB

VVDN

VVTS

Information filling by pilot only

60 61

VERSION OCC-CFP-001 END OF JEPPESEN DATAPLAN/

Version of CFP End of CFP

62 REQUEST NO. 7327

Number of request on Jeppesen server

5.1.3 Reclearance Flight Plan

A set of Reclearance Flight Plan includes 2 parts : Normal flight plan and Reclearance flight plan. Some contents in Reclear flight plan are different with Normal flight plan : 5.1.3.1 Flight plan 1 PLAN 5743 RJGG TO VVTS A321 M78/F IFR 03/07/08C 2 NONSTOP COMPUTED 1048Z FOR ETD 0000Z PROGS 0300ADF VNA341 KGS

5.1/P 12



01 May 08

3 PLAN 5739 5740 4 RJGG/VVTS RCLR RJGG/VVDN 5 FUEL TIME DIST FUEL TIME DIST 6 TRIP VVTS 13905 5.16 2341 POA 13885 5.22 2376 7 ROUTE RES 200 0.05 FROM MIMUX RES 694 0.18 8 ALTN VVDN 2844 1.03 401 0 0.00 0 9 FINAL RES 1450 0.30 F/R 1450 0.30 10 EXTRA 0 0.00 EXT 2370 1.00 11 T/O FUEL 0 0.00 T/O 0 0.00 12 TAXI 0 TAXI 0 13 BLK 18599 BLK 18599 . . . . FUEL OB 14 MIN DIV 4294 MIN DIV 1450 15 TOW 73206 TOW 73206 16 LDW 59301 LDW 59321 17 ZFW 54807 ZFW 54807 18 PL 5424 PL 5424 19 S/C 03 P001 S/C 03 P001 Explain: - Line 3: Plan number of each sector - Fuel and Weight Summary are devided to Two (2) main column:

+ Reclear : Provide Fuel and weight summary from Departure to Destination Airport (PLAN 5739)

+ Divert : Provide Fuel and weight summary from Departure to Diversion Airport(PLAN 5740)

5.1/P 13



01 May 08

- Line 5: Summary information include : Fuel, Time, Dist - Line 6: POA – Point of diversions Arrive - Line 7: + Route res :FROM XXXX(MIMUX) – Diversion decision point (Reclear Flight Plan calculate Route reserve fuel 5% from this point to Destination) + Route res :FROM Departure airport to reclear alternate airport - Line 14: MIN DIV – Minimum Diversion fuel – Minimum fuel for Destination

alternate (equal ALTN fuel plus Final Res) - Line 19 : S/C 03 P001 – Max Shear and Average Wind componance

Body flight plan (Airway and inflight information) : All detail for inflight information for both Reclear and Divert flight .

5.1.3.2 ATC Flight plan

1 (FPL-XXXX-IS 2 -A321/M-SDHIRZWY/S 3 -RJGG0000 4 -N0464F340 BAY4 KEC A1 ALBAT/N0459F360 A1 HKC A582 ANOXA Y26 IGURU G581 HCN/M078F390 N892 MIMUX/N0473F300 N500 PTH W2 AC DCT 5 -VVTS0516 VVDN 6 -EET/RCAA0217 RPHI0254 ZJSA0356 VVTS0404 7 RIF/MIMUX VVDN 8 REG/VN-A341 SEL/RSFG 9 NAV/JRNAV 10 RMK/TCAS EQUIPPED 11 -E/0654 P/TBN R/UV S/MJ J/L D/7 232 C BLUE 12 A/WHITE)

Explain: Line 7 : RIF /… – Reclear InFlight, Route from Reclear Point to Diversion Airport

5.1.4 Fuel Calculations

Refer Company Flight Operations Manual, Chapter 8.1.7 for Company fuel policy.

5.1.5 FMC Cost Index

A cost index of 35 is to be used for all Company operations.

5.1/P 14



01 May 08



SECTION 6

MASS AND BALANCE

TOC/P1


MASS AND BALANCE Rev 09

01 Mar 06

TABLE OF CONTENTS

6.1 MASS AND BALANCE 6.1/P1 6.1.1 General 6.1/P1 6.1.2 Departure Control System (DCS) 6.1/P1 6.1.3 Manual Load Sheet 6.1/P1 6.1.4 Manual Balance Chart 6.1/P3 6.1.5 Last minute change procedures 6.1/P6

TOC/P2



01 Mar 06


6.1/P1



30 Apr 05

6.1 MASS AND BALANCE

6.1.1 General

Aircraft mass and balance information including Dry Operating Weight(s) and Dry Operating Indices for each particular A320/321 aircraft is included in the Weight and Balance Manual in the aircraft’s library.

Refer Flight Operations Manual, Chapter 8.1.8 for additional information on mass and balance including details standard weights, last minute changes (LMC), etc.

6.1.2 Departure Control System (D.C.S)

Aside from the Company standard format DCS generated load and balance sheet there are also a number of different formats of Departure Control Systems in use by ground handling companies. These systems are self evident in the presentation of the weight and balance data necessary for the calculation of takeoff performance.

6.1.3 Manual Load Sheet

The Company manual load sheet is based upon the standard IATA load sheet form.

The top section of the load sheet form must be completed to determine the most limiting weight (e.g. takeoff weight, zero fuel weight or landing weight) for the particular operation and to determine the allowed traffic load.

Traffic load should be entered, both passengers and cargo, and the appropriate fields completed.

A sample load sheet follows on the next page.

6.1/P2



30 Apr 05

SAMPLE LOAD SHEET

6.1/P3



30 Apr 05

6.1.4 Manual Balance Chart

The procedure for completion of the manual balance chart is as follows:

(a) Enter the Dry Operating Index for the particular aircraft in the field “DRY OPERATING INDEX” and plot the value on the DRY OPERATING INDEX scale;

(b) Enter the number of passengers in the fields provided for FWD CABIN, MID CABIN and AFT CABIN;

(c) Enter the weight of baggage and cargo in the fields provided for FWD HOLD (1), AFT HOLD (3 AND 4) and BULK (5);

(d) Draw a line vertically downward from the DRY OPERATING INDEX to the alignment bar for the first field with entered data (e.g. either passenger or baggage and cargo);

(e) On interception of the alignment bar move either left or right, as indicated by the arrows, the number of increments applicable to the particular alignment field;

(f) Continue this process for all alignment bars with entered data;

(g) After all compartment loads have been accounted for draw a line vertically downward through the field FUEL ADJUSTMENT INDEX into the balance chart envelope and plot the Zero Fuel Weight position in the envelope opposite the value for the actual Zero Fuel Weight. If this position is within the envelope completion of the balance chart can be continued. If this position is outside the envelope, payload must be re-located to ensure that the Zero Fuel Weight falls within acceptable balance limits. Ensure that the correct aft Zero Fuel Weight check (ZERO FUEL CHECK “A” or ZERO FUEL WEIGHT “B” – subject to the actual takeoff fuel weight) is used;

(h) Circle the fuel INDEX in the FUEL INDEX TABLE that is closest to the actual takeoff fuel weight and apply this index (either as a plus or minus, to the FUEL ADJUSTMENT INDEX determined under g) above;

(i) Draw a line vertically downward from the field FUEL ADJUSTMENT INDEX adjusted as necessary for the takeoff fuel into the balance chart envelope and plot the Takeoff Weight position in the envelope opposite the value for the actual Takeoff Weight. Ensure this position is within envelope limits;

6.1/P 4



15 Aug 08

MANUAL BALANCE CHART – A320

6.1/P 5



15 Aug 08

MANUAL BALANCE CHART – A321(with ACT)

6.1/P 6



15 Aug 08

MANUAL BALANCE CHART – A321(without ACT)

6.1/P 7



15 Aug 08

6.1.5 Last Minutes Change

Last minutes change means any change concerning passengers, baggage, cargo, mail, fuel occurring after the using of the load sheet. This LMC must immediately be communicated s soon as noticed by traffic agetn if takeoff weight variation exceeds ± 500 kg

The following must be checked: - No weight limitation is exeeded. - MACTON and MACZFW remain within the limit. - If the LMC exeed 500kg , the new Loadsheet and Balance

sheet have to be issued.


SECTION 7

LOADING

7.1/P1


LOADING Rev 08

30 Apr 05

7.1 LOADING

Refer Company A320/321 Weight and Balance Manual.

7.1/P2


LOADING Rev 08

30 Apr 05



SECTION 8

CONFIGURATION DEVIATION LIST

8.1/P1


CONFIGURATION DEVIATION LIST Rev 08

30 Apr 05

8.1 CONFIGURATION DEVIATION LIST

Refer Company Flight Operations Manual, Chapter 8.6.

CAAV approved A320/321 Configuration Deviation List is included in the flight deck documentation library.

8.1/P2


CONFIGURATION DEVIATION LIST Rev 08

30 Apr 05



SECTION 9

MINIMUM EQUIPMENT LIST

9.1/P1


MINIMUM EQUIPMENT LIST Rev 08

30 Apr 05

9.1 MINIMUM EQUIPMENT LIST

Refer Company Flight Operations Manual, Chapter 8.6.

CAAV approved A320/321 Minimum Equipment List is included in the flight deck documentation library.

