Flight Training Departmentgwg62.com/data/fdx/ProIGBooklet.2019.05.pdf · Flight Training Department...

Flight Training DepartmentITU:

05/2019

Beta 02 - Geoffrey W. Greene

mailto:5133643%40fedex.com?subject=Pro%20IG%20Booklet


05/2019


ContentPro 1Pro 2Pro 3Pro 4Pro 5Pro 6Pro 7Pro 8Pro 1 Notes

h Preflight Organization h Interior Safety Check (PHB 2.2.2) h Power Application – APU (PHB 3.72 Supplementary Proce-dures) h Nest-Building h Taxi Fuel INIT B h Pre-departure briefings (PHB 2.5.1) h Normal ECAM indications after setup (technique): ASPEN hMemory hook for yaw dampers and GPWS test (technique): h Timing for Engine Warm-up h Before Start thru After Takeoff Checklists h Takeoff Flap Setting Management h Proper transfer of aircraft control to FO on takeoff (PHB 2.10.1, Takeoff Roll) h Split-speed takeoffs h Engine instrument monitoring

Pro 2 Notes h Route Interception h Defined Waypoints h VOR Radial Intetrcept h Profile and Non-Profile Takeoffs h Vertical Navigation h Cruise Altitude Change/Immediate Descent h Direct To Waypoints hManual Heading Change h New Route To h STAR and Approach h Approach Planning / Briefing h Profile Descent / 290 knot descent h Approach General h RNAV Departures h Traffic Pattern h Parallel Offset (FOM 11.31 En Route) h Strategic Mode Performance h Tactical Mode Performance h Vertical Revisions (speed / altitude / time constraints) h Holding h Secondary Flight Plan

Pro 3 Notes hMEL h Runway change (PHB 2.5.1 Briefings) h ECAM/QRH Procedures (QRH CI) h Split-speed Takeoffs h Immediate level off (PHB 2.12.1) h TCAS (QRH Flight Instruments 9-4-0-7) h 18,000 FT Flow h Arrival and Approach Planning and Briefing h Review Different Methods of Accomplishing a 290 Descent h Review Different Sources of Landing Data h Review Level-off/Cruise Items (Technique: FATCOW) h Review Thru-Flight Procedures (PHB 2.1.3) h Review Stabilized Approach h Slowing Prior to Descent at 10,000 FT h Time-saving Measure if Running Late

Pro 4 Notes h Engine Start with External Pneumatic Power h Cold Weather Operations h FMS Departures at KIND h Defined Runways h FMS Arrival Programming h Optimum Profile Descent (OPD) h ILS Approaches h Autobrakes hMissed Approach / Go-Around / Rejected Landing

Pro 5 Notes h Start Malfunctions – General h Approaches with Vertical Guidance h Summary of VNAV gotcha’s: h Hold-in-lieu of Procedure Turn

Pro 6 Notes h NDB Approach h VOR VNAV Approach h Summary of VNAV gotcha’s:

Pro 7 Notes h Arm Light or Start Switch Failure h ECAM Emergency/Abnormal Procedures h AC Bus 1 Off / AC Ess Bus Off

Pro 8 Notes h Slats Stuck h Non-standard Fuel h Brief Landing Data Sources:

Regulatory Elements Icon Description h Regulatory Elements - Ground h Regulatory Elements - Takeoff and Approach h Regulatory Elements - Operations and Procedures h Regulatory Elements - Maneuvers h Regulatory Elements - Emergency / Abnormals


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05/2019


ITU: Pro 1

3Issued 08.15.18

FDX1110 KMEM-KIND Spot 210

A/C ZFW FUEL ZCG TCG TGW V1 VR V2 FLX TRIM VAPP

300 255.9 27.5 22.6 25.3 283.4 144 145 147 +54 +0.5 ---

31S2 237.5 26.5 22.9 24.9 265.0 145 147 151 +54 +0.7 ---

MODULE 1 - Cockpit Setup Through TakeOff 1:50/1:50A) 1000/5 160/10 25/20 2995 18L (27 GS OTS)KMEM18L.NFOUR.VISQA.J29.PXV.RACYRx.KIND 5000

Query Exterior Safety CheckObserve/Instruct: Interior Safety Check.Demonstrate: Seat/Harness/Rudder Pedals PWR Application using APU then EXT PWR. (Both Crewmembers), Flight Deck Inspection, CA flight deck prep, FO Flight deck prep, EFB, FliteDeck Pro, APS, FMC Preflight, W&B.

Instruct:PDC/Dispatch Release Routing CheckFlight Plan CheckBriefings: Performance, FOM, DEP, T-Brief

@Engine StartBefore Start, Calls to MX, Pushback, Engine Start, After Start.

@Push “...push tail E”

@Taxi: (Ramp 130.8) “...taxi Spot 6W, GND .65”(Ground 121.65) “...taxi RWY 18L via V, Y, D, x27...”

Observe/Instruct: Before Takeoff Flow and Checklist

@TO (Profile) CM AInstruct:Engine instruments, FMA, Call-outs.

@5000 and cleanReposition for TO: crewmember B, TO and CLB to 5000.

Reset to “cold” EXT PWR not available.

MODULE 2 - Cockpit Setup Through TakeOff 2:00/4:00

BREAK :10/2:00

Repeat Module 1 CM B

EndLP - End



05/2019


ITU: Pro 2

4Issued 07.17.18

FDX1120 KMEM-KDFW Gate 253


300 253.7 34.9 22.6 24.9 288.0 146 146 149 +54 +0.6 ---

31S2 --- --- --- --- --- --- --- --- --- --- ---

MODULE 1 - Ground Operations 1:00/1:00A) 300/2 CALM 13/11 2992 36LKMEM36L.LIT.BYPx.DFW 5000

@SimfinityINST(Pro 2) & FO(Pro 2) KMEM GATE 253 [!Database Frozen]CA(Trainee) INST & CA should now be linked.

Flight Deck Inspection Flow, PWR Application, Setup FMS

@FMSLoad FP, Descent Wind(Mode), FROM/TO, CLR “Check Database Cycle”Init A & B, 36L for FPCheck, Check, CopyW&B (36L, 145, 145, 148)

@SimfinityFO “QUIT,” FO(Trainee) TAKEOFF 36LVerify SimHost-a300-xx match all stations.CA VC, FO VC. Deselect FLT FRZ

MODULE 3 - CRUISE/DES/APP/LND :30/1:55

MODULE 2 - Takeoff / Climb :25/1:25 A@TO “...RWY 36L, cleared for TO.”Discuss: FMA progression to LVL 5000’

@5000“...LT200, intercept the ELVISx Departure...”Instruct: FMS intercept logic (> 10NM, <10NM), HDG prior to selecting NAV.

“...climb & maintain 12,000” Instruct: FMA progression. PTHR PCLB, PSPD PCLB, PSPD PALT.

“...TL200, intercept J42 TXK BYP arrival, C&M 12000’”Instruct: RAW Data, PM does FMS, CLR STAR not Xtion, J-42=MEM 246 radial

“...C&M 14000 in LVL CH” Discuss FMS progression.“...C&M 16000 @ 2500 FPM VS & 280KIAS for spacing.”

“...RVSM capable?” (See FP/R Comment)“...accept FL380?”Instruct: MAX ALT = 1.2, OPT ALT = 1.4. Discuss 310 MAX ALT

“...LT230, intercept MON (Monticello 111.80) 260 degree radial, track outbound, expect direct BYP.” or“...LT200, intercept ELD (Eldorado 115.50) 080 degree radial, track inbound to ELD, direct TXK, rest of route unchanged.”

“...direct N3332.2/W09600.0, direct BYP, BYPx arrival.”“...accept FL280 as final?”“...C&M FL280, final.”“...C&M FL340.”

B) 300/2 200/15 15/11 2992 17C

@FL340 CA build & brief ILS 17C & STARDisplay charts on wall.

“...direct to BYP/040 Radial/20 mile fix. Expect direct BYP.”“...direct BYP.”Build 290 descent off “T/D”

@Simfinity (Option - Prior to descent FL340)“...direct KARLA, vectors ILS 17C”“...SHV is new alternate.”“...ETA @ 20NM E of KARLA?” (PD Waypoint. FLT PLN B distance column.)“...cross 20NM E of KARLA @ 11k, PD to 8k, 2992.”Instruct: Profile descent. FMA progression.“...begin descent @ 1000fpm.”Instruct: I/P in FMS. Next Page for range to intercept.“...cross COVIE @ 240kts.”“...after COVIE, D&M 5k.” Instruct: “arrows”“...@LEMYN, HDG 260, vectors ILS 17C...”Instruct: “Clean up FMS”, CAT I ILS w/AUTOLAND.

@Simfinity (BASE LEG 17C)Instruct: RNAV/GPS 17C. Vector box pattern, watch speeds.@1500AGL select “VSIMLAND” on “CTRL” panel. A/P disconnect and A/C will continue to LND. FLT FREEZE after LND. Reposition DFW Gate 6. FO “Quit” > “PRO 2” > Gate 6 setup.BREAK :10/2:05



05/2019


ITU: Pro 2

5Issued 07.17.18

FDX2120 KDFW-KMEM Gate 6


300 269.8 32.1 22.8 25.1 301.3 150 150 152 +54 +0.5 ---

31S2 --- --- --- --- --- --- --- --- --- --- ---

MODULE 1 - Ground Operations 1:00/3:05B) 300/2 200/15 15/11 2992 17CKDFW.17C.DALLx.ELD.UJMx.MEM36R 10000

@SimfinityCA(Trainee) + INST(Pro 2) (File>Send Simhost to CA) FO(Pro 2)KDFW GATE 6 [!Database Frozen]

Flight Deck Inspection Flow, PWR Application, Setup FMS

@FMSLoad FP, Descent Wind(Mode), FROM/TO, CLR “Check Database Cycle”Init A & B, 17G for FPCheck, Check, CopyW&B (17G, 138, 138, 141)

@SimfinityFO “QUIT”(File>Send Simhost to FO) FO(Trainee) TAKEOFF 17CVerify SimHost-a300-xx match all stations.CA VC, FO VC. Deselect FLT FRZ

MODULE 3 - CRZ/DES/APP :25/3:55 A&B

MODULE 2 - Takeoff / Climb :25/3:30 A@TO (Non-Profile, A & B)“...RWY 17C, cleared for TO.”Discuss: When to return to Profile. FMA progression.

@10000“...HDG 050, intercept the DALLx...”Instruct: FMS intercept logic (> 10NM, <10NM), HDG prior to selecting NAV.

“...C&M FL220, expedite through 16k” (TACT-MAX CLB)“...C&M FL220, normal speed” (TACT-ECON) “...direct UIM(Quitman), hold as published, EFC:”Instruct: Database Hold UIM/050 Inbound/R/1.5min>14k. LIMIT GMT/FUEL, TRIP, ALTN/FUEL, IMM EXIT. Present Position Hold.

“...direct ELD, C&M FL240 @ 4000 FPM VSI”“...C&M FL330, maintain 310 kts or less for spacing.”Instruct: TACT Mode Phase of flight transitioning to cruise.

“...offset 5, SE of course”“...resume...”

“...RT090, intercept SWB(Sawmill 113.75) 020R, outbound to 75nm, expect direct ELD” or“...RT120, intercept EID(Belcher 117.40) 088R, outbound to 35nm, expect direct ELD”

“...direct ELD, expect UJMx arrival, ELD transition to MEM”“...climb to FL390?”“...descend NOW & maintain FL310”Observe: IMM DES, PROG - cruise ALT“...HDG330, intercept LIT 220R LIT. LIT.UJM(Marvell), cross UJM @ 10k, join UJM arrival landing North. 2992, 36L”

A) 300/2 050/10 13/11 2992 ILS36L

@Simfinity (Option - Prior to descent FL310)

“...cross Tammy @ 10k, 230kts”Instruct: 290kts in descent using T/D vertical revision. SPD LIM pseudo-waypoint shows 250kts @ 10k, but TACT MODE overrides speeds below 10k (i.e., still shows 290kts)

“...direct FREAZ, D&M 4k”Instruct: loss of ALT constraints but not speed constraint.Return to ECON on TACT MODE.Provide vectors for ILS 36L. “Clean up the FMS” CLR to LND

Select: BASE LEG 36L setup. (CAT I, then LOC36L)

Demo: VNAV LOC36L @1500’ AGL, select “VSIMLAND” on “CTRL” panel. When A/P is disconnected, A/C will continue to current flight path to LDG. Discuss FMA progression to LDG.

Quit Simfinity

END


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05/2019


ITU: Pro 3

6Issued 05.15.19

FDX1130 KMEM-KIND Spot 210 (Single CB popped, Windshield Wipers ON)


300 255.9 27.9 22.6 25.3 292.9 141 145 148 +54 +0.5 ---

31S2 237.5 27.0 25.3 27.4 263.6 142 147 151 +54 +0.6 ---

MODULE 1 - Ground Operations 1:00/1:00A) 1000/5 220/10 25/11 2995 18L (27 GS OTS)MEM.18L.ELVISx.NFOUR VISQA.PXV.EMBRR.SMUKEx.IND 5000

Observe: Interior Safety Check, Inspections, Briefs, FMS and iPAD. Place Fuel Summary on FO’s yoke. Plan 27, 18L backup.@Before Eng Start: Provide New W&B

@Taxi: (Ramp 130.8) “...taxi Spot 6W, GND .65”(Ground 121.65) “...taxi RWY 18L via V, Y, D, x27...”Instruct: RWY Change, Before TO Checklist, LTAET.

Slat SYS Fault (Remove Fault when C/B pulled)QRH/MEL 27-86-01-A(Tower 119.7) “...advise when ready”@T/O: “...line up and wait...”

MODULE 4 - APP/LND :15/1:55

MODULE 2 - TO/Climb A :25/1:25@T/O: Fly 210/1500’

(Departure 124.15) “...Fly 030, direct VISQA, C&M 11k”

@8500“...level 9k for traffic...”TCAS TA, TCAS RAObserve: Proper response to TCAS, re-automate A/C.

“...climb & maintain FL220” “...maintain 300 kts till FL200”“...maintain FL240”Instruct: FACT CROW

MODULE 3 - Cruise/Descent :15/1:40“...LT360, intercept CGI(Cape Girardeau) R-050, track out-bound...”“...direct PXV R-220/30nm fix, PXV, FPR”“...cross 10nm SW of PXV @ FL200”“...change ALT to KORD”“...direct RACYR, RACYR arrival to KIND”

F) 200/.5 100/10 15/11 2985 RVR 05R 1800 ILS 05R

(Center 123.45): @T/D“...cross IIUUU @ 5k/250, 2985.”Instruct: 290 descent using FMS TACT MODE PHB 2.14Observe: App & STAR brief, FMS, In Range Checklist.