9.1/P2


MINIMUM EQUIPMENT LIST Rev 08

30 Apr 05



SECTION 10

EMERGENCY EQUIPMENT

TOC/P1


EMERGENCY EQUIPMENT


10.1 EMERGENCY EQUIPMENT 10.1/P1 10.1.1 General 10.1/P1 10.1.2 Emergency Equipment Location 10.1/P1 10.1.3 Portable Oxygen 10.1/P8 10.1.4 Water (H20) Extinguisher 10.1/P11 10.1.5 HALON Fire Extinguisher (Type 1) 10.1/P13 10.1.6 HALON Fire Extinguisher (Type 2) 10.1/P15 10.1.7 Protective Breathing Equipment (PBE) 10.1/P17 10.1.8 Life Vests 10.1/P26 10.1.9 Life Rafts 10.1/P30 10.1.10 Miscellaneous Safety Equipment 10.1/P34

TOC/P2


EMERGENCY EQUIPMENT



10.1/P1


EMERGENCY EQUIPMENT Rev 08

30 Apr 05

10.1 EMERGENCY EQUIPMENT

10.1.1 General

Cabin crew is responsible for the serviceability checking of all cabin emergency equipment in accordance with procedures detailed in the Cabin Crew Manual. The Purser shall report to the Commander prior to departure that this check has been satisfactorily completed.

The flight deck crew is responsible for the serviceability checking the flight deck emergency equipment.

10.1.2 Emergency Equipment Location

Portable emergency equipment is stowed at strategic locations throughout the aircraft. This may include:

(a) Life vests;

(b) Portable breathing equipment;

(c) Emergency locator transmitter(s) (ELT’s);

(d) Halon fire extinguishers;

(e) Water fire extinguishers;

(f) First aid kits;

(g) Megaphone(s);

(h) Flashlights;

(i) Crash axe(s)/crow bar(s);

(j) Flight deck escape ropes;

(k) Life rafts.

Refer the following flight deck and passenger cabin emergency equipment layout diagrams specific for locations.

10.1/P2



30 Apr 05

EMERGENCY EQUIPMENT LAYOUT – FLIGHT DECK

10.1/P 3



01 May 07

EMERGENCY EQUIPMENT SYMBOLS – A320

4

10.1/P 4



01 May 07

EMERGENCY EQUIPMENT LAYOUT – A320

10.1/P 5



19 Dec 06


10.1/P 6



19 Dec 06


10.1/P 7



19 Dec 06

EMERGENCY EQUIPMENT LAYOUT – A321

10.1/P 8



19 Dec 06

10.1.3 Portable Oxygen

10.1.3.1 General

Portable oxygen bottles are installed with oxygen masks that include a moulded face-piece, re-breather bag and elastic restraining strap that are individually wrapped for hygienic reasons. A supply tube is also provided.

Portable oxygen bottles can be used by passengers with breathing difficulties or by cabin crew as a walk around bottle following a depressurisation and an emergency descent.

Portable oxygen bottles are not suitable for use during the fighting of an in-flight fire because the masks have holes in the sides that allow cabin air to enter the mask.

The portable oxygen cylinder is fitted with a HI outlet and a LO outlet, a quantity/contents gauge and a yellow ON-OFF control knob.

The following table details flow rate and duration based upon oxygen bottle 100% full:

Flow Rate (litres/min) Duration (minutes) Bottle Size

HI LO HI LO

310 litre (passenger) 4 2 77 155

120 litre (crew) 4 2 30 60

10.1.3.2 Pre-Flight Check

During the pre-flight inspection of oxygen bottles the following should be observed:

(a) The bottle quantity/contents gauge indicates 3/4 full or 1500 psi;

(b) The bottle is secured in its brackets;

(c) The dust caps are in position;

(d) There is no oil or grease on the fittings;

(e) There is a mask taped to each bottle; and

(f) There is a serviceable shoulder strap.

10.1/P 9



19 Dec 06

10.1.3.3 Operation

(a) Push aside or remove dust cover and insert metal connector of mask tube into the HI outlet ensuring that it “clicks” into position;

(b) Turn yellow control knob ON;

Note: With the yellow control knob ON, inserting the mask connector into one of the two outlets starts the oxygen flowing. Removal of the mask connector stops the oxygen flow.

(c) After using oxygen turn yellow control knob OFF (finger tight) and remove the mask connector.

SCOTT PORTABLE OXYGEN BOTTLE

10.1/P 10



19 Dec 06

10.1.3.4 Precautions When Using Oxygen

When using a portable oxygen bottle the following precautions should be taken:

(a) As oxygen promotes combustion there is to be no smoking within a 3 metres radius of the passenger using oxygen (approximately 3 passenger rows either side);

(b) Ensure that the oxygen bottle fittings are free from any oil or grease as such contaminants can cause combustion;

(c) Turn the ON/OFF valve slowly and do not over tighten when closing;

(d) Before putting on the mask wipe away any heavy lipstick or grease from the mouth area;

(e) Ensure tubing is not kinked and that oxygen is flowing (filling of re-breather bag) before fitting the mask with an efficient seal to the passenger's face. Some oxygen masks are fitted with a ‘green indicator flow valve’. When oxygen is flowing to the mask, the indicator (normally clear or sometimes red) will turn green;

(f) If it is necessary to use a portable oxygen mask on an infant, reverse the mask (nose part under the chin) and hold gently against the face. The re-breather bag should be held vertically to ensure the free flow of oxygen;

(g) Oxygen therapy is rarely detrimental to a patient and its value far outweighs the very rare problems caused by its use. The passenger will normally be able to advise the position in which he/she breathes easiest. If required and available, cabin crew should seek assistance from a medically qualified passenger(s); and

(h) When the pressure gauge indicates less than 200 psi the valve should be turned off and the bottle considered empty.

10.1/P 11



19 Dec 06

10.1.4 Water (H2O) Fire Extinguisher

10.1.4.1 General

Water (H2O) extinguishers are designed for extinguishing smouldering fabric or waste fires and should NEVER be used on a fire originating from an electrical source. Accordingly, water (H2O) extinguishers should never be used for a fire in the galley area.


(a) Ensure that the extinguisher is secured in its brackets;

(b) The lock-wire seal is intact; and

(c) That the CO2 cartridge is visible though the hole in the handgrip.

Note: If the locking wire is broken unscrew the handgrip by turning it anti-clockwise and check the cartridge for puncture.

10.1.4.3 Operation

(a) Remove from bracket;

(b) Hold extinguisher upright;

(c) Turn handle clockwise rapidly to the limit of its travel, breaking the locking wire; and

(d) Holding the extinguisher upright aim at the base of the fire and depress the trigger with the thumb.

10.1.4.4 Precautions

(a) Do not discharge directly at a person;

(b) Do not use to fight a fire in the flight deck;

(c) Do not drink contents in a survival situation.

10.1/P 12



19 Dec 06

WATER (H2O) FIRE EXTINGUISHER

10.1/P 13



19 Dec 06

10.1.5 HALON Fire Extinguisher (Type 1)

10.1.5.1 General

This type of fire extinguisher is designed for extinguishing electrical and flammable liquid fires and is suitable for ALL types of fires in an aircraft.

The extinguishing agent is a vaporising liquid that interrupts the chemical reaction taking place in the flames thereby extinguishing the fire. It is a colourless, non-corrosive liquefied gas that can give off an acrid odour that can cause running of the eyes and nose.


(a) Check that the pressure indicator is positioned in the green range indicating acceptable pressure charge; and

(b) That the ring pin is in place with the seal intact.

Note: The extinguisher is serviceable even if the plastic seal of the ring pin is broken, provided that the pressure gauge is in the green band.

10.1.5.3 Operation


(b) Remove ringed safety pin from the lever and handle;

(c) Hold the extinguisher upright with the fingers of one hand under the handle and the thumb on the top of the lever. The other hand should be placed on the bottom of the bottle to steady it if necessary; and

(d) Aim the extinguisher at the base of the fire and press the lever down with the thumb.

Note: Duration of discharge from the small size bottle is approximately six (6) seconds and twelve (12) seconds from the large size bottle.



(b) Discharge distance should be between 1.5 and 2 metres with an open fire in the cabin. In the case of a fire in a confined space the extinguisher should be held as close as possible.

10.1/P 14



19 Dec 06

HALON FIRE EXTINGUISHER (TYPE 1)

10.1/P 15



19 Dec 06

10.1.6 HALON Fire Extinguisher (Type 2)

10.1.6.1 General

The extinguishing agent has the same properties as the HALON fire extinguisher (Type 1) above.


Check the red indicator disc is in place and that the sealing wire is intact.

Note: If the red disc or sealing wire are missing the weight of the extinguisher should be compared with a serviceable bottle to determine if the contents are still intact. If not, the extinguisher must be replaced.

10.1.6.3 Operation


(b) Raise safety catch on the back of the operating head by pushing up with the thumb;

(c) Grasp the operating handle and put the forefinger through the loop provided at the same time firmly pressing the trigger at the back of the handle with the heel of the hand;

(d) Initial depression of the trigger will cause the red disc to fall out and a little additional effort is required to break the sealing disc of the extinguisher;

(e) Hold extinguisher at an angle within 600 of vertical position;

(f) Firmly squeeze the actuation trigger; and

(g) Ensure that the discharge nozzle head is pointing toward the fire before operating.

Note: Duration of discharge is approximately thirteen (13) seconds.



(b) Discharge distance should be between 1.5 and 2 metres with an open fire in the cabin. In the case of a fire in a confined space the extinguisher should be held as close as possible.

10.1/P 16



19 Dec 06

HALON FIRE EXTINGUISHER (TYPE 2)

10.1/P 17



19 Dec 06

10.1.7 Protective Breathing Equipment (PBE)

10.1.7.1 General

Protective breathing equipment (PBE) is a breathing apparatus designed to protect the wearer's eyes and respiratory tract from the effects of smoke and toxic fumes while fighting an in-flight fire.

The following general features apply to all types of PBE’s installed on Company aircraft:

(a) They are designed to enclose the head within an elastic neck seal and provide for a minimum of 15 – 20 minutes (depending upon the manufacturer) of breathable air from a chemical generator;

(b) They can be worn by persons with glasses, jewellery, a beard or a hair bun;

(c) They are installed with a neck shield (of varying length depending upon manufacturer) that extends downward from the hood to protect the collar and upper shoulder area; and

(d) They have features that permit the wearer’s voice to be heard outside the PBE.

Note: Excess make-up should be removed before donning a PBE as contact between grease and oxygen can cause burns.

Wearer’s should be aware that although the head area is protected, the rest of the body is not and the wearer should guard against a feeling of invincibility.

Company aircraft are installed with one of three types of protective breathing equipment as detailed below.

10.1/P 18



19 Dec 06

10.1.7.2 Puritan Bennett PBE

This PBE is a demand device which means that more strenuous the work the more oxygen will be produced.

(a) Pre-Flight Check:

(i) Inspect that the PBE unit is visible through access door;

(ii) Confirm that the white tamper proof seals located at the top and bottom of the access door are intact; and

(iii) Ensure that the foil pouch is in place and is not obviously expanded.

(b) Operation:

(i) Open the container by pulling the red handle. Pull the red tag to open the foil pouch and pull out on the blue aural/nasal cone and remove the hood;

(ii) Place both hands inside the neck seals, palms facing each other and visor facing downward. Guide the hood over the head and down over the face using the hands to shield the face and glasses from the blue cone ensuring that hair clothing and jewellery is clear of the neck seal;

(iii) Using both hands pull the neck shield down over the collar and shoulders; and

(iv) Grasp both adjustment straps at the lower corner of the visor and pull forward simultaneously to activate the oxygen canister, then backward to seal the cone over the nose and mouth. Oxygen will inflate the hood.

(v) If required, adjust glasses through the fabric, not through the neck seal.

Note: The blue cone must be positioned high on the nose with a firm seal otherwise fogging may occur.

If the hood begins to deflate and becomes hot and moist the oxygen supply is depleted and the PBE must be removed.

10.1/P 19



19 Dec 06

(c) Abnormal Operation

(i) Failure of Starter Candle

If the starter candle fails to activate when the adjustment strap is pulled an additional sharp pull on the strap may be adequate to actuate the device. If the device still fails the hood will continue to function. Placing fingers into the neck seal may be required to enable sufficient breathing volume until the chemical generator begins supplying oxygen.

(ii) Loss of Neck Seal

The continued presence of strong irritating odours inside the hood that results in eye and respiratory tract discomfort is an indication of an ineffective neck seal. Ensure that the neck seal is in contact with the skin and that the seal is not disrupted by hair or jewellery. If the condition persists or there is evidence of a tear in the neck seal, the wearer should quickly go to a safe area and remove the hood and don an alternative unit.

(d) Removal

(i) Move away from fire and/or toxic fumes area;

(ii) Push adjustment buckles forward with thumbs to release straps;

(iii) Place both hands under neck seal and ease up over face;

(iv) Stow PBE in a safe dry place and allow it to cool; and

(v) Brush hair with hands to break down any oxygen build up.

10.1/P 20



19 Dec 06

PURITAN – BENNETT PBE

10.1/P 21



19 Dec 06

10.1.7.3 Drager PBE

The oxygen canister can be activated by just breathing into the oral-nasal mask but to start the chemical reaction by this method takes a few seconds, therefore pulling the black quick-start toggle is the more immediate method of activation.


(i) Check container seal is intact and the yellow serviceability indicator is not broken; and

(ii) The container is not broken.

(b) Operation:

(i) Open container and remove foil bag containing the hood;

(ii) Pull red tear strip at top of foil bag and remove hood;

(iii) Place hood over head ensuring that the breathing bag cover is to the front over the chest;

(iv) Ensure that the neck seal is free of obstruction (e.g. hair, clothes collar, etc) and that the head harness is pulled down for a secure fit;

(v) Fit oral-nasal mask securely to the nose and mouth and pull black quick start toggle to activate; and

(vi) Fit tie strap around the waist.

(c) Abnormal Operations:

If the hood collapses onto the head during inhalation or there is an increased breathing resistance check the fitting of the oral-nasal mask as the cause may be an incomplete respiration back to the breathing back due to leakage or an empty oxygen source.

After correcting the fitment of the oral-mask check the equipment by making five (5) deep breaths. If the collapsing of the hood or increased resistance occurs again either the oxygen reserve has been used up or the hood is defective and should be removed.

10.1/P 22



19 Dec 06

(d) Removal:

(i) Move away from fire and/or toxic fumes area;

(ii) Release the tie strap;

(iii) Place both hands under neck seal and ease up over face;

(iv) Stow PBE in a safe dry place and allow it to cool; and

(v) Brush hair with hands to break down any oxygen build up.

DRAGER PBE

10.1/P 23



19 Dec 06

10.1.7.4 Scott PBE


(i) A date/month/year stamp should be visible, but set back through the round inspection window.

Note: If the date/month/year stamp appears to be firmly pressed against the inspection window, as if the inside of the container is pressurised, the PBE should be further checked for serviceability.

(ii) If the vacuum sealed bag is soft and not tightly formed around the hood, or if the humidity indicator inside the bag has changed colour from blue to pink, the unit is unserviceable.

(b) Operation:

(i) Open the storage case by lifting the latch marked “LIFT” and remove sealed unit from the storage case;

(ii) Grasp the red strip and tear open the sealed bag and remove the PBE from bag;

(iii) Hold the hood and pack firmly against the body with one hand and with the other hand pull the ring marked “PULL TO ACTUATE” in the direction indicated. The unit will be actuated when the ring and the pin pull free;

Note: A flow of oxygen should be audible, if not discard the unit.

(iv) Grip the hood around the neck seal edge with the oxygen pack away from the body, bend forward from the waist and pull hood over the chin, across the face and over the head. Stand upright and pull hood down until the headband engages the forehead; and

(v) Ensuring that hair, jewellery or clothing is clear of the neck seal in order to make a tight seal around the neck pull the skirt of the hood fully down over the chest and shoulders.

10.1/P 24



19 Dec 06

Note: It is normal to hear the sound of oxygen rushing into the hood, indicating that the oxygen generator is operating correctly. Once the noise ceases move to a safe area and immediately remove the hood. Heat is produced by the generator and may cause minor discomfort inside the hood, but it is no cause for alarm.

The generator pack should not be touched during and after operation due to heat build-up.

(c) Removal:

(i) Move away from the fire or toxic area; and

(ii) Pull the hood from the back forwards and over the head.

(iii) Stow PBE in a safe dry place and allow it to cool; and

(iv) Brush hair with hands to break down any oxygen build up.

10.1/P 25



19 Dec 06

SCOTT PBE

10.1/P 26



19 Dec 06

10.1.8 Life Vests

10.1.8.1 General

Life vests are carried on all Company aircraft and are normally stowed in a container attached to the underside of the passenger seats.

The following section contains information on life vests from various manufacturers that may be installed on Company aircraft.

Life vests installed on Company aircraft consist of the following components:

(a) Pressurised cylinder(s) as the primary means of inflation, activated by pulling on one or two (depending upon the number if chambers) red toggles that hangs from the bottom of the vest;

(b) A mouth inflation valve for secondary inflation that can be used to inflate the life jacket by blowing into one or two (depending upon the number of chambers) mouthpieces. The life jacket can be deflated by depressing the pin in the centre of the mouthpiece(s);

(c) A whistle for attracting attention; and

(d) A light, with a continuous life of approximately 20 hours that is connected to a water sensitive battery and activated automatically immediately on contact with water.

Life vests are designed to ensure that an unconscious or injured person will automatically roll face upward in the water.

10.1.8.2 Double Chamber Life Vest Operation

(a) Remove vest from its stowage, tear off the plastic container and un-roll the vest;

(b) Put the vest over the head with the larger portion of it in the front over the chest;

(c) Secure the tapes around the waist by the clip(s) provided;

(d) To inflate the vest, pull down firmly on both red toggles.

10.1/P 27



19 Dec 06

Note: Life vests worn by adults must not be inflated in the aircraft cabin. It may be impossible for an adult wearing an inflated life jacket to evacuate through a window exit. If a passenger is evacuating through a door exit the jacket may be inflated just prior to leaving the aircraft.

Life vests worn by small children and persons incapable of inflating the life jacket may be inflated at the exit area, just prior to leaving the aircraft.

DOUBLE CHAMBER LIFE VEST

10.1/P 28



19 Dec 06

10.1.8.3 Single Chamber Life Vest Operation

(a) Adult:

(i) Remove vest from its stowage, tear off the plastic container and un-roll the vest;

(ii) Put the vest over the head with the larger portion of it in the front over the chest;

(iii) Secure the tapes around the waist and tie them in the front towards the side of the body with double knots;

(iv) To inflate the vest, pull down firmly on the red toggle.

Note: Life vests worn by adults must not be inflated in the aircraft cabin. It may be impossible for an adult wearing an inflated life jacket to evacuate through a window exit. If a passenger is evacuating through a door exit the jacket may be inflated just prior to leaving the aircraft.

Life vests worn by small children and persons incapable of inflating the life jacket may be inflated at the exit area, just prior to leaving the aircraft.

(b) Use on a Child

(i) Remove vest from its stowage, tear off the plastic container and un-roll the vest;

(ii) Inflate the vest by pulling the red toggle;

(iii) Place vest over child’s head (partially deflate, if necessary);

(iv) Cross tapes at the back and tie in a single knot over the inflated life vest and a double knot at the back.

10.1/P 29



19 Dec 06

SINGLE CHAMBER LIFE VEST (ADULT AND CHILD USE)

10.1/P 30



19 Dec 06

10.1.9 Life Rafts

10.1.9.1 General

Company A321 aircraft are equipped with life rafts.