@11k“...contact INDY APP 119.3”Provide vectors to ILS 05RAllow FTD to Autoland.After Landing Checklist, through flight shutdown.Provide Post Flight Fuel summary on ACARS

Reposition to KMEM 18L

BREAK :10/2:05Weights Leg 2

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05/2019


ITU: Pro 3

7Issued 05.15.19



300 255.9 27.9 22.6 25.3 282.9 141 145 148 +54 +0.5 ---

31S2 237.5 27.0 25.3 27.4 263.6 142 147 151 +54 +0.6 ---

MODULE 1 - Ground Operations :40/2:45A) 1000/5 220/10 25/11 2995 18L (27 GS OTS)KMEM.18L.ELVISx.NFOUR.VISQA.PXV.EMBRR.SMUKEx.KIND 5000

Observe: Interior Safety Check, Through Flight, Checks, In-spections, Briefs, FMS and iPAD. Plan 27, 18L as backup.@Eng Start: Quick Start

@Taxi: (Ramp 131.5) “...taxi Spot 6W, GND 121.65”(Ground 121.65) “...RWY 18L, taxi V, Y, D, x27”Observe: Checklist

Insert GEN 1 Differential FaultRemove malfunction when GEN 1 selected OFF. No MEL.FOM 4.13: record irregularity in the AML before end of flight.“...monitor TWR 119.7”


MODULE 2 - TO/Climb B :25/3:10@T/O: Fly 120/1500’

(Departure 124.15) “...Fly 030, direct VISQA, C&M 11k”

@8500“...level 9k for traffic...”TCAS TA, TCAS RAObserve: Proper response to TCAS, re-automate A/C.

“...climb & maintain FL220” “...maintain 300 kts till FL200”“...maintain FL240”Instruct: FACT CROW

MODULE 3 - Cruise/Descent :15/3:25“...LT360, intercept CGI(Cape Girardeau) R-050, track out-bound...”“...direct PXV R-220/30nm fix, PXV, FPR”“...cross 10nm SW of PXV @ FL200”“...change ALT to KORD”“...direct RACYR, SMUKEx arrival to KIND”

F) 200/.5 100/10 15/11 2985 RVR 05R 1800 ILS 05R

(Center 123.45): @T/D“...cross IIUUU @ 5k/250, 2985.”Instruct: 290 descent using FMS TACT MODE PHB 2.14Observe: App & STAR brief, FMS, In Range Checklist.

@11k“...contact INDY APP 119.3”Provide vectors to ILS 05RAllow FTD to Autoland.After Landing Checklist.Insert APU Fire when ON light extinguishes

Instruct: Auto Shutdown/extinguisher operation on GND.

Full Shutdown.

ENDLP > End

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05/2019


ITU: Pro 4

8Issued 07.17.18

FDX1140 KMEM-KIND Spot 210 (Wx Radar ON, BRK-ALTN/ON, MEL 36-12-04 APU Bleed Inop.)


300 255.9 27.5 22.6 25.3 282.5 123 143 147 --- +0.5 ---

31S2 237.5 26.5 25.3 27.4 263.1 123 145 151 --- +0.7 ---

MODULE 1 - Ground Operations 1:00/1:00A) 300/.25 220/10 05/00 2995 18L (27 GS OTS) .25 Patchy SlushMEM.18L.CRSONx.HUMMS.TINGS.J29.PXV.RACYRx.KIND 5000Insert APU Bleed Valve Fail ClosedObserve: Through Flight, Checks, Inspections, Briefs, FMS and iPAD. Plan 18L, 27 as backup.Instruct: APS .25” slush. EFB Quick Access FOM/CDPCL Pages.Use GND air to start #2. Crossbleed #1.@After Start“...pushback tail west RWY27”Observe: Runway change.“...taxi 5W, GND 121.0”(MEM GND) “...taxi up to and hold short 27, TWR 118.3 when ready”Insert Wing Anti-Ice Fault


MODULE 2 - TO/Climb B :25/1:25@T/O “...cleared for TO, RT 360”Observe: 60%N1Instruct: How to regain wing anti-ice.“...RT 050, direct HUMMS, C&M 11k”@9000“...reduce rate of climb for traffic”Insert TCAS RAObserve/Instruct: TCAS response, re-automation.“...C&M FL220, final”“...cross PXV no earlier than (ETA+5)”Instruct: Time constraint in FMS. Won’t work until CRUISE Alt.“...offset 5 miles E of course”

MODULE 3 - Cruise/Descent :15/1:40“...LT 010, intercept the FAM R-040 & track outbound...”“...direct PXV, FPR”“...can you climb to FL390?”“...cross 10nm SW of PXV @ FL200Observe: PD Waypoint, altitude constraints during descent.“...direct RACYR, SMUKE arrival to KIND...05L, 05R”

F) 500/⅛SM 060/10 02/-03 2985 ILS05R Gate:84 GND PWRR05L RVR 800/INOP/1000R05R RVR 800/600/600Observe: STAR & APP, briefings, APS, CA - CAT III, 290kts DES@T/D“...cross RACYR @ 12k/250. Cross IIUUU @ 5k/210, 2985”@11k“...contact APP 119.3”Provide vectors to ILS final.Observe/Instruct: ILS, Autoland Test.@1500’RAInsert A/P disconnect (FD OK). Remove. (For FO-FO don’t remove).

@300’RAInsert A/P disconnect (FD OK). Now CAT II.FO-FO - full stop. Note: Leave malf for following CAT II APP.Observe/Instruct: Go-AroundFO-FO - Repo 3nm final for CAT I to GA.

@GAProvide vectors to RWY 05R. ATIS G.G) 500/.25 060/10 02/-03 2985R05L RVR 1000/INOP/INOPR05R RVR 1400/INOP/1000

(Reposition for time)CA - CAT II, RWY 05RObserve/Instruct: Autoland Test, FMAs.Land, set brake, After Landing Checklist.Through flight shutdown.Reset KIND 23L.

BREAK :10/2:05LP > Weights > Leg 2


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05/2019


ITU: Pro 4

9Issued 07.17.18

FDX2140 KIND-KMEM Spot 81 (Engine ANTI-ICE ON)


300 278.0 29.2 22.2 24.7 307.6 150 151 154 +53 +0.6 ---

31S2 237.5 27.3 20.4 22.3 264.8 147 147 151 +53 +1.9 ---

MODULE 1 - Ground Operations :40/2:45J) 1000/1 320/10 03/-02 2992 23L (23L GS OTS. 14, 23R CLSD)IND.23L.DAWNNx.BWG.BLUZZx.MEM 5000

Observe: Through Flight. Checks, Inspections, Briefs, FMS and iPAD.

@Taxi: (Ramp 130.8) “...taxi Point 2, GND 121.9”“...RWY 23L, taxi D, D1. TWR 120.9 @ D1”


MODULE 2 - TO/Climb A :25/3:10@T/O: Fly 210.Observe/Instruct: 60%N1. Turn @ 2.3 DME IFVJ.“...contact DEP 119.05”

(Departure 119.05)“...join DAWNN, C&M 10k”“...reduce rate of climb...”Insert TCAS RAObserve/Instruct: RA and re-automation.“...C&M FL230, final...”“...offset 5nm W for traffic”

MODULE 3 - Cruise/Descent :20/3:30@FL230“...LT 170, intercept the Louisville (IIU) R-240 & track out-bound...”or“...LT 170, intercept the Marion (MWA) R-080 & track inbound”@Intercept “...direct BWG, FPR”

Change ALT to KBUB. Instruct: FUEL PREDICT page.KBUB WX, 2000/4 340/05 20/15 2995, BURN 2500, ETE: +15KBUB N3522.6/W09041.1 RW01L 10,5k, CRS 012 ELEV 453

Insert Blue HYD Pump FAILInstruct: ECAM/QRH protocol. Return to KIND. (ACARS).“...direct IIUUU, discretion to 5k, 2992”

K) OVC001 1/2SM FG 320/05 03/-02 2992 R05L RVR 1000/INOP/400R05R RVR 1800/INOP/1000

@11k“...contact IND APP 119.3”Instruct/Observe: APP briefing, RVR<4000 Taxi, 290 descent, CAT I ILS, GA @ DH.

L) 100/.25 320/05 03/-02 2992 05L & 05RR05L RVR 800/600/600R05R RVR 800/600/600

Instruct/Observe: CAT III.Insert ILS Rollout Failure

Full Shutdown.

ENDLP > End


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05/2019


ITU: Pro 5

10Issued 07.25.18

FDX1150 KIND-KMEM Spot 81 (Eng Oil Low, N1 bugs manual)


300 268.5 41.0 23.4 25.1 308.9 146 152 154 +53 +0.6 ---

31S2 236.9 38.5 21.2 23.0 274.8 149 150 154 +53 +1.8 ---

MODULE 1 - Ground Operations 1:00/1:00W) 800/3 310/10 20/17 2975 23L (23L GS OTS)IND.23L.DAWNNx.MYS.ZOKER.MONAAx.MEM 5000

Observe: Checks, Inspections, Briefs, FMS and iPAD.@Eng Start: HOT START #2 (AML IAW FOM 4.13)

@Taxi: (Ramp 130.8) “...taxi Point 2, ground .9”(Ground 121.9) “...taxi RWY 23L via D, D1, monitor tower...”(Tower 120.9) “...advise when ready”@T/O: “...line up and wait...”

MODULE 2 - TO/Climb A/B :25/1:25@T/O: (Non-profile T/O) Fly 210/2500’

(Departure 119.05) Climb 10k, direct DAWNN

@10,000 Contact Center(Center 123.45) “...cross 20 miles N of MYS @ FL240 for traffic. FL240 final.”Observe: PROG Alt. GOC if cruise alt changes >4000.

@20 N BWG“...climb & maintain FL260” (Discuss RVSM)“...what is your optimum altitude for cruise?”“...maintain FL260”

MODULE 3 - Cruise/Descent :15/1:40“...for spacing maintain Mach 0.75” (TACT MODE)@FL260 Contact Center(Center 123.45): “...cleared direct TYMMY, resume normal speed” (GSx2)

@40NM from TYMMY“...slow to 280 knots for spacing” (TACT MODE)“...bearing & distance to Cape Girardeau (CGI) VOR?”“...flow into MEM, direct TYMMY hold as published, EFC:...”Observe: FMS will give a “DECELERATE” alert because TACT is set to 280. Return to ECON mode.TYMMY Hold: 225 inbound, Left turns, 15NM legs.

MODULE 4 - APP/LND :15/1:55MEM GS Failure 27B) 800/.75 180/10 15/08 2975 R27RVR40 TSTMS SE MOVG E

(Center 123.45): “...descend & maintain 10k, MEM 29.75”

Observe: App & STAR brief, FMS, fly over point, VNAV for LOC,planning, NON-ILS-VNAV, In Range Checklist, Radar.

@Depart Hold“...cleared direct COVIM, descend & maintain 5k, MEM 29.75”

@10,000“...contact MEM Approach 125.8”(Approach 125.8): “...direct COVIM, descend & maintain 2,500. Bravo is current, 29.75”

^ prior to COVIM“...cleared ILS 27 GS OTS, contact MEM TWR 118.3 @ COVIM”

Observe: Checklists: Approach & Before Landing(Tower 118.3): “...winds 180/10, RWY 27, Cleared to Land”Approaching DDA “...GA, fly published missed, contact 125.8”Observe: Missed approach.___________________________CM:B (switch seats if necessary)Recall SnapshotBuild approach ILS 27 GS OTS and fly to missed.

Reposition to KMEM 18LAfter Landing Checklist, through flight shutdown.


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05/2019


ITU: Pro 5

11Issued 07.25.18



300 255.9 27.8 22.6 25.3 283.1 142 145 148 +54 +0.5 ---

31S2 237.5 27.1 25.3 27.4 264.0 143 147 151 +53 +0.6 ---

MODULE 1 - Ground Operations 1:00/2:55C) 800/3 220/10 18/15 2975 18L (27 GS OTS)MEM.18L.CRSONx.HUMMS.PXV.EMBRR.SMUKEx.IND 5000

Observe: Checks, Flight Deck Inspection, Briefs, FMS and iPAD.@Eng Start: HUNG START #2 (AML IAW FOM 4.13)

@Taxi: (Ramp 131.5) “...taxi Spot 6W, ground .9”(Ground 121.9) “...taxi RWY 18L, via V, Y, D, x27, tower @D”(Tower 119.7) “...advise when ready”

MODULE 2 - TO/Climb B/A :25/3:20@T/O: (Non-profile T/O) RNAV RIBZZ @ 2000’

“...contact departure 124.15”(Departure 124.15) “...radar contact. Climb and maintain 10k”

@10,000“...contact MEM center on 126.7”(Center 126.7) “...climb & maintain 17000”

MODULE 3 - Cruise/Descent :15/3:35@17000 (Provide ACARS to return)“...turn right heading 180, direct COVIM. D&M 5k. ATIS D 29.75”“...for flow into MEM, direct COVIM intersection, hold east as published, EFC:”

RNAV (GPS) 27D) 800/3 220/10 18/15 2975 RNAV 27 (27 GS OTS) Observe: Des/App planning, briefing, STAR, APS, In range.

@Holding

^ prior to COVIM - Single GPS Failure“...contact approach 119.1”

MODULE 4 - APP/LND :25/4:00(Approach 119.1) “...cross COVIM @ 3k, cleared RNAV 27, contact MEM TWR 119.7 @ COVIM”

Observe: Checklists: Approach & Before LandingInstruct: GPS Faults - 2 required to accept APP, after estab-lished only 1 is required to complete the APP

Second GPS Failure - DiscussRemove Faults

Observe: Altimeter cross-check:Have PM change altimeter to a higher or lower setting, notice the VDEV indication changes on the ND, PROG page, and APP page. Reset ALT.

(Tower 119.7) “...winds 220/10, cleared to land”

@DAGA, fly published missed, contact departure 125.8.

Observe: Missed approach.___________________________CM:A (switch seats if necessary)Recall SnapshotBuild approach GPS 27 and fly to missed.

Reposition to KMEM 27After Landing Checklist, full flight shutdown.

End

LP - End


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05/2019


ITU: Pro 6

12Issued 08.15.18

FDX1160 KSLC-KBOI Spot 02


300 272.5 43.5 22.4 25.0 315.4 136 154 155 --- +0.8 ---

31S2 232.5 38.5 22.9 24.3 270.4 136 149 153 --- +1.4 ---

MODULE 1 - Ground Operations 1:00/1:00W) 800/3 180/10 05/01 2975 16L (16L GS OTS) .25 PATCHY SLUSH 16L, 16R CC 2/2/3 BA=MED TO POORSLC.16L DEZRTx.DEZRT.BAM.REO.RENOL..BOI 10000

Observe: Checks, Inspections, Briefs, FMS and iPAD.@Eng Start: IGN FAIL #2 (Provide MEL)@After Start: New W&B@Taxi: (Ramp 131.92) (Ground 123.77) “...RWY 16L, H, H13”(Tower 119.05) “...advise when ready”@T/O: “...line up and wait...”

MODULE 2 - TO/Climb B/A :25/1:25@T/O: (Non-profile T/O) RWY HDG, 16L

(Departure 126.25) “...RT 300, direct DURCH, via DEZRTx SID”(DEP) “Contact SL Center 119.75”

(Center 119.75) “...cross 10 west of DEZRT @ 16k for traffic. Climb FL220 - final”

@20 E TIPTN“...can you climb to FL380?” “...climb & maintain FL260”

Observe: TACT MODE constraint changes with flight mode.