10.1.9.2 Raft Features

The life raft is designed so that no matter which way up it inflates it can be operated from that side. This is achieved by suspending the raft floor between the two buoyancy chambers and duplicating equipment each side. The raft weighs approximately 60 kg in its stowage position, and requires 15 seconds to fully inflate.

The raft includes the following features:

(a) A non-inflatable canopy, with an inflatable centre mast and metal support rods, which is stowed within the survival kit mounted in a sling on the side of the raft;

(b) A survival kit that also contains an emergency ration pack and a first aid kit that contains items suitable for survivors of an aircraft ditching; and

(c) Other items such as a life-line, a boarding stirrup, air pump, rescue quoit, sea anchor and water activated lights, etc.

10.1/P 31



19 Dec 06

LIFE RAFT

10.1/P 32



19 Dec 06


Cabin crew are responsible to check that the unit is correctly stowed and restrained against movement.

10.1.9.4 Launching Raft(s)

Following a ditching and when the required door exits are open, remove the raft(s) from stowage. Roll or carry raft(s) to exits, using able bodied persons, as necessary and:

(a) Attach the retaining line to a metal section of the aircraft, e.g. a cabin crew harness or a door hinge, then push the life raft into the water and allow it to drift away from the door before inflating.

CAUTION: Do not attach the inflation line until the exit is open in case the raft has to be relocated to another exit.

(b) Inflate by pulling firmly on the inflation line, pulling from the end of the line, followed by a second firm pull to ensure inflation of both chambers.

Note: Grasping the inflation line close to the raft as it is being launched may cause it to inflate prematurely in the aircraft.

Fill the far end of the raft first, distributing the occupants evenly around the life raft.

Always launch all available rafts, even if their capacity is in excess of aircraft loading. Should urgency prevent the raft being launched before the passengers leave the aircraft attempt to launch the rafts after disembarkation.

During launching, boarding and tying the life rafts together be alert for possible aircraft structural damage that could damage the rafts.

(c) When the raft is filled proceed as follows:

(i) Disconnect the raft retaining line or cut it with the knife provided;

(ii) Use the sea anchor to assist in manoeuvring the raft clear of the aircraft; and

(iii) Erect the canopy following the instructions in the raft manual.

10.1/P 33



19 Dec 06

10.1.9.5 To Erect Canopy

(a) Remove fabric canopy/mast assembly and canopy rods from the survival kit and insert canopy rods into the eyelets in each corner of the raft. One person per rod should hold the rod securely in place;

(b) Attach the mast to the raft floor with the clips provided and inflate mast with the air pump;

(c) Spread the canopy over raft with the zipper vent flap placard positioned above the red stripe raft tube (boarding station);

(d) The people holding the canopy rods should pull the canopy up and over the rod tips, placing the tips into the holes in canopy and press firmly until they snap into place;

(e) Secure canopy rods and canopy with the tie provided; and

(f) Adjust canopy sides for appropriate protection and inflate raft floor flotation support using the air pump.

10.1/P 34



19 Dec 06

10.1.10 Miscellaneous Safety Equipment

10.1.10.1 Megaphone

Portable battery operated megaphones (loud hailers) are carried on board Company aircraft to provide the means for cabin crew (and flight deck crew, if necessary) to control passengers during evacuation when the PA system is inoperative or to control passengers when outside the aircraft following an evacuation.

The megaphone may be used in the cabin only in emergency situations when the PA system has failed. It is not to be used for normal passenger briefing or for making non safety related announcements.

The megaphone consists of a microphone, amplifier, battery, trumpet shaped loud speaker and a carrying strap.

The following general rules apply to megaphone use:

(a) When used inside the aircraft the megaphone should be pointed down the central length of the cabin;

(b) When used outside the aircraft announcements should be made and repeated a number of times in different directions as the sound is emitted in a narrow beam which is not easily audible on either side;

(c) Speak slowly, calmly and do not shout as this can distort the speech.

10.1.10.2 Emergency Torch

All Company aircraft are fitted with emergency torches (flashlights) that are located near cabin crew seats and in the flight deck. These torches are for emergency use only. The torch is waterproof, but will not float and has a wrist strap attached to the base. When activated, the torch will operate for approximately six hours.

(a) Pre-Flight Check

(i) Ensure torch correctly positioned in stowage with the plastic guard in place and with the lead seal intact; and

(ii) That the red light is flashing in 3 to 10 seconds intervals.

Note: If the interval is longer than 10 seconds, the battery power is low and they should be replaced.

10.1/P 35



19 Dec 06

(b) Operation

(i) Pull the torch out from its stowage mount. This action turns the light on;

(ii) Wear the wrist-strap over the wrist to prevent from loss during evacuation.

Note 1: In survival situations (when a torch needs to be carried un-illuminated), unscrew the bottom cap of the torch, disconnect the plug inside and replace the cap. Reverse this procedure to reactivate the torch when required.

Note 2: On some aircraft, the torch is fitted with an ON/OFF switch. During the pre-flight check the switch should be turned on to ensure the torch operates correctly.

EMERGENCY TORCH

10.1.10.3 Heat Resistant Gloves

One set of heat resistant gloves are stowed in the flight deck and are to be used for protection in the case of an in-flight fire.

10.1/P 36



19 Dec 06

10.1.10.4 Crash Axe

Company aircraft have a crash axe installed in the flight deck that can be used to open panels in the case of an in-flight fire.

The handle is insulated to prevent electric shock if a cable is cut during fire fighting.

10.1.10.5 First Aid Kit

There are first aid kits of varying sizes containing at least the following basic first aid supplies that can be used in the case of a medical emergency:

(i) Compressed Wound Dressings;

(ii) Bandages and splints;

(iii) Triangular bandages;

(iv) Adhesive strapping;

(v) Tablets and medicines for head ache and other common ailments;

(vi) A pair of scissors, burn ointment and antiseptic swabs;

(vii) Latex gloves.

If an emergency first aid kit is opened, the purser must submit a report to the Cabin Crew Department outlining the circumstances requiring its use. Additionally, an entry should be made in the Cabin Technical Log for the supply of a replacement emergency first aid kit.

10.1.10.6 Medical Kit

Company aircraft engaged in long distance flights are fitted with a medical kit containing specialised medical equipment provided only for the use of qualified medical personnel travelling as passengers whose assistance may be sought in the case of an in-flight medical emergency situation.

The medical kit contains the following items:

(i) Shygmomanometer;

(ii) Stethescope;

(iii) Latex gloves;

10.1/P 37



19 Dec 06

(iv) Airways;

(v) Syringes;

(vi) Tourniquet;

(vii) Various appropriate medications.

If this medical kit is opened, the purser must make an appropriate entry in the Cabin Technical Log for the supply of a replacement medical kit.

10.1/P 38



19 Dec 06



SECTION 11

EMERGENCY EVACUATION PROCEDURES

TOC/P1




11.1 EMERGENCY EVACUATION PROCEDURES 11.1/P1 11.1.1 Categorisation of Emergency Landings 11.1/P1 11.1.2 Flight Deck Procedures 11.1/P2 11.1.3 Evacuation Responsibility 11.1/P3 11.1.4 Evacuation PA Announcements 11.1/P4 11.1.5 Evacuation 11.1/P4

TOC/P2





11.1/P1


EMERGENCY EVACUATION PROCEDURES Rev 08

30 Apr 05

11.1 EMERGENCY EVACUATION PROCEDURES

11.1.1 Categorisation of Emergency Landings:

Emergency landings are categorised as follows:

(a) Prepared Emergency Landing

An emergency landing where there is sufficient time for cabin and passenger preparation.

(b) Unprepared Emergency Landing

Is an emergency landing where it is necessary to land the aircraft as soon as possible.

An emergency landing is further defined as follows:

(a) Forced landing

Is a landing, on land away from an airport

(b) Ditching

Is a landing on water

(c) Abnormal Landing

An abnormal landing is a landing at an airport in which some aircraft damage is anticipated.

An abnormal landing is to be considered if the landing gear cannot be locked fully down or some other malfunction exists and it is known or considered possible that the aircraft will be damaged during landing.

In an abnormal landing, preparation for rapid evacuation should be as for either a forced landing or ditching, with the exception that it is not necessary to have passengers remove and stow certain items or loosen tight clothing.

If landing gear standby indicators indicate that the landing gear is down and locked then normal procedures will apply. A tower fly past should only be conducted if there is reason to doubt that the landing gear is not fully down or there is known damage to the landing gear.

11.1/P2



30 Apr 05

11.1.2 Flight Deck Procedures

11.1.2.1 Prepared Emergency Landing

In all emergency situations it is important that the cabin crew are given adequate time in which to complete their passenger cabin preparation duties.

As soon as it is expected that an emergency landing will be required, the SEAT BELT and NO SMOKING signs should be selected ON and the Purser summoned to the flight deck by the following PA announcement:

“COCKPIT SPEAKING, PURSER REQUIRED IN COCKPIT”

The Purser is to be informed of the emergency in the following format:

(a) Nature of the emergency;

(b) Approximate flight time available;

(c) Type of emergency landing (forced landing, ditching or abnormal landing); and

(d) Any other relevant information such as whether the Commander intends to make a PA announcement prior to cabin preparation or if a “BRACE” command will be given.

The Purser will repeat the Commander’s instructions to ensure that everything is completely understood prior to returning to the cabin to commence the cabin preparation.

As the flight deck crew will be occupied dealing with the emergency situation the Purser is responsible for the PA announcement to the passengers detailing the nature of the emergency, the time available and the steps required in cabin preparation.

If time and/or duties permit the Commander (or First Officer) should make a PA announcement providing additional appropriate information on the emergency and the anticipated landing. It is essential that this PA announcement does not over-ride the cabin preparation PA announcement being made by the Purser.