MODULE 3 - Cruise/Descent :15/1:40“...for spacing maintain Mach 0.75” (TACT MODE)

@FL260 “...cleared direct BROPH, SPUUD TWO Arrival, re-sume normal speed”“...for spacing cross BROPH not earlier than (BROPH+10)”“...time constraint deleted. Hold @ BROPH inbound course, LT, 10nm legs, EFC:+20”

MODULE 4 - APP/LND :15/1:55TSTMS S of BOIB) 1200/3 010/10 01/-05 2975 LOC 10R TSTMS S MOVG S.25 WET SNOW 10R CC 3/3/3 100PRCT

Observe: Use of RCC values@80 from REO(Center 119.75): “...cleared DSC SPUUD ARR, BOI 29.75”

@ELUMY“...conact BIG SKY app on 119.6”(App 119.6)”...maintain hdg 280, vectors LOC 10R, D&M 4400’”

^ prior to Final“...intercept the LOC inbound, cleared LOC 10R, contact TWR @ SITSE 118.1”

Observe: Checklists: Approach & Before Landing. Non-Precision V/S Approach.(Tower 118.1): “...winds 010/10, RWY 10R, Cleared to Land”Approaching DDA “...GA, fly published missed, contact 119.6”TSTMS can activate Windshear on GA

Observe: MA using HDG SEL.Reposition to KBOI 10L, after LND, through flight shutdown



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05/2019


ITU: Pro 6

13Issued 08.15.18

FDX2160 KBOI-KSLC Spot 08


300 254.8 29.6 22.4 24.8 283.7 145 146 148 +47 +0.6 ---

31S2 235.8 28.3 22.9 24.3 263.7 146 147 151 +48 +1.4 ---

MODULE 1 - Ground Operations 1:00/2:55C) 1000/3 010/10 10/08 2975 10L (10R GS OTS)BOI.10L.TWF.MLD.BEARRx.OGD..SLC 12000Setup cockpit up to Before Start ChecklistObserve: RWY change. Checks, Inspections, Briefs, FMS and iPAD.@Eng Start: Start Valve Stuck #2(MEL 80-13-01-A (A300), MEL 80-13-01-C (310), QRH)Observe: Comm w/MX @ #2 pylon.Remove malf when CA calls “Start Valve Open”Observe: PDM Flow Chart. Flag item requires sign-off.Quick start #1

@Taxi: (Ground 121.7) “...taxi RWY 10L, via D, A, tower 118.1”(Tower 118.1) “...advise when ready”@T/O: “...line up and wait”

MODULE 2 - TO/Climb B/A :25/3:20@T/O: (Non-Profile T/O) Climb 9000’Insert L/G Lever Interlocked Malfunction“...contact departure 119.6”

(Departure 119.6) “...radar contact. Climb and maintain 12k, direct TWF (Twin Falls)”

@10,000“...contact SLC center on 119.75”(Center 119.75) “...cross 20 NW of TWF @ FL190, C&M FL230”

@16,000 Maintain FL230 for traffic.

MODULE 3 - Cruise/Descent :15/3:35@18000 (Provide ACARS to return)“...turn right heading 310, direct BOI. D&M 10k. ATIS D 29.75, VOR DME 10L”“...hold S BOI 180, LT, 5nm Legs, EFC”@Hold “...cleared direct HMISH for VOR DME 10L”

MODULE 4 - APP/LND :25/4:00VOR DME 10LD) 1200/3 010/10 10/08 2975 VOR DME 10L (ILS 10R OTS) Observe: Des/App planning, briefing, STAR, APS, In range.

“...contact APP 119.6”TSTMS SE MOVG S(Approach 119.6) “...direct HMISH, descend 5k, cleared VOR DME 10L, TWR @ YARUL, arcing APP...”

^ prior to finalObserve: Checklists: Approach & Before LandingNon-Precision V/S Approach.(Tower 119.7) “...winds 010/10, cleared to land”

@DDAGA, fly published missed, contact departure 119.6.

TSTMS can activate Windshear on GAObserve: Missed approach.

Reposition to T/OAfter Landing Checklist, full flight shutdown.Observe: Post Flight

End

LP - EndDeactivate storm clouds.


NL


05/2019


ITU: Pro 7

14Issued 07.02.18

FDX1170 KMEM-KDFW Spot 211


300 254.8 34.8 22.6 25.0 289.1 138 146 149 +54 +0.6 ---

31S2 235.8 33.5 21.2 22.8 268.8 137 148 153 +53 +1.8 ---

MODULE 1 - Ground Operations 1:00/1:00A) 2000/3 180/10 25/23 2975 27 (18L GS OTS)KMEM27. CHILDRx.ANSWA.LIT.WILBRx.KDFW 5000

Observe: Climb gradients, Checks, Inspections, Briefs, FMS and iPAD.

@Eng Start: Start Push Button Fails to Hold #2 (Provide MEL)

@Taxi: (Ramp 131.5) “...taxi Spot 5W, Ground 121.0”(Ground 121.0) “...RWY 27, Monitor TWR 118.3”(Tower 118.3) “...advise when ready”

@T/O: “...line up and wait...”

MODULE 4 - APP/LND :25/2:05B) OVC001 .25 SM FG CALM 25/25 2977 (18L GS OTS)17C 1200/INOP/100017R 1000/800/INOP

Build and Brief CATII, discuss option CATIII(Approach 133.52) “...depart BRDJE 240, vectors 17C, 2977”

@240 “...cleared direct BOSSI, D&M 5k”@BOSSI “...cross BOSSI @ 5k, cleared ILS 17C...”@ZINGG “...contact TWR 126.55”Observe: Checklists: Approach & Before Landing(TWR 126.55) “...cleared to land, RVR 1100/INOP/800”

@400’ “...GA, contact APP 133.52”Observe: Missed approach.(APP 133.52)“...C&M 5k, ATIS C current, ILS17C, RVR 800/800/600”

C) OVC001 .25 SM FG CALM 25/25 2977 (18L GS OTS)17C 800/800/60017R 1000/INOP/INOP

@ 5kReposition to 6nm finalBuild and Brief ILS 17C (CATIII)

(Tower 126.55) “...winds CALM, cleared to land, RVR 800/800/600”

@Autoland“...exit Mike 5, GND 121.65 when clear”

Reposition to T/O 17CAfter Landing Checklist, through flight shutdown.

MODULE 2 - TO/Climb A :25/1:25@T/O: Cleared.(Departure 124.65) Climb 10k

@8,000 Contact Center 119.9(Center 119.9) “...direct LIT, C&M FL240”“...bearing & distance ELD?“...can you maintain FL390?”“...maintain FL260, final...”Observe: PROG Alt. GOC if cruise alt changes >4000.

MODULE 3 - Cruise/Descent :15/1:40@LIT Contact Center 125.6

(Center 125.6): “...LT230. Intercept TXK 290 radial outbound to 50 DME, expect direct BYP and the WILBRx arrival” @After VOR intercept“...direct BYP, WILBRx arrival...mach 0.78” (Tact Mode)

@50nm TD Normal Speed

@TD“...cross BRDJE @ 11k 250K, 29.77, contact APP 133.52”


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05/2019


ITU: Pro 7

15Issued 07.02.18

FDX2170 KDFW-KMEM Spot 06


300 281.9 25.9 22.9 25.7 307.8 152 152 154 +53 +0.6 ---

31S2 237.5 24.1 21.2 23.6 260.7 146 146 150 +53 +1.6 ---

MODULE 1 - Ground Operations :50/3:05D) 200/1 160/10 25/25 2977 17C KDFW..FORCKx.ELD.HOBRKx.KMEM 10000

Observe: RWY change. Checks, Inspections, Briefs, FMS and iPAD.@Eng Start: Quick Start both ENG

@Taxi: (Ground 121.65) “...taxi RWY 17C, N, Y, x13L, TWR @ Y”(Tower 126.55) “...advise when ready”@T/O: “...line up and wait”

MODULE 4 - APP/LND :15/4:00(Approach 119.6) “...RT350, vectors ILS 17C, D&M 3k, 2977”

@abeam PENNY“...LT 260”Continue vectors, contact TWR 126.55

(Tower 126.55) Cleared to land

@AutolandObserve: Checklists: Approach & Before Landing

Reposition 6 mile final.Autopilot Disconnect (FD OK)Observe: CATII17C RVR 1000/INOP/600

(Tower 126.55) “...winds CALM, cleared to land”

@300RAGA, fly published missed, contact departure 123.8.Observe: Missed approach.“...climb 5k, state intentions...”

Reposition to 6nm final - flight freezeAC BUS 1 OFF

Observe: HF, ECAM, QRH, OVRD SUPPLY 1 - ON, Required Equipment List, (A/C now CATI - No CA window heat)NOTE: Autothrottles are inoperative

Fly CATI to GA

After Landing Checklist, full flight shutdown @ Gate.

MODULE 2 - TO/Climb B :25/3:30 @T/O: Climb 10k

“...contact departure 118.55”(Departure 118.55) “...radar contact. Climb and maintain 10k”

@TREXX“...Direct FORCK...”“...contact center 123.8”(Center 123.8) “...C&M 15k”

@10000 Provide ACARS to return

MODULE 3 - Cruise/Descent :15/3:45@FORCK“...turn right heading 270, direct Cowboy (CVE) VOR”“...D&M 6k, ATIS E, 2977”

@10k“...contact APP 133.52”E) OVC001/.75 CALM 25/25 2977 ILC 17C17C RVR 900/700/70017R RVR 1000/INOP/700 Observe: Des/App planning, briefing, STAR, APS, In range. CATIII(Approach 133.52) “...hold E of CVE, 090, L, 10nm legs, EFC:”

EndLP - End



05/2019


ITU: Pro 8

16Issued 07.17.18

FDX1180 KDFW-KMEM Gate 06 (500lbs in center tank, MEL: #2 Yaw Damp INOP, Wx Radar - ON, Pull C/B)


300 281.9 26.4 22.9 25.7 307.8 151 151 154 +53 +0.6 ---

31S2 237.5 24.1 21.2 23.6 260.7 146 146 150 +53 +1.6 ---

MODULE 1 - Ground Operations 1:00/1:00D) 1200/4 160/10 35/27 2997 17R DFW.17R.FORCKx.FORCK ELD HOBRKx MEM 10000

Instruct: FUEL switch to DEACT. * next to ZFW for non-stan-dard fuel loads. CAT 2 w/ Yaw #2 INOP.Observe: Checks, Inspections, Briefs, FMS and iPAD.

@Eng Start: APU OVERTEMP w/#2 @ 50% N2 Provide MELStart #1 using Crossbleed QRH.

@Taxi: (GND 121.65) “...RWY 17R, via N, Y, x13L, short of 17C”(TWR 126.55) “...RWY 17R, x17C, advise when ready”@T/O: “...line up and wait...”

MODULE 2 - TO/Climb B :25/1:25@T/O: RNAV to TREXX, 17RAuto Fuel Feed Fault (Slat/Flap 0/0)Remove fault when fuel pumps off.(DEP 118.55) “...reduce rate of climb”TCAS RA“...climb FL190”“...cross HANUH @ or below 17k”“...280kts till HANUH”

MODULE 3 - Cruise/Descent :15/1:40POS FRZ stay near HANUH@FL190 “...R080 intercept the PRX 130 radial, track outbound. Further clearance to follow” (Alt - TXK 210 radial outbound.)“...can you accept FL340?”

@Direct return to DFW “...contact APP 125.2”(APP 125.2) “...direct Cowboy (CVE), expect RNAV (GPS) Y RWY 31L, discretion to 10k, DFW 29.97”

MODULE 4 - APP/LND :15/1:55TSTMS S MOVG SEE) 700/3 220/10 35/27 2997 RNAV31L

@20 E of CVE (APP 125.2): “...descend 3k” Vectors to NKORT

@NKORT“...cleared for RNAV 31L, contact TWR 124.15”(TWR 124.15) “...cleared to land...”

^ prior to FinalObserve: Checklists: Approach & Before Landing

Approaching DA “...GA, fly published missed, contact 125.2”Observe: Missed approach.Reposition to KMEM RWY 27, after LND, through flight shut-downRemove MEL

BREAK :10/2:05Weights Leg 2Remove Storms

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05/2019


ITU: Pro 8

17Issued 07.17.18

FDX2180 KMEM-KDFW Spot 210


300 254.8 33.6 22.6 25.0 287.9 137 146 149 +54 +0.6 ---

31S2 235.8 32.5 21.2 22.8 267.8 135 147 152 +53 +1.8 ---

MODULE 1 - Ground Operations :50/2:55A) 2000/3 360/10 37/35 2975 27 (Use NADP-1, 36L GS OTS)KMEM.27.CHLDRx.ANSWA.LIT..WILBRx 5000

Observe: Checks, Inspections, Briefs, FMS and iPAD. Adjust TO Page ACCEL altitude for NADP-1.

@Eng Start: Tail pipe fire after light offObserve: QRHReset when IGN Selector OFF. Quick start both ENG@Push: “...tail west for 27. Spot 5W GND 121.0”@Taxi: (Ground 121.0) “...RWY 27, taxi & hold short 27, TWR 118.3”(Tower 118.3) “...advise when ready”@T/O: “...line up and wait”

MODULE 2 - TO/Climb A :25/3:20@T/O: (NADP-1 Profile T/O) Left 260

“...contact departure 124.15”(Departure 124.15) “...radar contact. Climb and maintain 10k, direct LIT”@9000 Reduce rate of climb for trafficTCAS RA“...LT 240, intercept J42 (MEM R-246) TXK, direct WILBR, WILBRx Arrival”“...maintain 300 in climb till passing FL200”“...bearing and distance to EIC VOR”

MODULE 3 - Cruise/Descent :15/3:35@50 E of LIT (Provide ACARS to return)“...turn right heading 360, intercept GQE 275 radial & track Inbound to GQE (Gilmore) D&M 5k, MEM 2975, expect RNAV09 from ALIDE” “...contact APP 119.6”

B) 1100/3 360/10 37/35 2975 RNAV 09, 36C/L CLSD, 09 CL OTS Observe: Des/App planning, briefing, STAR, APS, In range.@5000 Descend 2kSLATS STUCK 1 TO 15Observe/Instruct: Phase One, QRH, Penalties, etc.

MODULE 4 - APP/LND :25/4:00Hold NW of ALIDE(Approach 119.6) “...clear for approach, TWR 118.3”

^ prior to AlideObserve: Checklists: Approach & Before Landing

(Tower 118.3) “...winds 360/10, cleared to land”

@DAGA, runway HDG to 3k, contact departure 119.6.

Observe: Missed approach. Check speeds.@3000 (Time permitting)Recall SnapshotCM B, build RNAV and fly.

Reposition to Gate 210After Landing Checklist, full flight shutdown.