11.1/P3



30 Apr 05

In the case of a forced landing or ditching both pilots should loosen their

collar, tie and shoe laces, remove sharp objects from pockets and, in the case of a ditching, fit a life jacket (do not inflate).

The Purser must advise, or the Commander must confirm, that passenger cabin preparation has been completed prior to the commencement of final approach.

All appropriate checklists must be completed.

11.1.2.2 Unprepared Emergency Landing

In the case of an unprepared emergency landing the degree of cabin preparation will depend upon the time available. As a situation requiring an unprepared landing is most likely to occur shortly after takeoff or during approach and landing the cabin should be secure with respect to cabin service items, cabin crew and passengers seated with seat belts fastened.

If possible, the Commander should communicate the situation to the Purser by summoning him/her to the flight deck in accordance. If there is insufficient time the Commander (or First Officer) should make an appropriate PA announcement which will alert the cabin crew and the passengers to the emergency situation.

11.2.2.3 “Brace” Instructions

At approximately 2000 FT the First Officer should make the following PA announcement:

“CABIN CREW SEATED FOR LANDING”

Not later than 1 minute before impact the First Officer should make the following PA announcement (FCOM vol 3 – 3.02.90)

“BRACE FOR IMPACT, BRACE FOR IMPACT”

Whenever there is a possibility of a runway overrun on a rejected takeoff or of an unanticipated abnormal landing involving abnormal decelerations cabin crew should be alerted by a PA announcement:

‘BRACE FOR IMPACT, BRACE FOR IMPACT’

11.1.3 Evacuation Responsibility

The Commander is responsible for the evacuation PA announcement. Cabin crew will only initiate evacuation when it is obvious that the aircraft must be immediately evacuated due to catastrophic circumstances.

When the Captain decides that an evacuation is not required the cockpit crew makes an immediate announcement to this effect (FCOM 3.02.90)

“ CABIN CREW AND PASSENGERS REMAIN SEATED”

11.1/P4



30 Apr 05

11.1.4 Evacuation PA Announcements

Immediately the aircraft comes to a stop the Commander (or First Officer) shall make the following PA announcement:

“COCKPIT SPEAKING, CABIN CREW TO YOUR STATIONS”

Once the Passenger Evacuation checklist is completed and evacuation is required the Commander (or First Officer) will make the following PA announcement:

“EVACUATE, EVACUATE!”

11.1.5 Evacuation

If possible, pilots should proceed to the passenger cabin to assist in the emergency evacuation as follows:

(a) Assist in the opening of any suitable doors and exits.

(b) Assist in the evacuation by directing passengers to the most suitable exit avoiding congestion and by calling in a loud, clear voice urge passengers to:

“HURRY, COME THIS WAY”

If at a slide exit instruct passengers to:

“JUMP AND SLIDE. RUN AWAY”

(c) In the case of a ditching instruct passengers to inflate life jackets when outside the aircraft;

(d) If possible, the Commander or the Purser should check that all passengers have evacuated the aircraft.

11.1/P5



30 Apr 05

When no significant aircraft damage has occurred and cabin crew have

prepared the passenger cabin for evacuation the speed of the evacuation should be a consideration. Passenger safety is the prime consideration in any emergency evacuation. The flight deck crew and cabin crew will usually be able to determine whether or not the evacuation requires utmost speed at the increased risk of injuries to individual passengers.

11.1/P6



30 Apr 05



SECTION 12

AIRCRAFT SYSTEMS

12.1/P1


AIRCRAFT SYSTEMS Rev 08

30 Apr 05

12.1 AIRCRAFT SYSTEMS

Refer FCOM, Volume 1 for information on aircraft systems.

12.1/P2


AIRCRAFT SYSTEMS Rev 08

30 Apr 05



SECTION 13

TASK SHARING

TOC/P1


TASK SHARING TABLE OF CONTENTS Rev 16

20 Dec 08

13.1 TASK SHARING 13.1/P1 13.1.1 Safety exterior inspection 13.1/P1 13.1.2 Preliminary cockpit preparation 13.1/P1 13.1.3 Cockpit preparation 13.1/P2 13.1.4 Before pushback or start 13.1/P3 13.1.5 Engine start 13.1/P4 13.1.6 After start 13.1/P4 13.1.7 Taxi 13.1/P5 13.1.8 Before takeoff 13.1/P5 13.1.9 Takeoff 13.1/P6 13.1.0 After takeoff 13.1/P6 13.1.11 Climb 13.1/P7 13.1.12 Cruise 13.1/P7 13.1.13 Descent preparation 13.1/P7 13.1.14 Descent 13.1/P8 13.1.15 Ils approach 13.1/P9 13.1.16 Non precision approach (managed guidance) 13.1/P10 13.1.17 Non precision approach (selected guidance) 13.1/P12 13.1.18 Landing 13.1/P13 13.1.19 Go-around (with fd on) 13.1/P14 13.1.20 Go-around (with fd off) 13.1/P14 13.1.21 After landing 13.1/P15 13.1.22 Parking 13.1/P16 13.1.23 Securing the aircraft 13.1/P16

TOC/P2


TASK SHARING TABLE OF CONTENTS Rev 16

20 Dec 08


13.1/P 1


TASK SHARING Rev 16

20 Dec 08

13.1 TASK SHARING

NOTE: Items marked with (*) are the only steps to be completed during a transit stop. For secured stop, all items must be completed.

Aircraft is in transit stop when the last check list performed by previous crew or ground mechanic is Parking checklist. Between the flights, the aircraft is on the power. Aircraft is in secured stop when the last check list performed by previous crew or ground mechanic is Securing the aircraft checklist. Between the flights, the aircraft is off the power. This Task sharing is normally performed by Pilot’s memory.

13.1.1 Safety exterior inspection

PF PNF

* WHEEL CHOCKS............................................CHECKIN PLACE * L/G DOORS...............................................................CHECK POS * APU AREA.........................................................................CHECK

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TASK SHARING Rev 17

15 Aug 09

13.1.2 Preliminary cockpit preparation

PF PNF

ONBOARD DOCUMENT….……………..….......................CHECK (CM1)

ENG MASTERS.......................................................CHECK OFF ENG MODE selector..............................................CHECK NORM L/G lever.................................................................CHECK DOWN WIPERS....................................................................................OFF BAT..........................................................................CHECK/AUTO EXT PWR...................................................................................ON APU FIRE.................................................................CHECK/TEST APU......................................................................................START

* EXT PWR.......................................................................AS RQRD * COCKPIT LIGHT............................................................AS RQRD FLAPS..............................................................CHECK POSITION

* SPD BRK LEVER.......................CHECK RET AND DISARMED * PARKING BRAKE.....................................................................ON * ACCU/BRAKES PRESS...……….....……........................CHECK ALTN BRAKING…….……………………………………..CHECK PROBE/WINDOW HEAT......................................................AUTO APU BLEED...............................................................................ON AIR COND panel......................................................................SET ELEC panel.........................................................................CHECK VENT panel.........................................................................CHECK

* ECAM RECALL..................................................................PRESS * ECAM OXYPRESS/HYDQTY/ENGOIL QTY..................CHECK

OEB in QRH ……………………………............................CHECK EMER EQPT......................................................................CHECK

C/B panels……………………...….....…….…............…...CHECK RAIN REPELLENT………………………………………….CHECK * EXT WALK AROUND……………......….…................PERFORM

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TASK SHARING Rev 17

15 Aug 09

13.1.3 Cockpit preparation

PF PNF

* GEAR PINS & COVERS....................................CHECK OVER HEAD PANEL * RCDR GND CTL........................................................ON CVR..........................................................................TEST EVAC................................................................AS RQRD

* ADIRS........................................................................NAV EXTERIOR LIGHTS........................................AS RQRD

* SIGNS........................................................................SET LDG ELEV..............................................................AUTO

* PACK FLOW...................................................AS RQRD BAT.......................................................................CHECK ENG FIRE.................................................CHECK/TEST AUDIO SWITCH....................................................NORM PA (3rd occupant)...............................................RECEPT MAINT PANEL.....................................................CHECK

* CTR INSTRUMENT PANEL: STBY INSTRUMENTS……………......................CHECK CLOCK...................................................CHECK/ADJUST A/SKID N/W STRG.......................................................ON PEDESTAL: ACP1....................................................................CHECK

* WEATHER RADAR..................................................SET SWITCHING PANEL.............................................NORM

* ECAM STATUS...................................................CHECK * LDG ELEV (ECAM).................................CHECK AUTO COCKPIT DOOR…………………….………….CHECK * THRUST LEVERS.....................................CHECK IDLE * ENG MASTER............................................CHECK OFF * ENG MODE selector..............................CHECK NORM PARKING BRAKE PRESS.................................CHECK GRAVITY GEAR EXTN…….............CHECK STOWED ACP2..................................................,,,,,.............CHECK ATC.........................................................,,,,,..............SET RMP………………………………........……….….…SET

* AIRFIELD DATA.........................RECORD on T/O card * ACAR …………………..…….....……......INITIALIZE * FMGS INITIALIZATION: ENGINE & AIRCRAFT TYPE.............................CHECK DATABASE VALID..............................................CHECK NAV AID DESELECTION...............................AS RQRD F-PLN INITIALIZATION...............................COMPLETE ALIGN IRS........................................AS APPROPRIATE F-PLN A.................................COMPLETE AND CHECK WINDS CLB/CRZ................................................INSERT F-PLN...................................................................CHECK SEC F-PLN.......................................AS APPROPRIATE RADIO NAV.......................................MANUALLY TUNE

* FMGS DATA INSERTION: ZFCG, ZFW, BLOCK FUEL...............................INSERT TAKEOFF DATA.................................................INSERT PRESET SPEEDS..........................................AS RQRD