End

LP - End

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05/2019


ITU: Pro 1 - Neil’s Notes

1812.16

h Preflight Organization ▶ See A300/A310 Before Start Flow chart below. Review Crew Countdown Parameters and discuss a generic sequence of events during the

flow. ▶ No ACARS simulator – initializing ACARS: first crewmember that enters the cockpit to verify arrival time at the aircraft. ▶ Crew Related Countdown Parameters - FOM Appendix J

• 40 minutes to push• 20 minutes for preflight and cockpit setup• T-20: Prelim W&B, DG manifest, cockpit setup• T-15-10: DG inspection process• T-10: Final W&B, start APU, acknowledge W&B• T-5: Cargo doors closed, beacon call. Request beacon as soon as Final W&B received and cargo doors closed. Do not delay beacon

call to close passenger door. ▶ Point out that when examining the PDC and WT & BAL messages, look “below the line” to ensure that the message is intended for the

correct aircraft and flight number. ▶ Point out what the CA and FO need to independently verify when receiving the PRELIM and FINAL weight & balance from ACARS (FOM

4.21 Weight & Balance, ACARS WT & BAL paragraph):• Manifest number, flight number, tail number, jumpseaters, FOB quantity and distribution.• Written format of ZFW, ZFW CG, TO CG, and TOGW match the numerical presentation.

▶ Point out that FO needs to acknowledge the ACARS PRELIM weight & balance, and needs to check it for accuracy, which includes selecting the FUEL page on ECAM to ensure that the fuel distribution shown on the PRELIM is the same as that on the aircraft (PHB 2.3.3 Flight Deck Preparation (F)).

▶ Courtesy items for FO, in a T-brief flow:• Stab trim in FPV window.• Initial level-off altitude in altitude select window and PROFILE, if appropriate.• Runway heading and HDG/S or NAV, as appropriate.• Flex temp set in TRP (only REQUIRED item).• V2 speed in standby airspeed indicator.• VOR heads set to first outbound course.• ILS head set to anticipated departure runway, or as requested by Captain.• Set departure control frequency in #1 radio.• Set transponder code.• MTOGW and CA employee number in ACARS.

h Interior Safety Check (PHB 2.2.2) ▶ Circuit breaker policy (FOM 4.12, PHB 2.2.4 and QRH CI Circuit Breakers).

• Ground x Maintenance coordination required, no ARD history, one reset only (no reset of fuel boost pump or fuel quantity indicator break-

ers) x Green-collared versus black circuit breakers.

Ð Green circuit breakers produce hidden failures if tripped – when tripped, they trigger an ECAM message C/B MONITOR OPEN which appears only on the ground with both engines shutdown.

Ð Demo green vs black circuit breakers. A300-600 & A310-300: L54 (black) L OTR TK Flasher, L53 (green) L OTR TK Supply; A310-200: R83 (green) L CTR TK Isol Vlv, R84 (black) L CTR TK Pump Ctrl.

x Re-initializing digital computers (10 seconds) – see QRH Supplementary Procedures section.• In flight

x One reset is authorized provided: Ð It is directed by an abnormal or emergency procedure, or Ð Captain’s emergency authority which requires a Flight Safety Report (see FOM 2.15 Mandatory Reports).

x Quantity check (technique): Ð ENG oil quantity Ð HYD quantity Ð FUEL quantity and balance Power Application – APU (PHB 3.72 Supplementary Procedures)



05/2019



1912.16

h Power Application – APU (PHB 3.72 Supplementary Procedures) ▶ 5-step procedure (technique: BROF)

• Battery/inverter check• Radios and speaker• Oil quantity checked• Fire test• APU MASTER SWITCH

▶ Normally only required when swapping aircraft. Generally, EXT PWR is available. ▶ During battery start, ensure that the LDG GEAR POSITION DET switch is in the SYS 1 position to prevent actuation of the landing gear aural

warning. SYS 1 is powered by the DC ESS Bus which is powered with batteries only, while SYS 2 is powered by DC NORM bus which is not powered during a battery start. (Note: SYS 3 also powered by DC ESS.)

h Nest-Building ▶ Seat

• Vertical adjustment: Aligning the red and white balls by the standby compass provides the optimum exterior viewing angle for low visibility approaches.

▶ Lighting

h Taxi Fuel INIT B ▶ Discuss taxi fuel on INIT B L1 as a default value (.9) that can be changed by the pilot as necessary. Example: LFPG 2000 lbs for taxi to west

departures. Some taxi times may require less fuel than 900 lbs.

h Pre-departure briefings (PHB 2.5.1) ▶ Initial Crew Briefing at AOC. FOM 3.06 Initial Crew Briefing.

• Captain sets the tone• Threat assessment begins (ACE)

x Airplane x Crew x Environment

• Security – Captain shall include pertinent security information as part of the preflight briefing (technique: Ops, Cops, Locks, Docs) (FOM 13.03 In-Flight Security Coordinator (ISC)):

x Ops - Operational security: departure and arrival threats. x Cops - Law enforcement: role and scope of LEO/FFDO on board. x Locks - Cockpit security: entry procedures from passenger area. x Docs - Document security: passport, visas, license and medical certificate.

• Flight Plan Check: per PHS 2.3 Flight Plan Check, “Ensure all required waypoints and constraints are correctly entered in the FMS flight plan.” However, FDX culture seems to prefer to accomplish the points in the Flight Plan check and the constraints in the Depar-ture Brief.

• FOM brief in aircraft (FOM 4.33 Takeoff Briefing) x Standard FedEx Procedures:

Ð Do not require briefing except for planned deviations. Ð Less Than All Engine Taxi is part of Std FedEx Procedures Ð Indicate that autopilot will be off for initial climb. The intent here is to encourage more “stick and rudder time” by hand-fly-

ing the initial climb. However, this does not preclude the use of automation when, in the Captain’s judgment, it should be used. When doing so, in the Takeoff Brief, the Captain or PF should so state what he/she plans to do. For example, if due to traffic density and/or weather conditions the PF wishes to engage the Autopilot at 500’, he/she should state: “Standard Procedures except I will engage the Autopilot at 500 feet.” Any additional exceptions to what is contained in Standard Procedures should also be stated in the Takeoff Briefing.

x CA briefs the following items, as appropriate or applicable: Ð Whose leg. Ð Airport specific page. Ð MEL/CDL restrictions. Ð Abnormal conditions: possible windshear, engine/wing anti-ice, etc...



05/2019



2012.16

• “T”-Brief / Takeoff Briefing (PHB 2.5.1) x Techniques:

Ð TRP: 60% engine run-up prior to brake release on takeoff for cold weather procedures. Ð Engine: include Max Motor for start if required by winds. Ð Memory hook: FTER (fighter) Ð F = FCP Ð T = TRP Ð E = Engines Ð R = Radios

x Notes: Ð Point out that GPS is not required for RNAV departures if notes at top of RNAV departure chart indicate “DME/DME/IRU or

GPS Required.” Ð Include discussion of engine out procedures: EOSID or heading and altitude contemplated if engine fails (FOM 4.33 Depar-

ture Briefing). Ð Brief any significant terrain, CFIT risk, and use of EGPWS (FOM 4.33 Departure Briefing).

h Normal ECAM indications after setup (technique): ASPEN ▶ A - APU ▶ S - Seat Belts ▶ P - Parking Brake ▶ E - ECON flow ▶ N - No Smoking

hMemory hook for yaw dampers and GPWS test (technique): ▶ GPS PRIMARY annunication yaw dampers on GPWS test start time for 5-minute yaw damper test.

h Timing for Engine Warm-up ▶ CA should start timer to track the proper engine warm-up time prior to takeoff. This is particularly useful for short taxi situations.

h Before Start thru After Takeoff Checklists ▶ Stress importance of becoming familiar quickly with the responses because this will help reduce the time from entry to push. 40 minutes

will be the target for Pro 4. ▶ Before Takeoff Checklist: discuss the requirement to silhouette the aircraft for increased visibility as the aircraft takes the runway for

takeoff in accordance with FOM 2.83 Runway Incursion Prevention Procedures. Wing Lights sometimes adversely affect the vision of other pilots and should be used with discretion. Technique: when the CA calls “below the line,” prior to reading and accomplishing the remainder of the checklist, the FO should turn on the runway turnoff (and wing lights, if appropriate), and extend but do not turn on the landing lights. CA technique: call for silhouetting the aircraft before calling for “below the line.”

h Takeoff Flap Setting Management ▶ Discuss the fact that although a flaps 15/0 takeoff is the default and only takeoff used in the training curriculum, 15/0 is not always the

best option. For example, at high altitude airports combined with higher TOGW (usually above 300,000 lbs.), high temperatures, and high humidity, takeoffs with flaps 15/0 can result in exceeding the Airbus tire limit ground speed of 195 knots, particularly with late rotations. In these situations, unless other performance issues require a flap 15/0 setting, consideration should be given to selection of a flap 15/15 or 15/20 setting.

h Proper transfer of aircraft control to FO on takeoff (PHB 2.10.1, Takeoff Roll) ▶ After aligning the aircraft with the runway centerline and after completion of the Before Takeoff Checklist, CA transfers control by stating

“You have the airplane.” FO should respond “I have the airplane” and calls for Standard (or Max) power once the engines have stabilized at approximately 40% (60% in icing conditions).



05/2019



2112.16

h Split-speed takeoffs ▶ More common with 15/0 takeoffs than with 15/20 takeoffs. ▶ Brief the split in the pre-departure briefings to ensure both crewmembers are aware and to avoid the PM calling out “Rotate” at the incor-

rect speed. ▶ Review the speed indications on the PFD to ensure students understand that VR is not displayed. ▶ Ensure CA takes hands off throttles at V1 and not at VR.

h Engine instrument monitoring ▶ Discuss the requirement to monitor engine instruments to ensure normal acceleration. Do not simply assume that engines will achieve

proper thrust. Divide attention between engine instruments and FMAs until “Standard (Max) Power Set, SRS” call is made.

Exterior Safety CheckInterior Safety CheckPower ApplicationFlight Deck InspectionInitialize FMSCaptains Flight Deck PreparationInit ALoad Flight PlanLoad Wind InfoFlight Plan Check - (Check, Check, Copy)Weight and Balance Data Init BPerformance Brief/FOM Brief/Security Brief/Takeoff BriefBefore Start

FOMSecurity (Docs, Cops, Ops, Locks)LegMEL (ARD/Control/CAT/RVSM/RM/PDM)

AI (Crit Surf/Clutter/BA/Insps/Run-up/HOT)

WINDSHEAR (Delay/Config/AS/FPV)

SE Taxi (Engine Warm-up/Proc)

Jeps/Class B/Notams/TaxiCFIT Risk/TerrainRadar/EGPWSInternational Ops - TA/TLSMGCS/Mins/TO AltAbnormalsSpecial Procedures (Flaps/AP/ATS)

DEPInfo, RW, PROF, ALT, HDG/NAV, Spec

TBRIEFFCP, TCP, ENG, NAV, COM, XPDR

Exterior InspectionInterior Safety Check Power ApplicationCabin InspectionReview Aircraft LogFirst Officer Flight Deck PreparationCheck and Preflight ACARSCopy ATIS to TOLD card Review PDCFlight Plan Check with CaptainReview Prelim Weight and BalanceAPS Set V2, Flex, Trim, MTOGW on ACARS WT/BAL ACK pageDeparture Brief / ”T” BriefBefore Start Final Cabin Prep Below the Line

Captain First Officer

DEPInfo, RW, PROF, ALT, HDG/NAV, Spec

TBRIEFFCP, TCP, ENG, NAV, COM, XPDR

RWY CHANGEAPS, FCP, TRP, RADIOSFMS: [FPL] [T/O]PERF BRFDEPT BRFEOSIDT-BRF

VOR Radial InterceptsRAW DATA: V/N/I VOR, ARC/ROSE[DIR TO] (FROM): VOR, PBD, OR LLNEW WPT (TO): VOR, PBD, OR LLCLEAR TP - NAV IS AVAILABLE

FATCOW @ CRUISE ALTITUDE

LAP - LOC*/ACTIVATE/PROFILENAP - NAV/ACTIVATE/PROFILE

PHASE ONES/RED ECAMS/NOR-MAL/AMBER/STATUS/MEMO/QRH/LAND



05/2019



2212.16

h Route Interception ▶ LSK 1L is always the FROM point and LSK 2L is the TO point, unless there are intervening pseudo waypoints such as (T/C) or (T/D), etc. ▶ When on an intercept heading, the aircraft will turn toward the TO waypoint. ▶ A capture zone is that area within 10 miles of the active NAV leg. ▶ Selecting NAV outside the capture zone:

• NAV remains armed (blue on FMA line 2) until the aircraft enters the capture zone, at which time the FMS directs the A/P to continue current heading until reaching the computed lead point to intercept the NAV track.

▶ Selecting NAV within the capture zone:• NAV FMA immediately becomes active and displays green.• If NAV is engaged and the bank angle is less than 5º, the aircraft will maintain that heading until intercepting the NAV track.• If NAV is engaged in a turn at a bank angle greater than 5º, the FMS directs an intercept heading of up to 45º.

x If you have been assigned a heading to intercept, do not engage NAV until wings level on the assigned heading – this technique is recommended regardless of distance from the NAV track.

x A heading change after you are established is OK and will not produce a 45º intercept. x If the assigned heading is not an intercept heading or if the heading is more than 90º and NAV is selected within the capture

zone, the FMS directs the 45º intercept.• See the NAV Mode Logic article in September 1996 issue of Straight-In Approach.

h Defined Waypoints ▶ There are 3 kinds of waypoints not in the database that we can create: PBDs, PDs, and LLs. ▶ PBD (Place/Bearing/Distance), i.e., MEM/270/50.

• Can be entered directly into the flight plan by typing it into the scratch pad then selecting the desired LSK, or by REF > DEFINED WAYPOINTS.

• If unnamed, the waypoint will be assigned the name PBDxx where xx is a sequential number between 1 and 20. x The FMC can store 20 defined waypoints whether PBDs, PDs or LAT/LONGs

• Entering a PBD will normally result in a F-PLN DISCONTINUITY.• The distance limit for PBDs is 999 miles.• Once created, PBDs remain in the database until cleared, and they can be used as any other waypoint in the database.

▶ PD (Place/Distance), i.e., MEM/-50.• PDs only modify an existing route segment and defines a point along the programmed route of flight.• To designate a point before a reference waypoint, use a minus sign, i.e., MEM/-50.• To designate a point after a reference waypoint, no sign is required, i.e., MEM/50.• A PD cannot reference a FROM waypoint that is a turn point or a present position.• PD distance limits are:

x 99 miles from the reference waypoint. x > 1 mile from the reference waypoint. x At least 5 miles from the aircraft position.

Ð The flight plan sequences to the next point when within 5 miles of a FROM point. x And less than the length of the leg being modified.

Ð No “leap-frogging” allowed: if the inserted distance is greater than the route segment distance, ENTRY OUT OF RANGE displays in the scratch pad.