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TASK SHARING Rev 17

15 Aug 09

. When both pilots seated: * GLARESHIELD:

*COCKPIT SECURITY…………..….CHECK * GLARESHIELD:

GLARESHIELD INTEGRAL LIGHT…………AS RQRD BARO REF...................................................................SET FD....................................................................CHECK ON ILS (or LS ).....................................................AS RQRD ND mode and range....................................................SET VOR/ADF sel.....................................................AS RQRD FCU..............................................................................SET LATERAL CONSOLE: OXY MASK..............................................................TEST * PF INSTRUMENT PANEL: PFD-ND brightness……………….....….…….…ADJUST LOUDSPEAKER……………..………….……..…..…SET PFD-ND……………………………………...….....CHECK

BARO REF................................................SET FD.................................................CHECK ON ILS (or LS )..................................AS RQRD ND mode and range.................................SET VOR/ADF sel...................................AS RQRD

LATERAL CONSOLE: OXY MASK............................................TEST

* PNF INSTRUMENT PANEL: PFD-ND brightness…………..…..…ADJUST LOUDSPEAKER…………………………SET PFD-ND…………………..……......…CHECK

* FUEL QUANTITY…..………………….…….….CHECK

* FMGS DATA CONFIRMATION: AIRFIELD DATA………………….CONFIRM IRS ALIGN…………………………....CHECK GW INSERTION……………………..CHECK TO DATA……………..CALCULATE/CHECK F-PLAN A and B………………….….CHECK * FUEL QUANTITY……………..……CHECK

*FLIGHT INSTRUMENT CHECK….......................PERFORM (PF)

* TAKEOFF BRIEFING………...…............PERFORM (PF)

13.1/P 5


TASK SHARING Rev 17

15 Aug 09

13.1.4 Before pushback or start

CM1 CM2

LOAD SHEET.…………….CHECK (CM1)

TAKEOFF DATA……….………CHECK

T/O DATA.……………………………….....INSERT T/O DATA……………...........RECORD on T/O card 5 minutes before start:

ATC CLEARANCE……………..RECORD on CFP SEAT BELT, HARNESS…………..….......ADJUSTMCDU……………………………..…...….PERF TO BEFORE START C/L DOWN TO THE LINE

ATC CLEARANCE………………….……..…OBTAIN (RECORD on T/O card) ATC CLEARANCE……………………………..…SET (Transponder code, ALT,HDG,SID,.) SEAT BELT, HARNESS…………..…...........ADJUST MCDU……………………….……….…….…....F-PLN EXT PWR………………………….……CHECK OFF

When all doors are closed:

SLIDES ARMING…………….………...….ORDER NWS TRG DISC........................CHECK AS RQRD WINDOWS/DOORS....................................CHECKTHR LEVERS...................................................IDLEPARK BRAKE ACCU PRESS………........CHECK PARKING BRAKE...................................AS RQRD BEFORE START C/L BELOW THE LINE

PUSHBACK/START CLEAR……………...…OBTAINA/SKID& N/W STRG………..…………..…AS RQRD WINDOWS................................................…...CHECK BEACON.....................................................….........ON

13.1.5 Engine start

CM1 CM2 ENG MODE SEL..........................................IGN/START ENGINE 2 START……………….……..…ANNOUNCE ENG MASTER SW 2.................................................ON START VALVE N2 IGNITER FUEL FLOW EGT CHECK N1 OIL PRESS START VALVE CLOSE .50% N2 CFM .43% N2 IAE ENG IDLE PARAMETERS.................................CHECK ENGINE 1 START…………………………ANNOUNCE REPEAT THE START SEQUENCE

13.1/P 6


TASK SHARING Rev 17

15 Aug 09

13.1.6 After start

CM1 CM2

ENG MODE SEL........................................NORM APU BLEED...................................................OFF ENG ANTI ICE......................................AS RQRD WING ANTI ICE....................................AS RQRD APU MASTER SW.............................. AS RQRD

GND SPLRS.....................................................ARM RUD TRIM.......................................................ZERO FLAPS.................................................................SET PITCH TRIM.......................................................SET A/SKID& N/W STRG………………………….....ON ECAMDOOR PAGE....................................CHECK

If STS label is displayed: ECAM STATUS……………………..CHECK

CLEAR TO DISCONNECT…...…..ANNOUNCE AFTER START C/L

13.1.7 Taxi

CM1 CM2 LEFT SIDE…………………....….CHECK CLEARED NOSE LIGHT……………….….……..…………..TAXI PARKING BRAKE…….……….…….….………..OFF THRUST LEVERS.......................................AS RQRD BRAKES...........................................................CHECK FLT CTL...........................................................CHECK FLT INST & FMA……….………………….….CHECK

TAXI CLEARANCE………..…..……..OBTAIN RIGHT SIDE……………...CHECK CLEARED ELAPSED TIME……..….………………….ON BRAKES PRESS CHECK…………AS RQRD FLT CTL................................................CHECK AUTO BRAKE............................................MAX ATC CLEARANCE (if not received).......................................OBTAIN/SET TO DATA...............................................CHECK FMGS F-PLAN/SPD.............................CHECK FCU ALT/HDG............................................SET ATC CODE………………..….CONFIRM/SET BOTH FD........................................CHECK ON FLT INST & FMA…..….……………....CHECK PWS…………………………………..….AUTO RADAR……………..……....CHECK then OFF

TO BRIEFING………........... ..…….. ...................... CONFIRM (PF) BEFORE TO C/L DOWN TO THE LINE

CABIN REPORT……….....RECEIVE/CHECK TO CONFIG……………………..…….PRESS TO MEMO……………..….CHECK NO BLUE

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TASK SHARING Rev 17

15 Aug 09

13.1.8 Before takeoff

CM1 CM2 TAKEOFF/LINE UP CLEAR………....OBTAIN

TCAS……………………………TA or TA/RA APPROACH CLEAR OF TRAFFIC.............CHECK

SLIDING TABLE................................................STOW BEFORE TO C/L BELOW THE LINE

EXTERIOR LIGHTS...................................SET QFU/THESHOLD………...………...CONFIRM SLIDING TABLE.....................................STOW CABIN CREW……..………………....ADVISE TERR ON ND……………………….AS RQRD RADAR…….…………………..…..AS RQRD PACKS 1+2.......................................AS RQRD BRAKE TEMP (if fans running)……..CHECK BRAKE FANS (if running)…………..…...OFF ENG MODE SEL……………….…..AS RQRD

13.1/P 8


TASK SHARING Rev 17

15 Aug 09

13.1.9 Takeoff

PF PNF

TAKEOFF………………ANNOUNCE BRAKES...................................................RELEASE CHRONO......................................................START THRUST LEVERS...................50%N1(or1.05EPR) THRUST LEVERS..............................FLEX/TOGA

CHRONO......................................................STARTENG PARAMETER………...CHECK/ANNOUNCE

When thrust set, captain places hands on thrust levers until V1 DIRECTIONAL CONTROL……..…..US RUDDER ANNOUNCE......................................................FMA .Below 80KT: ........................................................... . At100KT: 100KT…………………………….…………CHECK . At V1: ...................................................................... . At VR: ...................................................................... . When V/S positive : LDG GEAR UP………………………….…ORDER A/P.............................................................AS RQRD FMA…………………………………...ANNOUNCE . At thrust reduction alt: THRUST LEVERS...............................................CL FMA…………………………………...ANNOUNCE . At acceleration alt : FMA………………………………....ANNOUNCE . At F speed : FLAPS 1……………………………………ORDER . At S speed : FLAPS 0…………………………………...ORDER

PFD/ND....................................................CHECK N1(EPR)....................................................CHECK THRUST SET……………..ANNOUNCE PFD/ENG parameters.................................SCAN 100KTS ………………………….ANNOUNCE V1…………………………………...ANNOUNCE ROTATION…………………………ANNOUNCEPOSITIVE CLIMB …………………ANNOUNCE L/G.....................................................SELECT UP GRND SPLRS.........................................DISARM EXTERIOR LIGHTS.......................................SET PACK 1(If applicable).....................................ON FLAPS1...................................................SELECT FLAPS 0..................................................SELECT PACK 2 (If applicable).....................................ON

13.1.10 After takeoff

PF PNF

AFTER TO/CLIMB C/L DOWN TO THE LINE

APU BLEED/MASTER SW.................AS RQRD ENG MODE SEL…..............................AS RQRD TCAS . ....................................................TA/RA ANTI ICE...............................................AS RQRD

13.1/P 9


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13.1.11 Climb

PF PNF

MCDU.....................................................PERF CLB FCU/FMGS........................................SET IF AP ON

. At transition altitude :

BARO REF........................................SET/XCHECK AFTER TO/CLIMB C/L BELOW THE LINE RADAR TILT...............................................ADJUST

. At 10000 feet :

EFIS OPTION...........................................AS RQRD

MCDU..........................................................F-PLN FCU/FMGS..................................SET IF AP OFF

BARO REF....................................SET/XCHECK ENG ANTI ICE......................................AS RQRD LAND LIGHTS.....................................RETRACT SEAT BELTS.......................................AS RQRD EFIS OPTION.......................................AS RQRD ECAM MEMO.........................................REVIEW RADIO NAV...........CHECK Performed SEC F-PLN.........AS RQRD upon PF request OPT/MAXALT....... CHECK or approval

Before entering RVSM/RNP airspace:

RVSM/RNP STATUS…………………..….CHECK RVSM/RNP STATUS…………….…..….CHECK

13.1.12 Cruise

PF PNF ECAM MEMO/SYS PAGES..........................REVIEW FLIGHT PROGRESS......................................CHECK FUEL...........................................................MONITOR NAV ACCURACY............................................CHECK RADAR TILT...................................................ADJUST CABIN TEMP...............................................MONITOR TCAS……………………………...……….…BELOW

13.1.13 Descent preparation

PF PNF

LANDING DATA……………………...……...PREPARE (Record on LANDING card) LDG ELEV…………………………...………….CHECK FMGS……………………………...…………PREPARE GPWS LDG FLAPS 3…….……………...….AS RQRD AUTO BRAKE…………………………….LOW or MED APPR BRIEFING…………………………....PERFORM

W/X DATA………...………..……..OBTAIN (Record on LANDING card) FMGS……………………………...CHECK

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13.1.14 Descent

PF PNF

DESCENT......................................................INITIATE FMA……………………………………..ANNOUNCE MCDU...................................PROG/PERF DESCENT DESCENT...................................................MONITOR SPEED BRAKES………………….............AS RQRD RADAR TILT……………………………....…ADJUST EFIS OPTION…………………………..............CSTR

DESCENT CLEARANCE….……..….OBTAIN ANTI ICE……………………….……AS RQRD FMA.......................................................CHECK MCDU.....................................................F-PLN

At FL200 or TOD (if cruising below FL200): RADIO NAV………..…….MANUALLY TUNE/IDENT

CABIN CREW………..…………….…ADVISE SEAT BELTS…………………………...…..ON

When cleared to altitude and approaching transition level: BARO REF……………………………SET/X-CHECK TERR ON ND…………………..…………AS RQRD APPROACH C/L

BARO REF……………….… SET/X-CHECK TERR ON ND……………………….AS RQRD ECAM STATUS……….………..…..…CHECK

At 10000 ft: ILS or LS P/B………………………..…AS RQRD SLIDING TABLE…………………..…….….....STOW

LANDING LIGHTS………..……….…...…..ON EFIS OPTION…………………...………CSTR ILS or LS P/B…………..….. .…AS RQRD SLIDING TABLE…………………… .…STOW

If GPS PRIMARY not available:

NAV ACCY…………...……………….……….CHECK NAV ACCY……………………………..CHECK

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13.1.15 CAT I ILS Approach

PF PNF

Initial approach:

ENG MODE sel………………………..AS RQRD Approx 15 Nm from touchdown:

APPR PHASE……………………..……..ACTIVATE (or set Green Dot) POSITIONING……………………..…..MONITOR RADAR TILT………………………..……....ADJUST

NAV ACCY……………………….MONITOR

Intermediate/Final approach:

When cleared for ILS approach: APPR................................................................PRESS BOTH AP .....................................................ENGAGE

At green dot : FLAPS 1 ………………………………………..ORDER

FLAPS 1 ...............................................SELECT

S SPEED…………………………………………………CHECK or SET ** . FMA .........................................................ANNOUNCE LOC CAPTURE …………………………MONITOR G/S CAPTURE………………….................MONITOR

TCAS ...........................................TA or TA/RA FMA..................................................... CHECK

GO AROUND ALT ................................................................SET ** At 2000 feet AGL FLAPS 2 ………………..…………………ORDER

FLAPS 2 .............................................SELECT

F SPEED …………………………………CHECK or SET ** When FLAPS 2 LDG GEAR DOWN ........................................ORDER When L/G down, below VFE FLAPS 3…………………………………...…..ORDER When FLAPS 3, below VFE : FLAPS FULL ...................................................ORDER

LDG GEAR . ..........................SELECT DOWN AUTO BRAKE..................................CONFIRM GRND SPLRS ..........................................ARM EXTERIOR LIGHTS...................................SET FLAPS 3 ..............................................SELECT ECAM WHEEL PAGE .........................CHECK FLAPS FULL ......................................SELECT

VAPP ……………………………………………………CHECK or SET **

A/THR…………………... CHECK SPD or OFF WING A.ICE (if not required) .……….........OFF LDG MEMO……………..…CHECK NO BLUE CABIN CREW……………..…..………ADVISE

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LDG C/L ANNOUNCE ANY FMA MODIFICATION At DA+100 Ft At DA: CONTINUE OR GO-AROUND .............ANNOUNCE

FLT PARAMETERS ...............CHECK

Announce any deviation in excess of : V/S : 1000 feet/mn IAS : speed target + 10 kt ; VAPP – 5 knots LOC : 1/4 dot LOC GLIDE : 1 dot GS PITCH : 2.5° nose down 7.5°(for A321) / 10°(for A320) nose up BANK : 7°

100 ABOVE ……..MONITOR OR ANNOUNCE MINIMUM..............MONITOR OR ANNOUNCE

Note: ** PF for AUTO APPR, PNF for MAN APPR

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13.1.16 CAT II ILS Approach

CM1=PF CM2=PNF Apply standard techniques to be fully stabilized by FAF

At 350 Ft RA

Check ILS course on PFD Check ILS course on PFD

Announce “LAND” when displayed on PFD

Commence outside scanning Monitor flight instruments ONLY

Callout any warning/deviation At DH + 100 Ft

Monitor auto callout “HUNDRED ABOVE

At DH

Monitor auto callout “MINIMUM”

If external visual references are sufficient

Announce “CONTINUE” If Autoland is NOT performed

Disconnect AP and land manually Monitor auto callout or announce as appropriate:

200 Ft,100 Ft, 50 Ft, 30 Ft Retard thrust levers to IDLE 20 Ft – “RETARD”

If Autoland is performed

Monitor auto callout or announce as appropriate:

200 Ft 100 Ft 50 Ft

At 40 Ft RA Check “FLARE” on FMA and announce

At 30 Ft RA Monitor thrust reduction and flare by flight instrument Monitor auto callouts

At 10 Ft RA – Auto callout “RETARD” Retard thrust levers to IDLE Monitor engine parameters Monitor lateral guidance by external references

At TOUCH DOWN Check “ROLL OUT” on FMA and announce Select and control reverse thrust Check reverse GREEN and announce Announce “70 Kt” Disconnect AP at the end of Roll out (when leaving the RWY at the latest)

If external visual references are NOT sufficient Announce “GO-AROUND, FLAPS”

Apply standard Go-around procedure

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13.1.17 CAT III ILS Approach with DH


At 350 Ft RA


Announce “LAND” when displayed on PFD

Commence outside scanning Monitor flight instruments ONLY

Callout any warning/deviation At DH + 100 Ft

Monitor auto callout “HUNDRED ABOVE

At DH

Monitor auto callout “MINIMUM”

If external visual references are sufficient

Announce “CONTINUE” At 40 Ft RA

Check “FLARE” on FMA and announce At 30 Ft RA

Monitor thrust reduction and flare by flight instrument Monitor auto callouts At 10 Ft RA – Auto callout “RETARD”

Retard thrust levers to IDLE Monitor engine parameters Monitor lateral guidance by external references


If external visual references are NOT sufficient Announce “GO-AROUND, FLAPS”

Apply standard Go-around procedure

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13.1.18 CAT III ILS Approach without DH


At 350 Ft RA


Announce “LAND” when displayed on PFD Monitor flight instruments Callout any warning/deviation

At 100 Ft RA Announce “CONTINUE” if NO failure detected Monitor auto callout

At 40 Ft RA Check “FLARE” on FMA and announce

At 30 Ft RA Monitor thrust reduction and flare by flight instrument Monitor auto callouts

At 10 Ft RA – Auto callout “RETARD” Retard thrust levers to IDLE Monitor engine parameters Monitor lateral guidance by external references


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13.1.19 NON PRECISION APPROACH (MANAGED GUIDANCE)

(NON ILS APPROACH IN NAVIGATION DATA BASE AND NAVIGATION ACCURACY CHECKED POSITIVE)

PF PNF Initial approach:

ND MODE RANGE…..................…...ROSE VOR or ILS BIRD……………………………………………….….ON

ND MODE RANGE………………AS RQRD ENG MODE sel…………………..AS RQRD

Approx 15 Nm from touchdown:

APPR PHASE…………………………………..ACTIVATE (or set Green Dot) POSITIONING…………………………………..MONITORRADAR TILT……………………………………....ADJUST

NAV ACCY……………………….MONITOR

Intermediate/Final approach: When cleared for approach: APPR...................................................................PRESS At green dot : FLAPS 1 …………………………………….….ORDER

FLAPS 1 ...........................................SELECT

S SPEED…………………………………………………. CHECK or SET ** . FMA ...........................................................ANNOUNCE At S speed : FLAPS 2……………………………………..….ORDER

TCAS ......................................TA or TA/RA FMA ............................................... CHECK FLAPS 2 ……………….…………SELECT

F SPEED ………………………………………………… CHECK or SET ** When FLAPS 2: LDG GEAR DOWN ..........................................ORDER When L/G down, below VFE : FLAPS 3.............................................................ORDER When FLAPS 3, below VFE : FLAPS FULL ……………………………..…….ORDER

LDG GEAR .........................SELECT DOWN AUTO BRAKE...............................CONFIRM GRND SPLRS . .....................................ARM EXTERIOR LIGHTS...............................SET FLAPS 3 ...........................................SELECT ECAM WHEEL PAGE ......................CHECK . FLAPS FULL ....................................SELECT

VAPP……………………………………………CHECK or SET ** LDG C/L

A/THR…………….….CHECK SPEED or OFFWING A.ICE (if not required)……….….….OFFEXTERIOR LIGHTS……………………….SETLDG MEMO………………..CHECK NO BLUECABIN CREW………………………ADVISE

After the FAF:

FINAL APP………………………….......................CHECK

GO AROUND ALT………………………………………………..SET **

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POSITION/FLT PATH………...MONITOR ANNOUNCE ANY FMA MODIFICATION At MDA + 100 ft : At MDA/MDH CONTINUE OR GA .................ANNOUNCE

ALT/DME TABLE…………………..……...…........READ FLT PARAMETERS…………………….…….....CHECK

Announce any deviation in excess of : V/S :1000 ft/mn IAS : speed target + 10 kt ; VAPP –5kt PITCH : 2.5° nose down :7.5°(for A321) / 10°(for A320) nose up BANK : 7° COURSE : 1/2 dot or 2.5° (VOR) ; 5° (ADF)

ONE HUNDRED ABOVE…..MONITOR OR ANNOUNCE MINIMUM………….…..MONITOR OR ANNOUNCE

If required visual reference to continue the approach is achieved: AP (if ON)….………………….……………OFFFDs OFF..………………………….…..ORDER

FDs…..……………..…………………….…..SELECT OFF RWY TRACK…………………………………….…….SET


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13.1.20 NON PRECISION APPROACH (SELECTED GUIDANCE)

(NON ILS APPROACH NOT IN NAVIGATION DATA BASE OR NAVIGATION ACCURACY CHECKED NEGATIVE)

PF PNF

Initial approach:

ND MODE RANGE……........................ROSE VOR or ILSBIRD…………………………………………………..….ONTRACK……………………………………………..SELECT

ND MODE RANGE……………...…AS RQRDENG MODE sel…………….......…..AS RQRD.