• Lat/Long Waypoints x This is the third type of defined waypoint that can be created and named. x Can be entered with N and W as first character or last character, but have to be consistent. x Seconds must be converted to tenths: 30 seconds = .5.

h VOR Radial Intetrcept ▶ To track a radial inbound or outbound requires the construction of a course line in the FMC, defined by the VOR and a PBD – the sequence

of the VOR and PBD will determine whether the aircraft goes inbound or outbound from the VOR. ▶ Example: southeast of MEM VOR, cleared heading 360º to intercept MEM 045º radial outbound, or northeast of MEM VOR heading 180º to

intercept MEM 045º radial inbound.



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▶ Procedure – 5-step approach:• Raw data

x VNI switch to VOR. x 2. Select VOR and radial.

Ð If the VOR frequency is unknown, remote tune the PM’s PROG page to determine the frequency. x Select ARC or ROSE mode for raw data presentation.

• DIR TO a point behind the aircraft – the FROM, or anchor, point.• Lateral off point behind, enter next point in the “NEW WPT” field, or enter the new point directly in the flight plan.• Clear TP.• Announce “NAV is available.”

x Operationally, roll out on a heading, then call “Nav available.” ▶ Inbound intercept example: If southbound on the WLDER Arrival, for example, if ATC had instructed to intercept the 225º radial inbound to

the VOR, the PBD must be the FROM point and the VOR would be the TO point. The PM can choose an arbitrary distance away from the VOR for the PBD, but a better technique is to use PF’s VOR DME as a guide which is displayed on the RMI: If the PF’s RMI DME is 75, for example, use MEM/045/75 or slightly more. This becomes a factor if still in PROFILE, since the FMS computes distances and fuel predic-tions based on direct between points on either side of a discontinuity, and if descending with too large a distance away from MEM VOR in this example, PROFILE will level the aircraft off since it thinks it still has a considerable distance to go.

• On inbound intercepts only, although not displayed on the ND, the newly created NAV track line extends “backwards,” beyond the FROM waypoint, indefinitely. The line segment “drawn” on the ND does not need to intersect the projected aircraft flight path for a successful intercept – however, the line segment does stop at the TO waypoint – a good intercept will not take place if the point of intersection would be down-track from the TO waypoint.

• Example: cleaning up the approach, you can intercept the inbound course (final approach course) even though the line is not drawn beyond the first point on the approach.

▶ See the VOR Tracking article in the Winter 2005 issue of Safe Skies.

h Profile and Non-Profile Takeoffs ▶ Profile takeoffs.

• The normal climb mode where speeds are computed by the FMC – used when initial level off altitude is at or above 1,500 ft AFL.• PF should have TO page displayed and PM should have either DIR or F-PLN page displayed on their respective CDUs. PF needs to

have the TO page displayed since VR is not displayed on the PFD, and if VR is different than V1, the TO page is the only place where this value is displayed.

• When a turn is required immediately after takeoff, use of HDG/SEL is at pilot discretion. Some techniques: x Put the required heading in the FCP, select HDG HOLD mode, and at 400 ft AGL engage HDG/SEL by pushing in the button. x Leave runway heading in the FCP and command the required heading at 400 ft. This technique is useful in case of an engine

failure in that it keeps the aircraft on runway heading for the initial single engine climb.• If the heading change is some distance away from the departure end of the runway, use HDG/SEL.• Review the FMAs during takeoff. Note that when P.THR changes to P.SPD, this change can be considered the ALT* of the PROFILE

mode since the throttles are now being modulated to capture the computed speed at the captured altitude.• At 1,500 ft AFL (ACCEL altitude), FMC-commanded speed changes to 250 knots.

▶ Non-Profile takeoff differences.• Required when the initial level off altitude is below 1,500 ft AFL.• May be required for takeoffs by MEL procedure such as TCC / TRP / ATS / FADEC inop, gear down ferry, or noise abatement proce-

dure (KSNA - Santa Ana John Wayne Airport, Orange County, CA).• All missed approaches use the identical format as a non-profile takeoff.• Make sure PROF is not selected on the FCP.• Review the FMAs during takeoff.• At 1,500 ft AFL, PF calls for climb power and LVL/CH. PM selects CL on the TRP.• Approaching level off altitude, the FMA vertical mode changes to altitude capture, the preset speed activates, and when the selected

altitude is captured, ALT* becomes ALT.• Above 1,500 ft AFL and with slats retracted, a profile climb may be selected by pushing the PROF button.

x Note – there are 2 ways to exit SRS in a NON-PROFILE takeoff: Ð ALT*, or Ð LVL/CH



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x Note – PROFILE requires: Ð Clean wing, and Ð 1,500 ft AGL

h Vertical Navigation ▶ Profile climb.

• FMS computes the climb gradient to the selected altitude.• ECON can be modified using the Tactical mode (to be discussed below), but only in the PROFILE mode – not LVL/CH or V/S.

x ECON is the default mode. x SPD allows a selected constant speed for the climb. x MAX CLIMB commands the max angle of climb at GREEN DOT speed.

• Does not honor any altitude restrictions.• FMC cannot command an altitude change without at least two positive actions by the pilot:

x Select a new altitude on the FCP with the altitude knob, and, x Pull the altitude knob to enable the altitude change.

▶ Level change.• In LVL/CH, thrust is either at TRP-computed limit (when climbing) or at idle (when descending) – LVL/CH may be defined as “SPD on

pitch.”• To engage LVL/CH, either pull the ALT SEL knob or push the LVL/CH tile.• In LVL/CH, aircraft will climb or descend to the selected altitude at the selected SPD/MACH and vertical speed becomes a function of

available thrust.• If the FCP altitude is changed when ALT* is displayed, the FD pitch bar flashes to alert a vertical mode change and V/S mode engages

at the V/S that existed at the moment the altitude was changed. ▶ Vertical speed.

• Vertical speed will be maintained at the expense of airspeed within the confines of global speed protection.• To activate V/S, pull the knob to activate, then select the desired vertical speed. When the knob is pulled, the current vertical speed

is displayed. ▶ In non-profile flight, a change in altitude in the altitude selection window while the aircraft is in ALT* will result in the aircraft going into

the V/S mode.

h Cruise Altitude Change/Immediate Descent ▶ The cruise altitude entered on INIT Page A defines the cruise phase of flight. ▶ If cruise altitude changes, it is necessary to reprogram the FMC so that it can transition to the descent and approach phases – it can’t skip

flight phases. ▶ 4 ways to change cruise altitude while the AP is engaged:

• FCP.• PROG page.• T/C pseudo waypoint.• Step climb function.

▶ FCP can be used only if the new altitude is higher than the programmed cruise altitude. ▶ T/C pseudo waypoint can only be used if the new altitude is higher than the programmed cruise altitude and if the programmed altitude

has not yet been reached – otherwise, T/C pseudo waypoint would not be in the flight plan. ▶ If the new cruise altitude is lower than the programmed altitude, the new cruise altitude must be entered into the PROG page flight level

field.• If you are climbing and the aircraft never achieves the programmed cruise altitude and the aircraft levels off at a lower cruise alti-

tude, the FMS remains in the climb mode.• If you are cleared to a lower altitude after you have established the initial programmed cruise altitude, the FMS transitions to the

descent mode, and if the new cruise altitude is not entered into the PROG page, the FMS remains in the descent mode and will fly descent speeds.

x Not resetting a cruise altitude in PROG after an early descent results in a speed decrease and a loss of the T/D point in the flight plan. However, we will still get a white T/D arrow on the ND and blue L/O and T/D arrows for subsequent descents, and, if armed, the aircraft will descent when it reaches the white arrow.

• Changing the CRZ ALT on the PROG page works whether the new altitude is higher than or lower than the current cruise altitude.



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▶ When a lower altitude is put into the ALT SEL window in cruise and the ALT SEL knob is pulled, an IMM DES prompt appears at LSK 1R. When selected, IMM DES will command a descent at a default rate of 1,000 FPM – this default rate can be changed by entering the desired rate in LSK 1R.

• IMM DES cancels if the programmed profile descent is intercepted – this intercept point is indicated by an I/P pseudo waypoint displayed in the flight plan.

h Direct To Waypoints ▶ Direct to a waypoint in the flight plan

• You can type the name of the waypoint into the scratch pad and enter it directly into the DIR TO field, or you can scroll down until you find the name and press the LSK next to it.

• The new route is from the PPOS (which becomes the T/P) to the selected waypoint.• The original flight plan waypoints between the T/P and the DIR TO waypoint are deleted (small eraser).• “Soft look” – A300 only: the FMC that has selected the DIR TO will display a dashed amber line connecting the T/P to the selected

waypoint – pushing LSK 1L a second time accepts the DIR TO request. Note that the soft look only appears on the side of the pilot making the FMA entry.

x A310 does not have a “soft look.” ▶ Direct to a waypoint not in the flight plan.

• You can type in the name of the waypoint (if one exists), or you can type a PBD or Lat/Long in the scratch pad and enter it in the DIR TO field.

• “Soft look” is the same as above.• F-PLN DISCON appears after the TO waypoint and the flight plan remains otherwise unmodified.

hManual Heading Change ▶ Remember that HDG SEL is directional up to 359º of turn. Turning the knob to the left will command the aircraft to turn to the left. As a

result, it is very important to keep the aircraft heading synchronized and to follow 3 basic steps: PUSH, PULL, TURN.• Pushing the knob synchronizes the heading bug with the current aircraft heading.• Pulling the knob engages HDG SEL.• Turning the knob selects the desired heading.

▶ Example:• After takeoff from KMEMRW27 with heading bug set to 271º, ATC directs direct PXV, and with NAV selected, aircraft is heading

approx 040º.• ATC directs a left turn to 360º.• Without synchronizing the heading bug, you might turn the knob to the right (closest direction) to select 360º, and the aircraft will

turn to the right instead of the left turn directed by ATC.

h New Route To ▶ This function is used to designate a new destination or a new alternate. Is also used for emergency returns to program FMS with the

desired approach. ▶ Provides STARs and approaches associated with the new destination. ▶ Erases all waypoints between the lateral revision point and the new destination and puts ▶ F-PLN DISCON between the revision point and the destination. ▶ Removes the old destination’s alternate airport.

• A new alternate must be inserted in the alternate flight plan. ▶ Difference between “New Route To” (the big eraser) on LSK 5R versus “New Waypoint” (LSK 4L):

• “New Route To” designates new concrete.• “New Waypoint” simply designates a fly-over point.

h STAR and Approach ▶ The FMC contains all STARs and approaches to airports in the database. ▶ Enter a STAR using the LAT REV function at the last waypoint prior to the beginning point of the STAR or the transition start fix. ▶ Select the STAR and a transition – if no transition is selected, a F-PLN DISCON is created between the LAT REV point and the beginning of

the STAR.• There are some arrivals that do not require a transition.



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▶ The FMS builds the approach below the LAT REV point.• If you build the approach from the airport instead of the STAR waypoint, the FMS will build the approach below the airport, including

a STAR and transition, and the flight plan will now contain 2 arrivals, most likely resulting in a scratch pad message “INSUFFICIENT FUEL.”

h Approach Planning / Briefing ▶ Start the approach planning at about 300 miles out in cruise, but no later than when the airport or its associated arrival starts becoming

visible on the top of the ND in the 240- mile scale. ▶ Sequence:

• Start with the arrival procedure and ensure that the proper arrival is programmed along with any expected speed or altitude con-straints. It is important to start with this first in order to avoid overflying the T/D point while building and briefing the approach is taking place.

• Build it. x Build raw data first: frequency/course, minimums.

Ð For ILS, aircraft captures and tracks the ILS signal, not the FMS course which is only for S.A. – same applies to VOR (nonda-tabase), LOC, LOC/BC, and ADF approaches.

Ð In the case of an engine fire after takeoff, where an immediate return is important, you may not have the time to set up the FMS, which should be accomplished only if time permits.

x Insert the approach in the FMS with a lateral off the last point on the arrival or the point directly above the discontinuity. x Add the runway to the BRG/DIST line on the PROG page (3R).

Ð Normally this provides direct line distance to brick 1 of the selected runway, but on runways with displaced thresholds the distance is to the displaced threshold, not brick 1.

x Check it – ensure the approach in the FMS corresponds to the approach plate. x Brief it – brief the arrival, then the approach.

▶ Briefing should include other items such as:• V/N/I switch setting.• Whether or not autoland will be used.• Autobrakes setting:

x Approach Briefing Guide says autobrakes are required, if available, when visibility is below Cat 1 minimums. x Autobrakes recommended for:

Ð Short or contaminated runways (medium). Ð Low visibility weather conditions (less than ¾ mi / 4000 RVR). Ð Significant crosswinds.

x Note: autobrakes ensure a straighter rollout, optimize landing distances, and help maintain even brake temperatures.

h Profile Descent / 290 knot descent ▶ In the Performance Descent Mode, the descent phase begins when the aircraft departs the entered cruise altitude and, unless terminated

manually by the pilot, ends at G/S capture or 1,000 ft AGL (see limitations). FMC automatically controls the vertical profile (altitude, speed, thrust and time) from the THR RED altitude to G/S capture or 1,000 ft.

▶ Descent path computed by the FMC assumes idle thrust and is based on geometric segments between waypoints and includes all known speed and altitude constraints during descent and approach.

• It is computed to provide the most economical profile (in ECON mode) based on idle thrust and adjusted for the cost index and winds. ▶ The descent is built backwards from the destination to the Top of Descent (T/D) – it includes distances for deceleration for speed restric-

tions and for aircraft configuration. ▶ Enter Descent Winds obtained through Weather by Route during preflight prior to descent – access through Descent Forecast in MODE

page. If forecast winds are not entered, the FMC uses cruise winds at the top of descent as the “descent winds” to 10,000 feet, and from 10,000 feet down to field elevation the FMC gradually decreases the T/D wind speed to zero.

▶ Insert a new altitude, pull the ALT SEL knob to arm Profile Descent, and a blue P DES annunciates in the pitch FMA window on line 2.• FMC cannot command an altitude change without at least two positive actions by the pilot:

x Select a new altitude on the FCP with the altitude knob, and, x Pull the altitude knob to enable the altitude change.

• About 30 seconds before T/D, P DES flashes as an alert to the pilot.• Path has priority over speed.• If below path, the FMC commands the aircraft to decrease vertical speed and adjust an acceptable convergence path until the



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descent path is re-intercepted.• If above path, the FMC commands an increase in the rate of descent and, if necessary, accelerates to the target airspeed +20 knots

or 290 knots, whichever is greater. x MORE DRAG is annunciated if the FMC calculates a need to increase the rate of descent to converge with the profile path. How-

ever, do not automatically extend spoilers. Before deploying the speed brakes, check the vertical deviation on the PROG page, LSK 1R.

• Descent progress can be monitored in 2 places: x In the descent phase, the ND has a deviation scale on the right where each dot of deviation indicates 200 ft. x PROG page LSK 1R indicates vertical deviation in feet.

• Normally, once descent constraints have been achieved, or if aircraft is vectored substantially off the programmed course, de-select PROFILE and continue the remainder of the flight in LVL/CH and ALT HLD.