Approx 15 Nm from touchdown:

APPR PHASE…………………………………..ACTIVATE (or set Green Dot) POSITIONING…………………………………..MONITORRADAR TILT……………………………………....ADJUST

NAV ACCY………………………….MONITOR

Intermediate/Final approach: At green dot : FLAPS1 …………………………………….……ORDER

FLAPS1 ...........................................SELECT

S SPEED……………………………………………. CHECK or SET ** . At S speed : FLAPS 2 ………………………………...............ORDER

TCAS ........................................TA.or.TA/RA FLAPS 2 ..........................................SELECT

F SPEED ……………………………………… CHECK or SET ** When FLAPS 2 LDG GEAR DOWN ....................................ORDER When L/G down, below VFE : FLAPS 3 ......................................................ORDER When FLAPS 3, below VFE FLAPS FULL…………………………….....ORDER

LDG GEAR ................................SELECT DOWN AUTO BRAKE .....................................CONFIRM GRND SPLRS ..............................................ARM EXTERIOR LIGHTS.......................................SET FLAPS 3 .................................................SELECT ECAM WHEEL PAGE .............................CHECK FLAPS FULL……………………..…......SELECT

VAPP…………………………………………………CHECK or SET ** LDG C/L

A/THR………………..CHECK SPEED or OFF WING A.ICE (if not required)………...……..OFF EXTERIOR LIGHTS…………......………….SET LDG MEMO………….………CHECK NO BLUE CABIN CREW………………...……..ADVISE

At the FAF: GA ALTITUDE………………………………..…..…SET ** FINAL APPROACH FPA…….……………………SET **

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POSITION/FLT PATH…………..MONITOR ANNOUNCE ANY FMA MODIFICATION At MDA + 100 ft : At MDA/MDH CONTINUE OR GA .................ANNOUNCE

ALT/DME TABLE……………..……………….…..READ FLT PARAMETERS…….…………….………...CHECK Announce any deviation in excess of :

V/S : 1000 ft/mn IAS : speed target + 10 kt ; VAPP –5kt PITCH : 2.5° nose down :7.5°(for A321)/10°(for A320) nose up BANK : 7° COURSE : 1/2 dot or 2.5° (VOR) ; 5° (ADF)

100 ABOVE ……………...MONITOR OR ANNOUNCE MINIMUM...........................MONITOR OR ANNOUNCE

If required visual reference to continue the approach is met: AP (if ON)….…………………............…OFF FDs OFF..…………………………...ORDER

FDs…..………………..…................……..SELECT OFF RWY TRACK………………….................………….SET


13.1.21 Landing

PF PNF

In stabilized approach, at approx 30Ft: FLARE………………………..........;...PERFORM THRUST LEVERS………………….…........IDLE

ATTITUDE………………….........;;;;;;;;;;..MONITOR

At touchdown: REVERSE……………….....................AS RQRD BRAKES..…………….................….....AS RQRD

CHRONOMETER………..………...………...START (When REV at IDLE) GRND SPLRS...……….….....CHECK/ ANNOUNCE REVERSERS……………......CHECK/ ANNOUNCE DECELERATION….…….…..CHECK/ ANNOUNCE

At 70 Kt IAS: REV (If not IDLE)………………………...….IDLE

70 Kt…………………………………...ANNOUNCE

At taxi speed: CM1 takes control for taxi

CM1 CM2

REVERSE……………………………...….STOW

Before 20 Kt:

AUTOBRK (if ON).……………...…DISENGAGE

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13.1.22 Go-around (with FD on)

PF PNF THRUST LEVERS …………………......…...TOGA ROTATION ……………….………....…PERFORM GO-AROUND …………………….….ANNOUNCE FMA …………………………………...ANNOUNCE LDG GEAR UP ……………………….…...ORDER At GA thrust red. altitude : THRUST LEVERS ………………………..…….CL At GA accel altitude : SPEED ……………………………….… MONITOR

FLAPS ……………….. ...RETRACT ONE STEP POSITIVE CLIMB ………………... ANNOUNCE LDG GEAR ………...……………… SELECT UP NAV or HDG ………………….……...... SELECT FLAPS .....................RETRACT ON SCHEDULE

13.1.23 Go-around (with FD Off)

PF PNF THRUST LEVERS ……………...………….. TOGA ROTATION …………………………15° OF PITCH GO-AROUND …………………..……ANNOUNCE LDG GEAR UP ………………………..…. ORDER At GA thrust red. altitude : THRUST LEVERS ………………..... KEEP TOGA

FLAPS ……….................RETRACT ONE STEP POSITIVE CLIMB …….................. ANNOUNCE LDG GEAR …………………….... SELECT UP BIRD (if ON)……………………….SELECT OFF

At GA accel altitude :

G DOT SPEED ………………………………………….. SELECT ** PITCH ………………………………..…… +10°/12° THRUST LEVERS …………………………..… .CL A/THR (if GA alt < 100 FEET) …………. ENGAGE AP (If OFF)………………………………..……...ON NAV or HDG ……………………………... SELECT OPEN CLIMB ……………………….……ENGAGE FMA ……………………………..…… ANNOUNCE

FDs …………………………………………… ON FLAPS …………… RETRACT ON SCHEDULE

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13.1.24 AFTER LANDING

CM1 CM2

When RWY vacated:

GRND SPOILERS…………………..…..DISARM (signal for CM2 to commence after landing items) AFTER LDG C/L

LANDING LIGHTS…………….……..RETRACT (on CM1 request or approval) STROBE LIGHT……………………..…....AUTO OTHER EXT LIGHTS………..…….…AS RQRD RADAR ……………………………… OFF/STBY PREDICTIVE WINDSHEAR………….….....OFF ENG MODE selector ……………….…… NORM FLAPS ……………………..……1 or RETRACT TCAS……………………….……SET on standby ATC…………………………………….AS RQRD ANTI ICE……………………………....AS RQRD BRAKE TEMP…………………..…….….CHECK FD, ILS p/b………………………….……..…OFF

When 3 minutes elapsed since reverse at IDLE:

“3 MIN ELAPSED”………...……….ANNOUNCE

If one engine taxi in procedure is applicable: “ENG MASTER 2 OFF”……………………ORDER

ENG MASTER 2…………CONFIRM and OFF Y ELEC PUMP …….……………..…………..ON

2 minutes before parking position:

APU START………….…………...….AS RQRD

When signal man or docking guidance lights insight and checked:

“TAXI LIGHTS OFF”.……………………....ORDER TAXI/RWY TURN OFF LIGHTS…….…..OFF

Approaching parking position: SLIDES DISARMING……………..……ORDER

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13.1.25 Parking

CM1 CM2

ACCU PRESS……………….….………...CHECK PARKING BRK…………….…………….…….ON GPU………………………….…………AS RQRD ENG MASTER 1, 2………………….……….OFF GROUND CONTACT ……………… ESTABLISH BEACON LT …………………………………. OFF OTHER EXTERIOR LIGHTS ……….. AS RQRD SEAT BELTS ………………………………….OFF PARKING BRK ………………………. AS RQRD DUs …………………………..……………… DIM PARKING C/L

ANTI ICE……………….…….……... OFF APU BLEED………….…………………….….ON PACKs………………………………. AS RQRD Y ELEC PUMP (if ON)…………….….……OFF SLIDES DISARMED…….…….………..CHECK ELAPSED TIME …………………………. STOP FUEL PUMPS ……………………………… OFF ATC …………………………… SET on standby IRS PERFORMANCE …………………CHECK FUEL QTY ……………………………… CHECK STATUS ………………………………... CHECK BRAKE FAN ……………………………….. OFF DUs …………………………………………..DIM

13.1.26 Securing the aircraft

CM1 CM2

PARKING BRK …………………....... CHECK ON ADIRS (1+2+3) ………………………........… OFF SECURING THE A/C C/L

OXY CREW SUPPLY ………………………OFF EXTERIOR LIGHTS ………………………. OFF MAINT BUS switch ………………..... AS RQRD APU BLEED ……………………………..... OFF APU MASTER switch ……………………... OFF EMER EXIT LIGHT ………………………... OFF NO SMOKING ……………………………... OFF EXT PWR ……………………………. AS RQRD BAT 1 + 2 …………………………………… OFF

A 320 Standards Operating Procedures Manual Vietnam Airlines

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Transcript of A 320 Standards Operating Procedures Manual Vietnam Airlines