• There are 3 ways of accomplishing a 290 descent: x The recommended way is to do a vertical revision off the T/D and alter the programmed 250/10,000 to 290/FL290 (FL290 approx-

imates the transition from Mach flight to airspeed flight). This method shallows out the descent after recomputing the path and the T/D point backs off correspondingly. This modification eliminates the protection of exceeding 250 KIAS below 10,000 feet (in Profile), so we also recommend adding a point somewhere on the arrival with a 250 knot airspeed restriction to avoid exceeding 250 below 10,000 ft. Note that while we teach accomplishing the vertical revision off the T/D point, a vertical revision off of any other point in the flight plan, including PPOS, T/P, and destination, will accomplish the same result.

x An alternate way is to wait until the start of descent, then changing the speed to 290 on the Tact Mode page; the disadvantages of this method are:

Ð Waiting until the top of descent to apply a slower airspeed in the descent makes you instantly high on the path, although if high, you will likely catch up before leveling at 10,000.

Ð Applying a speed in the Tact Mode page overrides all other speeds and even adding an airspeed restriction at some point on the arrival will not slow the aircraft down; in this case, you may see an amber arrow downstream of your restriction point, showing you that you will not make the 250 knot restriction since you have overridden the speed to 290.

x Both the above methods override the normal FMS programming of 250 knots below 10,000 feet, but the vertical revision at T/D method allows you to regain a backup method of preventing exceeding 250 knots below 10,000 feet.

x The third method is simply getting out of Profile and managing the descent in V/S or LVL/CH by setting 290 knots in the SPD/MACH window and setting the banana just short of the desired level-off point in the flight plan.

• Important note: Speed or altitude constraints associated with an arrival will not be honored until the aircraft is out of the CRZ mode and in the DES mode. Example: BLUZZx Arrival BNA Transition landing north into KMEM. If aircraft is at say FL300, T/D will show up on the Flight Plan between KELNE and SPKER. There is a 290 KIAS airspeed restriction at KELNE that will NOT be observed if the aircraft is still in CRZ mode. One must start an immediate descent some miles from KELNE to put the aircraft in the DES mode and then the aircraft will slow to and observe the 280 KIAS restriction.

• See Pro 4 OPD paragraph for speed management techniques during these descents.• If ATC assigns a waypoint RTA in the arrival while the aircraft is still in cruise, modify the cost index as necessary to obtain the

RTA. Provided ECON and PROFILE are selected, the FMS will adjust speed as necessary in cruise and descent so as to arrive at the RTA. Clearing the SEC FLT PLN may decrease the time it takes the FMS to make the required calculations. A lower CI will slow the airspeed and a higher CI will increase the airspeed.

h Approach General ▶ Autopilot usage: Recommend that both A/P be selected on ILS approaches on for two reasons:

• Limitation that A/P should not be re-engaged if it disconnects below 1,000 ft AGL – if one A/P disconnects below 1,000 ft AGL, other A/P still engaged.

• Anomaly: The LOC and/or G/S modes sometimes do not engage in single A/P operation causing the aircraft to fly through the ILS beam without capturing it – dual A/P approaches are not affected by this anomaly.

▶ Max speed for GS capture is 200 knots – higher speed will result in erratic GS capture and tracking. ▶ On A300 aircraft, GS will not capture prior to LOC capture – some A310’s will capture GS before LOC.

h RNAV Departures ▶ Review Area Departure PHB 2.12.2. ▶ All Airbus aircraft comply with basic equipment requirements for published RNAV departure procedures and GPS PRIMARY is not required

unless GPS is specifically indicated. Most departures specify DME/DME/IRU or GPS.



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xSlats Extended x200 Knots xApproach Check

x180 Knots xFlaps 15

x160 Knots xFlaps 20

x5 Miles from FAF xGear Down xBefore Landing Checklist

h Traffic Pattern



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h Parallel Offset (FOM 11.31 En Route) ▶ Parallel offset is generally not used in domestic airspace, but is useful in international airspace outside of radar contact. See Strategic

Lateral Offset Procedure article in the Spring 2007 issue of Safe Skies. ▶ A parallel offset is a route that parallels the active flight plan, left or right, by up to 99 miles. ▶ Accessed from the FROM point (LSK 1L). ▶ In NAV, the aircraft turns to intercept the new course using a 45º intercept – the original course is presented as a dashed line. If a specific

heading is desired or assigned by ATC when capturing the offset track, treat it exactly like a route intercept: push, pull, turn to the heading; select the desired intercept heading; when wings level, select NAV.

▶ The NM displacement from the original course displays above the wind vector on the lower left corner of the ND. ▶ The OFST annunciator displays on the side of the CDU. ▶ An offset can’t be inserted if the distance to the next waypoint is too short and can’t intercept, or if the next leg termination is the destina-

tion. ▶ To clear an offset, use the CLR key and the appropriate LSK, or go direct to a down track waypoint. If a specific heading to return to the

original track is desired, select the desired heading in HDG/SEL and, when established on the heading, select NAV. (Similar procedure to paragraph d above.)

h Strategic Mode Performance ▶ Defines the mode of operation throughout the entire flight (climb, cruise and descent). ▶ Three strategic modes:

• ECON, the default mode, and is the optimization between minimum fuel and minimum time – ECON computations are based on the Cost Index entered in the FMS initialization: normally 132 for the A300 and 100 for the A310, but can vary by flight as indicated in the release.

• MIN FUEL corresponds to a CI of 0. x Minimum speed is green dot.

• MIN TIME corresponds to a CI of 999 and provides the max speeds possible within the constraints of the flight envelope, including 250 knots below 10,000 ft: lower of VMO-10 or MMO-.02.

x PHB limitations max operating speeds: A300 335/.82, A310-200 360/.84, A310-300 340/.84.

h Tactical Mode Performance ▶ Changes only the current phase of flight. ▶ Useful only in the PROFILE mode. ▶ Tactical mode takes precedence over Strategic mode, but only for the current flight phase. ▶ FMS computes 3 types of tactical modes:

• ECON, the default, which provides the most economical profile based in the pilot-entered cost index (CI).• MAX CLB in climb (maximum angle of climb with a target speed of Green Dot), MAX END in cruise (approximately Green Dot), and

MAX DES in descent (maximum angle of descent with a target speed of the lowest of VMO-10, 325 knots, or MMO-.02 as in Strategic Mode Performance):

x PHB max operating speeds: A300 335/.82, A310-200 360/.84, A310-300 340/.84.• SPD which is used to select a constant speed for the phase of flight.

▶ Tactical mode differences:• SPD remains engaged during intermediate level offs and until cruise altitude is attained.

▶ Tactical Mode Predictions• The predicted time and distance to the FCP-selected altitude is displayed at LSK 1R.• Time and distance to any lower altitude can be computed by entering the lower altitude at LSK 1R.• Time and distance to any higher altitude must first be preceded by temporarily changing the cruise altitude on the PROG page to the

desired altitude, then referring back to the TACT page.

h Vertical Revisions (speed / altitude / time constraints) ▶ Two ways of entering vertical revisions:

• Directly onto the flight plan page, or• Selecting the right LSK and accessing the Vertical Revision page.

▶ Types of vertical revisions:



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• Speed limits: climb, cruise, or descent speeds. x Restrict IAS at a specific point – but if speed restraint is entered into the flight plan in the climb phase, the aircraft will assume

that speed immediately.• Altitude constraints.

x Restrict the altitude of the aircraft at a specific point, but function only in descent, not in climb.• Time constraints

x Can be thought of as a pilot-defined ETA for a specified waypoint or destination. x Cannot be entered in several different types of situations, most of which are intuitive, where the FMA is unable to calculate an

ETA, such as invalid clock data, active leg is a holding pattern or procedure turn, an EOSID or missed approach is being flown, or ENG OUT Mode is active.

x Prior to departure, the time associated with the runway is 0000 and the time associated with the destination is the ETE. x An arrival time can be entered at a destination or waypoint prior to takeoff and this produces the takeoff time needed to meet the

constraint, i.e., YYZ, YVR, and LGB. x Any time constraint entered before takeoff is automatically deleted when airborne, and the runway time of 0000 is replaced by

actual takeoff time and FMS-computed ETA at destination. x Can be used to compute crew duty day restrictions by entering ETA at destination. x Time constraints will alter aircraft speed as necessary provided:

Ð PROFILE Ð ECON Ð Aircraft at cruise altitude

x If aircraft is not in CRZ mode, FMS will not alter aircraft speed, but it will compute a time error which the pilot can use to adjust speed as necessary. For example, “TIME ERROR -0003” means the aircraft will arrive at the designated waypoint 3 minutes early. See ASM Navigation chapter, FMS Control Display Unit section, CDU Scratchpad Messages paragraph (ASM 20-1-0-92).

x Reference PHB 2.13.4 Descent and Approach Planning: RTA entries into the FMS flight plan will only apply to the cruise phase of flight (and TACT mode applies only to the current phase of flight.) RTA compliance prior to top of descent can be accomplished by cost index (CI) modification on the MODE page. A smaller CI will provide a later ETA while a larger CI will provice an earlier ETA. ECON must be selected. With a modified CI, waypoint ETA times will be accurate in both cruise and descent mode. T/D will be recalculated and will maximize fuel economy. Return to normal CI after achievement of RTA. Clearing SEC F-PLN may decrease calculation time for CI modification.

▶ Temperature and winds.

h Holding ▶ FMC generates 3 type of holding patterns: DATABASE, COMPUTED, and MANUAL – accessed from the HOLD page, a lateral revision at the

hold point.• DATABASE holds are published on airways, STARS, SIDS and approaches.

x Do not assume that the FMS database pattern is the same as the charted pattern – they are sometimes different.• COMPUTED holds are displayed when no database hold exists at the holding point and a holding pattern is created on the inbound

course.• MANUAL holds consist of holding patterns when any of the default values of the DATABASE or COMPUTED holds are changed.• The type of holding pattern is displayed on the page title.

▶ To hold at present position, do a lateral revision at the FROM point. ▶ Time and fuel calculations become available once the holding pattern is inserted:

• TRIP FUEL (LSK 3L) is the FMC calculated fuel burn from the holding fix to the destination.• ALTN / FUEL (LSK 4R) displays the flight plan alternate and the calculated fuel burn from destination to the alternate.• LIMIT GMT / FUEL (LSK 3R) provides the time at which the hold must be exited and the fuel remaining at that time so that the FINAL

/ TIME requirements are met, i.e., 9.0 at arrival at the alternate – this limit takes into account the current trip around the pattern – this time cannot be edited.

▶ TO point during holding is always shown as MANUAL, not the holding fix.

▶ Leg times do not correspond to FAA or ICAO restrictions – see PHB 2.13.3. The FMS speeds are lower than FAA speeds in all cases except 0 – 6000 feet (see chart)

Airbus FAA

0-6000’ MSL 210 200

6000-14000’ MSL 220 230

14000-FL240 240 265



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▶ Review the note in PHB 2.13.3 regarding holding at higher airspeeds above FL200. Most pilots fly holding patterns in non-profile flight to set airspeed at green dot and to avoid the altitude management problems described below.

▶ IMM EXIT appears at LSK 1R when the aircraft begins to decelerate for holding – if selected, it causes the aircraft to turn directly to the holding fix and exit holding.

▶ After IMM EXIT is selected, it is replaced by a RESUME HOLD prompt which remains active until departing the holding fix – it allows a reactivation of the same holding pattern after IMM EXIT is selected and disappears once the next leg is active.

▶ A holding pattern can be deleted from the flight plan by CLR the HOLD LSK or the fix after HOLD. ▶ Three ways to exit a holding fix:

• IMM EXIT.• DIR to another fix.• CLR HOLD or 2nd fix.

▶ Waypoint sequencing:• Waypoints will sequence if aircraft flies within 5 NM of the TO point.• If not within 5 NM of the TO point, waypoints will sequence half way between the TO point and the next point in the sequence. For

example, if flying by point A enroute to point B (but not within 5 NM of point A), when halfway between A and B the flight plan will sequence where point B becomes the TO point.

• The significance of this information is that, unlike normal sequencing of waypoints described above, a holding pattern will never automatically sequence. To get a holding pattern out of the flight plan, one must accomplish one of the steps in the paragraph above.

▶ Altitude management in holding. When operating in PROFILE and a holding pattern is entered, if a lower altitude is entered and armed, the FMS gets confused since it does not know how long you will be in holding, and it cannot compute an accurate descent profile. Staying in PROFILE will result in an erratic descent, if any descent at all. There is no guidance in the PHB for this situation. Recommended technique is to use V/S at the rate of 1,000 FPM since we are generally not in a hurry to descend while in holding. LVL/CH is acceptable, but produces a more aggressive descent than is generally necessary.

▶ Technique: entering your intended holding speed into the FMS will draw a correctlysized holding pattern adjusted for this speed into the flight plan and will re-draw the pattern on the ND.

h Secondary Flight Plan ▶ SEC F-PLN can be very useful for alternate planning, specifically for predicting fuel burn between two alternate airports. ▶ For diversion planning, several conditions must be met:

• If NAV is engaged, the FROM/TO leg in the SEC F-PLN must match the active flight plan, so COPY ACTIVE. (Note: if NAV is not engaged, a common leg is not necessary and ACTIVATE SEC prompt will appear.)

• The SEC F-PLN cruise level must match the active flight plan cruise level.• The FMS must be in the CRZ mode.• In the SEC F-PLN, use NEW RTE TO function from destination. Original alternate remains active in the primary flight plan and a com-

parison of the two flight plans can now be made.


hMEL ▶ Sequence: Red book (QRH) Black book (MEL) Orange book (AML) ▶ Review PDM – refer to FOM 4.13 MEL and to the PDM flowchart at the end of the paragraph.

h Runway change (PHB 2.5.1 Briefings) ▶ Follows an organized flow similar to the “T” Brief. Make the changes via the flow, then brief the changes via the flow.

• Departure procedure• APS• FCP• TRP• FMC

x FLT PLN first, since it makes a difference in the A310. x TO/APPR page second.

• Radios• New stop margin• Emergency return / engine out page.

▶ FMS note: on the A300, the new runway must be entered into the TO/APPR page before entering new performance computer speeds since entering a new runway dumps the speeds.

▶ At night or in IMC, it is imperative that the crew reviews and briefs surrounding terrain and obstructions depicted on Jepp charts, including CFIT considerations.

h ECAM/QRH Procedures (QRH CI) ▶ ECAM Procedures CI-1-0-2 ▶ PF and PM duties CI-1-0-4 ▶ Index at front of QRH helpful in finding procedures ▶ Red ECAM with a blue PROC indicates a QRH procedure that should be referenced if time permits. It should not be considered as an exten-

sion of the Red ECAM. If the crew elects to continue working the problem, this indicates that they should go directly to the indicated PROC in the QRH and NOT continue with amber ECAMs. However, the crew should not delay landing the aircraft in order to accomplish this blue PROC.

• There is one exception: On Ground Engine Fire has a red PROC: ON GND ENG FIRE procedure listed. This procedure should be com-pleted if conditions permit because it leads to the Evacuation checklist.

• Reference: Letter titled “ECAM” written by then Standards Manager Walt Costilow in December of 2011.

h Split-speed Takeoffs ▶ More common with 15/0 takeoffs than with 15/20 takeoffs. ▶ Brief the split in the pre-departure briefings to ensure both crewmembers are aware and to avoid the PM calling out “Rotate” at the incor-

rect speed. ▶ Review the speed indications on the PFD to ensure students understand that VR is not displayed. ▶ Ensure CA takes hands off throttles at V1 and not at VR.

h Immediate level off (PHB 2.12.1) ▶ Aircraft is designed to minimize passenger discomfort and FMC level-off logic may result in overshooting the altitude clearance limit. ▶ PHB 2.12.1 in the Climb section says “If an immediate level-off is necessary, disconnect the autopilot and accomplish maneuver manually.

This prevents altitude overshoot.” Note that no mention is made of disconnecting autothrottles as is the case in windshear alerts, GPWS, TCAS, and PRM breakouts. Airspeed control is at the discretion of the PM and technique can be broken down into above and below 10,000 feet.

• Below 10,000 feet, in order to prevent airspeed overshoot beyond 250 knots, suggest that PF disconnect the autopilot and autothrot-tles to level the aircraft while reducing power (stand the throttles straight up seems to work well as an initial power setting).

• At or above 10,000 feet, PF may leave the autothrottles engaged, but if in PROFILE, airspeed will continue to increase and may con-tinue to increase until reaching the zipper unless a new altitude is set in the Altitude Select Window.

• In any case, the PM should set the new altitude in the Altitude Select window.• PF – when stabilized, ask PM to re-automate. It is a suggested technique to ask for specific things, left to right since this is the same

format student will use after engine failures on takeoff:


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x Airspeed and autothrottles x ALT HLD x Autopilot on

h TCAS (QRH Flight Instruments 9-4-0-7) ▶ Monitors surrounding aircraft and provides vertical, but not horizontal, separation. ▶ To guarantee separation, must make an initial V/S correction within 5 seconds, and correction only needs to be within .25 G. Increase or

reversal maneuvers must be made within 2.5 seconds. This is not an emergency maneuver – stick forces consistent with a normal enroute climb or descent is all that is necessary. Emphasize making smooth inputs to the controls – students frequently overreact and over-control the yoke.

▶ Normally, an altitude change of 300 feet to 700 feet is adequate to resolve a traffic conflict. ▶ Control Panel: NORM displays traffic within 2,700 feet; ABV or BLW expands the range to 7,000 feet above or below. ▶ Operate TCAS in the 6-mile range during terminal operations, but we recommend a 12- mile range or greater outside the terminal area for

greater S.A. – technique, passing 10,000 feet MSL. ▶ Pilot response:

• Flight Directors.....OFF or FPV (to reduce the temptation to follow the FLT DIR commands – technique: turn OFF or FPV during TAs, react during RAs)

• Autopilot / Autothrottles.....DISCONNECT• Pitch.....ADJUST• Vertical Speed.....Monitor• Attempt to sight conflicting traffic, recognizing that any aircraft you see may not necessarily be the one causing the conflict.• Respond immediately to increase or reversal advisories.• After Clear of Conflict, return to assigned altitude or altitude assigned by ATC.• Notify ATC as soon as practical since ATC probably is not aware of the conflict.• Submit a Flight Safety Report.

▶ Change the selected altitude momentarily to turn off the altitude alert C chord audio signal. ▶ Re-automate as in the Immediate Level-Off. Note that with the autopilots OFF, by selecting both Flight Directors to OFF or both to FPV, NAV

will disconnect and default to HDG HLD, so in the re-automation, ensure that NAV is engaged or re-engaged. (Note: with autopilots OFF, NAV remains engaged if at least 1 Flight Director remains ON. With at least one autopilot ON, NAV will remain engaged even if both Flight Directors are selected OFF or to FPV.)

• First step in re-automation process should be to turn on the Flight Director. Otherwise, turning on the Flight Director after making FCP selections returns to default HDG and V/S.

▶ Note: TCAS WARNING procedure exists in QRH in the FLIGHT INSTRUMENTS section. ▶ Note: In multiple preventative RA encounters, the TCAS red and green arcs may disappear, but the traffic display and the aural directions

remain reliable. ▶ Technique: Note time, altitude and location for required Flight Safety Report (FOM 2.15 Mandatory Reports).

h 18,000 FT Flow ▶ This flow is required at 18,000 ft regardless of the transition altitude/level. ▶ A common memory hook is SLAM (seat belts, lights, altimeter, monitor fuel) which works on the climb, but does not fit particularly well on

the descent where monitor fuel has to be replaced by ECAM Recall. ▶ A better memory hook is “Lights, Lights, Panel” which fits both climb and descent conditions since altimeters is a given anyway.

h Arrival and Approach Planning and Briefing ▶ Checking and setting up arrival before addressing the approach is highly recommended and can be critical. Failure to set up proper crossing

restrictions can result in an incorrect top of descent point. This is a common error for new students. ▶ Recommend 3-part approach building and briefing, and 3-part approach briefing.

• Approach building: x Insert raw data – this should always come first. x In FMS, build and check approach and missed approach. x Insert planned runway in PROG 3R for SA.


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• Approach briefing: x Brief the approach. x Brief the missed approach. x Brief the landing (including runway length/width, lighting, planned turnoff, etc.).

h Review Different Methods of Accomplishing a 290 Descent ▶ There are 3 ways of accomplishing a 290 descent:

• The recommended way is to do a vertical revision off the T/D and alter the programmed 250/10,000 to 290/FL290 (FL290 approxi-mates the transition from Mach flight to airspeed flight). This method shallows out the descent after recomputing the path and the T/D point backs off correspondingly. This modification eliminates the protection of exceeding 250 KIAS below 10,000 feet (in Profile), so we also recommend adding a point somewhere on the arrival with a 250 knot airspeed restriction to avoid exceeding 250 below 10,000 ft. Note that while we teach accomplishing the vertical revision off the T/D point, a vertical revision off of any other point in the flight plan, including PPOS, T/P, and destination, will accomplish the same result.

• An alternate way is to wait until the start of descent, then changing the speed to 290 on the Tact Mode page; the disadvantages of this method are:

x Waiting until the top of descent to apply a slower airspeed in the descent makes you instantly high on the path, although if high, you will likely catch up before leveling at 10,000.

x Applying a speed in the Tact Mode page overrides all other speeds and even adding an airspeed restriction at some point on the arrival will not slow the aircraft down; in this case, you may see an amber arrow downstream of your restriction point, showing you that you will not make the 250 knot restriction since you have overridden the speed to 290.

• Both the above methods override the normal FMS programming of 250 knots below 10,000 feet, but the vertical revision at T/D method allows you to regain a backup method of preventing exceeding 250 knots below 10,000 feet.

• The third method is simply getting out of Profile and managing the descent by setting 290 knots in the SPD/MACH window and setting the banana just short of the desired level-off point in the flight plan.

h Review Different Sources of Landing Data ▶ APS ▶ Quick Reference Landing Data – use not allowed in certain conditions – conservative flaps 40 data based on LOW braking. ▶ A300 Speed Chart and Landing Distance Chart – allows selection of 15/20 (20/20) flaps and application of runway contaminants – based

on MED braking. Can be used to substitute for APS when time and conditions do not permit. ▶ Landing Distance Penalty Chart – for certain failures – based on MAX braking without autobrakes.

• Note that in most instances (with the exceptions of dual hydraulic malfunctions, no slats and no flaps, and slats less than 15 and flaps 20) the landing speed increment is at most +30 and landing distance increment is 1.8 (A300 numbers). So at max landing gross weight (310,000 lbs), an approach speed of 165 and a landing distance of 7,000 FT provides a safe margin. These numbers are useful for making a quick decision should time or fuel not permit. (VAPP for A310-300 at 280,000 lbs. is slightly higher: +35 = 175 knots with same landing distance.)

▶ Max landing weight available in two places:• Release• Shaded area of Quick Reference Landing Data chart in QRH Performance section.

h Review Level-off/Cruise Items (Technique: FATCOW) ▶ Fuel ▶ Altimeter – RVSM ▶ Trim ▶ Cruise page ▶ Oil bugs ▶ Weather – destination

h Review Thru-Flight Procedures (PHB 2.1.3) ▶ Use Shutdown checklist to identify the items that can be left on for the next flight. ▶ Technique: accomplish the retest items immediately after the Shutdown checklist is complete and prior to leaving the aircraft at the com-

pletion of the flight. ▶ Cockpit inspection: turn on IRUs, review circuit breakers and Maintenance Panel for possible change in FUEL CENTER & TIM TANK switch

position.


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▶ Use normal Flight Deck Preparation flows and procedures and applicable system tests. This means normal flows, put switches in normal flight position, and test radar, takeoff warning, and oxygen (memory jogger: RTO).

h Review Stabilized Approach ▶ A memory jogger is the acronym “GEARS”:

• G – gear and flaps (final landing configuration), plus briefings and checklists complete• E – engines spooled up (engines operating at power setting commensurate with aircraft flight conditions)• A – airspeed (no greater than VAPP + 10 and no less than VAPP – 5.• R – rate of descent (descent angle and rate appropriate for type of approach being flown, using all available landing aids, i.e., ILS,

VASI, PAPI, etc., and not to exceed 1,000 FPM descent without a special briefing)• S – stabilized crossing the runway threshold on target airspeed within ± 5 knots and positioned to make a normal landing in the

touchdown zone (first 3,000 feet or first third of the runway)

h Slowing Prior to Descent at 10,000 FT ▶ Technique: in ALT HLD, select 240 KIAS in the SPD window, then select LVL/CH as airspeed achieves 250 KIAS. Then reset SPD to 250. This

prevents the throttles from starting to increase as speed approaches the speed set in the SPD window.

h Time-saving Measure if Running Late ▶ Take snapshots during initial climb, initial cruise, and approaching top of descent. ▶ Catch-up profile:

• Setup for takeoff, no flight deck prep• Configuration and briefings• Non-Profile takeoff• TCAS• VOR radial intercept / PD• Snapshot to just prior to TOD• Direct BIRRA 220 KIAS / 5000 FT• ILS 05R• Full shutdown


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h Engine Start with External Pneumatic Power ▶ As packs and bleed valves are turned off, left ECAM will display Level 2 advisories. If ECAM is not kept clear, ENG page will not automati-

cally display on right ECAM and ENG page must be manually selected. Suggest keeping ECAM clear as messages appear. ▶ Notify Ramp Control so they are aware of the delay in pushback after you turn on your beacon.

h Cold Weather Operations ▶ Review Cold Weather Operations in PHB 4.2 Cold Weather Operations. De-icing checklist available in A300 / A310 QRH Supplementary

Procedures. ▶ APU cold soak limitation: If cold soaked (during prolonged temperatures of 5ºF/-15ºC or below), do not start APU on battery power only. ▶ Review icing conditions, on ground and in flight. On ground 8ºC or below. In flight TAT 10ºC or below, can turn off anti-ice when SAT -40ºC

or below in climb and cruise, but not descent. ▶ Prior to engine start, such as during the Performance Brief, TRP will indicate a higher RPM/EPR than what will be indicated after the an-

ti-ice is selected on after engine start. The FAULT light and/or TRP decrease reflect the switch position, not the valve position. ▶ Selection of engine/wing anti-ice after both engines started. ▶ CONT RELIGHT not required on the ground until before takeoff. ▶ Use of engine anti-ice for takeoff when icing conditions are expected below 1,500 feet AGL. ▶ Periodic run-ups (60% N1 for 30 seconds every 30 minutes) vs. momentary run-up to 60% N1 prior to takeoff. ▶ When conducting a Max Power takeoff, 80 knots comes quicker than normal and depending on aircraft GW you may exceed 80 knots

before calling out “MAX PWR SET, SRS.” In this case, after making the callout, select a speed and call it out for confirmation. ▶ Calculating Holdover Times: three authorized methods.

• ACARS: DOWNLINKS > OPS CTRL > “HOT” > SEND (1 of 3 messages) x SureHOT+: more precise since it measures actual water content in the freezing precipitation and uses the specific fluid type to

calculate an exact holdover time value. x SureHOT METAR: uses airport METAR reports and the specific fluid type to look up a table-driven holdover time range. x Automated report not available: consult iPad or FOM.

• iPad: FDX-HOT app does a fluid specific table lookup.• FOM: provides the generic, most conservative values for each fluid type.

▶ Use of anti-ice during descent increases descent distance since idle thrust is advanced to flight idle – the effect is more pronounced on the A310.

▶ For students upgrading or transitioning from other FDX aircraft, primary emphasis is on knowing how to use the holdover tables and on using the FOM for reference for communications during de-icing.

▶ Other miscellaneous briefing items:• Preflight considerations: ADJ on release; 1.1% climb & cruise, 70# descent.• Prohibited takeoff weather conditions: FOM 8.33.• Ice pellets: allowance time table FOM 8.47 and table 8.77 – PTOCC not authorized and allowance time cannot be extended.• PTOCC requirements: about to exceed, or exceed, holdover time, or heavy snow.• Snowfall intensity table FOM 8.43.• Holdover tables cannot be used for snowfall or ice pellet conditions.• Good checklist for determining de-ice requirements and takeoff restrictions in FOM 8.49.• Nominal N1 crosscheck for PW engines during Performance Brief.

h FMS Departures at KIND ▶ At some airfields we can’t select the VNI switch to ILS to get ILS DME for use on departure because ILS/DME distance is sent to a PFD (via

the FMC) if:• A frequency is selected on the ILS control panel.• A DME is associated to the selected ILS frequency.• The onside V/N/I switch is selected to ILS.• The airplane is within 30 NM of the ILS DME transmitter.

▶ If there is more than one ILS/DME on the selected frequency, the FMS displays the ILS/DME for the ILS approach loaded in the FMS F-PLN page. In this case, if no ILS approach is entered in the F-PLN, no ILS/DME will be displayed. At these airfields (for example, KIND and KEWR, etc.) where this problem exists, the FMCs have been modified to put a FedEx three letter identifier (for example, -FXH) so that the DME is tuned through the VOR and displayed on the VOR/DME RMI indicator.


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h Defined Runways ▶ It is necessary to define a runway because a waypoint cannot be used as a destination or alternate in the NEW ROUTE TO field for FMS

fuel calculations.

h FMS Arrival Programming ▶ On leg 2 into KMEM, when student selects a runway, arrival adds a manual leg which adds a substantial distance and adversely affects the

fuel on arrival on the PROG page. It is useful to instruct shortening up the manual leg with a PBD, i.e., COPEN/247/30 or DINKE/178/30, to make the fuel calculation more realistic.

h Optimum Profile Descent (OPD) ▶ Because the FMS priority is path over airspeed, the Airbus is better at achieving altitude restrictions than airspeed restrictions and judi-

cious use of speed brakes may be necessary to comply with some restrictions. ▶ Ensure that there is a hard altitude somewhere near the bottom of the arrival. If there are multiple altitude windows, make one toward the

bottom a hard altitude. A good technique is to anticipate a fix on the arrival where you would come out of PROFILE. A descent with multiple windows and no hard altitude will confuse the FMS and will result in unpredictable performance.

▶ If CI is set to 55, normally the CI has to be set higher for the aircraft to achieve the 290 knot speeds required at some waypoints. Prior to T/D, enter a CI of 132/100. Where to do this is at pilot discretion. Technique: TACT the current speed prior to changing the CI to stay at the current speed and the aircraft will speed up at start of descent. Another technique avoids setting the CI to 132/100: Observe the first airspeed value below the T/D and adjust the CI on a 1 for 1 basis. For example, if the descent airspeed shows 280 KIAS, you can increase the programmed descent airspeed to 290 by entering a new CI of 65. The FMS-computed descent airspeed value varies a small amount depending on aircraft gross weight. The T/D point will be more affected by gross weight than the FMScomputed descent airspeed with heavier gross weights resulting in earlier T/D points.

▶ Recall that the two FMSs compute vertical paths independently. If the vertical deviations are not synchronized during the descent (which happens on occasion), go direct to the next point and that should cause the vertical deviations to synchronize.

▶ If a transition of the OPD is changed after descent, lateral off a waypoint that is common to both transitions to program the new transition. Otherwise the FMS will “double build” the arrival resulting in possible FMS-related altitude or lateral deviations.

▶ If cleared direct to a point down the road on the arrival, be ready to activate IMM DES and ensure that all constraints will be met.

h ILS Approaches ▶ Review Approach Requirements tables in FOM. Note that they Runway Lights and Approach Lights columns indicate the minimum required

and can be exceeded. ▶ Required Airborne Equipment for ILS Approaches table:

• Autoland section identifies those items that are monitored by the Autoflight CAT Status system and indicated in the Land Capability column of the FMAs. Loss of an item will result in a triple click and downgrade in CAT status.

• Non-Autoland section identifies support systems but these items are not monitored by the system. A loss of one of these systems, with the exception of Generators, will not be indicated in the Land Capability column of the FMAs.

• See ASM Chapter 5 Autopilot, Land section page 5-1-0-31. ▶ “Special Aircrew and Aircraft Certification Required” refers to facilities which have inoperative or non-standard lighting. These approaches

are authorized by FOM 6.29 Authorized Approaches. ▶ Special Authorization (SA) approaches are those specifically authorized by the FAA through OpSpecs.

• SA Cat I is an approach as low as 150 FT HAT and 1400 RVR and require the use of specific electronic visual systems such as HUD. FOM 6.29 Authorized Approaches prohibits the use of SA Cat I approaches at FedEx.

• SA Cat II approaches are defined as Cat II approaches with 100 FT DH and as low as 1200 RVR using aircraft autoland or HUD certified to touchdown on suitable Cat I ILS systems that may not have dual transmitters or required lighting. SA Cat II approaches are specifically approved for carriers in their OpSpecs (C059) and are authorized for those approaches designated as SA on the ap-proach plate. FOM 6.86 Cat II Approach Requirements says “Some route manual charts have a remark that states: ‘Reduced lighting: requires specific OPSPEC, MSPEC or LOA approval and use of Autoland or HUD to touchdown.’ FedEx has the OpSpec approval and is authorized to conduct Cat II operations to these runways. Autoland is required.” FOM 6.86 cites OpSpec C059.

▶ All Cat II and Cat III approach charts in the normal FedEx system are tailored and display the FedEx logo at the top of the chart. Any Cat II or Cat III approach that is not tailored is not authorized unless management approval has been received (FOM 6.19 Authorized Landing Minimums).


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▶ Rollout control and restrictions• Not allowed on snow or ice-covered runways• Raises RVR minimums to 600/600/300 (FOM 6.87)• Visual reference by 50 feet is required, i.e., must see to land (FOM 6.87)• If RO mode is not used, must have three RVRs reporting (FOM 6.87)• Disconnect autopilot at nose wheel touchdown

▶ Two times visual reference is required (by 50 FT) on CAT III approaches: DH on approach plate or on snow- or ice-covered runways where rollout not available.

• Example: KIND ILS Rwy 05L has DH 50 FT, RVR mins 6/6/3 and note indicating localizer not suitable for electronic rollout guidance. ▶ Dual autopilots recommended for all ILS approaches to avoid potential overshooting the LOC or G/S due to an autopilot anomaly. See PHB

Supplementary Procedures 3.4.1 NO LOC or G/S Capture During Single Autopilot ILS Approach. ▶ Autoland:

• Autoland test is accomplished by PF.• Autoland and Rollout is not allowed at certain airports, both domestic and international, as a result of incorrect magnetic variation

data stored in the IRUs, typically at airports where magnetic variation changes rapidly such as airports in northern latitudes. See Bulletin A300/A310-14-04. IRU modification is not expected prior to the second quarter of the fiscal year 2017.

x During an autoland, FLARE engages at 50 FT RA. ALIGN engages at 30 FT RA and the autopilot aligns the aircraft based on the magnetic course selected in the ILS CRS window. This alignment is made using the magnetic heading supplied by the IRUs.

x At airports where magnetic variation changes rapidly, a difference may develop between the ILS CRS value and the magnetic heading determined by the IRUs. When this discrepancy is greater than 2 degrees, the autoflight system no longer meets certifi-cation criteria for autoland and rollout.

▶ FMA anomaly: with both autopilots engaged, CAT III FMA will downgrade to CAT II while in LVL/CHG, but will return to CAT III at ALT*. ▶ Definition of AH: radio altitude when aircraft transitions to fail operational and a failure of a redundant system (i.e., autopilot, pitch trim,

yaw damper, ATS) will not cause a downgrade. AH callout is 50 FT for fleet standardization purposes, but aircraft still goes fail operational at 100 FT AGL.

▶ Per OPS SPECS C060, for operations using Fail Operational landing systems with a Fail Passive or Fail Operational rollout system, if any one of the RVR reporting systems is temporarily inoperative, the operation may be initiated and continued using the two remaining RVR reporting systems. The TDZ RVR is only required for operations using a Fail Passive landing system with a Fail Passive or Fail Operational rollout system.

▶ Technique: for greater SA, on the APPR page of the FMS, enter the field elevation in the MDA field and activate the approach to provide distance to glide slope capture.

▶ Captain must make the landing when visibility is less than ½ mile or less than 1800 RVR, or when an autoland is conducted. ▶ Technique: on approaches in foggy conditions, forward visibility can be increased by turning off landing lights to reduce scatterback. ▶ RVR is reported whenever the prevailing visibility is 1 mile or less or the touchdown RVR is 6000 or less. Values are reported in 500-ft

increments down to 3000 RVR, 200-ft increments from 800-3000 RVR, and 100-ft increments from 0 through 800 RVR. CAT II approaches require TD and RO RVR for runways 8000 feet or less and TD, MID, and RO for runways in excess of 8000 feet; however, exceptions are permitted on a case by case basis. CAT III approaches require TO, MID and RO RVR but exceptions are made on a case by case basis. Runways longer than 12,000 feet may have an additional FAR END RVR sensor.

▶ Low visibility operations are defined as operations that occur when RVR is below 1200.

h Autobrakes ▶ Autobrakes are recommended for:

• Short or uniformly contaminated runways – if patchy, it’s best to use manual brakes• Visibility is below CAT I minimums (Approach Briefing Guide).• Significant crosswinds

▶ Autobrakes ensure a straighter rollout, optimize landing distances, and help maintain even brake temperatures. ▶ Considerations should be:

• The type and coverage of contamination• Aerodynamics of the autobrakes selected, i.e., pitch changes, uneven anti-skid applications, etc.• Always be ready to terminate autobrakes and apply manual braking

▶ APS landing distances are based on fixed deceleration rates which can be achieved with a combination of both wheel brakes and thrust reversers.

▶ Use the brake pedals to smoothly disconnect the autobrakes. This allows the PF to immediately apply the correct brake application depend-ing on conditions.


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▶ DO NOT select MAX mode for landing. ▶ Use of MED autobrakes during autolanding may cause a firmer nosewheel contact than normal. ▶ When landing at very light gross weights with MED autobrakes selected, the antiskid may cycle rapidly and uncomfortably, even on a dry

runway.

hMissed Approach / Go-Around / Rejected Landing ▶ “Gear up. Check Missed Approach altitude” should be one sentence. Recommended technique: add the 400 foot call “HDG/S” or “NAV”

since, for precision approaches, aircraft will be very close to 400 feet when you get around to saying it, and for nonprecision approaches, the MDA is normally in the vicinity of 400 feet and the aircraft is already at the altitude to make the call.

▶ Red “V”s (chevrons) appear if pitch is excessive. If pitch exceeds 25º, flight director commands disappear and only attitude, FPV (if select-ed), speed and heading remain.

▶ May get a momentary landing gear warning immediately after landing gear retraction as system momentarily senses gear not down and locked with flaps near 40 – this is normal.

▶ Technique: retract slats after every missed approach, then extend them again as necessary. This resets the TRP to GA – otherwise, the TRP stays at CL and there is no hook or procedure to remind you to make the change. TOGA power is approximately 9% higher than CL.

▶ Mid-altitude missed approaches:• When de-selecting LAND, automation always returns to defaults, i.e., HDG and V/S. If HDG/S or NAV is selected, vertical mode will

return to V/S. If V/S or LVL/CHG is selected, lateral mode will return to HDG. ALWAYS check to make sure you get a blue armed ALT under the GO AROUND FMA.

• Unless you disconnect the automation and fly manually, it is ALWAYS necessary to TOGA when going missed approach below 400 feet in order to get out of the LAND mode.

• Above 400 feet, it is not necessary to TOGA for a low altitude missed approach: can simply select and reverse the V/S and increase speed as necessary. But remember that if not in TOGA, you don’t get SRS and minimum speed now becomes VLS + 10 which you have to remember to correct.

x Recommended technique: Select ALT HLD, then use normal left to right flow: set Green Dot, set required altitude, select HDG/S or NAV, select and activate desired V/S. Then follow-through with normal missed approach procedures and callouts starting with flaps except that to maintain the desired V/S, avoid selecting LVL/CH . The advantage of this technique is that selecting ALT HLD allows a moment to stabilize and think about how to accomplish the remainder of the maneuver, either climbing or descending.

x Additional technique: use right to left flow: V/S to +1000 (or as desired), HDG/S or NAV, increase airspeed as desired, then go through the normal missed approach procedures. Note, however, that speed may have already been set, and selecting LVL/CH will take you out of V/S and increase power to GA. The flow technique of right to left with V/S selected first is recommended because if you select HDG/S when established on a VNAV path (RNAV or ILS GS OTS), the autopilot will disconnect. The button selection sequence makes no difference on an ILS approach, but it does on an approach using VNAV guidance.

• A missed approach can occur at any altitude on the approach. When executing a missed approach prior to the MAP, fly the final ap-proach track until passing the MAP. May require selecting VOR/LOC if flying an ILS/LOC approach. After the MAP, any turns required by the procedure can be made. Altitude can be achieved at any time, but NO early turns.

▶ Rejected landing on touchdown:• Do NOT attempt a go-around after reverse thrust has been initiated. If ground spoilers have deployed, a go-around is not recommend-

ed.• At touchdown, autothrottles declutch, so go-around must be initiated with a TOGA and manual positioning of the throttles to TOGA

thrust. With ATS lever ON, autothrottles will be available after liftoff.• Do NOT reset flaps or trim.• As throttles are manually advanced for takeoff, ground spoilers will retract and autobrakes will deactivate upon ground spoiler

retraction.• Will get the configuration warning until airborne (S/F 30/40 or trim out of takeoff range - green band).• Remember that there will be considerable pitch trim difference from takeoff, i.e., 5-6 degrees instead of 0.5-1.0 degrees. Beware of

initial pitch to avoid a tailstrike: rotate to 12½º until airborne. ▶ Missed approach fuel for full pattern should be planned for 3000 - 5000 lbs depending on traffic. ▶ MFWF (Min. Flt. Wt. Fuel): MFWF exists because below this weight, the autopilot pitch trim has insufficient trim rate authority during

missed approaches with the autopilot engaged.


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Simfinity Setup to demo KMEM ILS Rwy 27 GS OTS:Simfinity Setup: IAFIOS > INIT POS > KMEM RW27ACFT LAT/LONG > N35:06:56 / W089:33:59ALT/IAS/HDG SLEW > ALTITUDE 3000, HEADING 240FMS > Direct COVIM, HDG/S 240NEW RTE TO > KMEMSet ILS to 108.7/271Simulator Control > Freezes > Position FreezeLayouts: left side - instruments; right side - pedestal and FMS

h Start Malfunctions – General ▶ Engine start malfunctions do not display on ECAM and they fall into three categories:

• Those malfunctions that require memory items, i.e., hot, hung, no start. Airbus considers these Phase 1s. x Fuel lever off, motor the engine for 30 seconds, ignition off, check start valve closed, then go to the QRH. x For hot start, a technique is to verbalize the highest temperature attained in the start since maintenance will want to know this

value. x These are common sense actions for any start malfunction where fuel has been introduced into the engine.

• A tailpipe fire which requires immediate action, but different from the hot, hung, no start situations in that the memory item is simply fuel lever off before going to the QRH.

• All other start malfunctions where nothing needs to be accomplished without reference to the QRH. ▶ Hung start

• Differences in CONT RELIGHT vs other START positions.• Difference in ECAM pages and NAC vs BLEED PSI indications.

▶ Few start malfunctions refer you to the MEL, but you should always refer to the MELafter complying with the QRH procedures. For example, the No Light Up During EngineStart checklist does refer you to the MEL (74-00-01-02-1 or -2, Ignition, System A/B),but the Start Valve Fails To Open checklist does not refer you to the MEL despite the factthat there is an MEL procedure that is applicable and is a flagged item: 80-13-01-A, Starter Valve System.

▶ The Pilot Deferred Maintenance (PDM) procedure in FOM 4.13 Minimum Equipment ▶ List (MEL) applies. Crew should contact MOCC and get an MEL number, MOCC assigned Control Number, and the time and initials of the

Dispatcher. ▶ Review PDM procedures during start malfunctions.

h Approaches with Vertical Guidance ▶ Must be a database approach ▶ Flown in NAV (VOR or RNAV (GPS) approach) or V/L (LOC approach) and PROFILE ▶ QRH Maneuvers section – profile, setup and missed approach criteria ▶ PROFILE must be disengaged to display the FINAL X.X° prompt. ▶ Enter DDA in the MDA field in the APPROACH page when not in PROFILE mode, and enter or confirm VAPP on LSK 4L. ▶ Activation of Final Approach Mode: may be accomplished at pilot discretion when Performance Descent Mode PROFILE is no longer

required. ▶ Review difference between performance descent mode and final approach mode. ▶ Importance of waypoint sequencing for LOC approaches: after activating Final Approach Mode: check vertical deviation does not indicate

-9990 – this should indicate an incorrect waypoint sequence in the flight plan. Clear points as necessary to ensure the correct “TO” point is in the flight plan, otherwise VNAV path will not be captured.

▶ PM callouts for VOR approach – “VOR alive” ▶ At LOC*, set runway heading, select PROFILE and confirm blue P.DES on FMA. ▶ At path intercept, confirm P.SPD and P.DES on FMA, and set missed approach altitude. Control speed from APPR page from this point on. ▶ Per PHB Chapter 2-16, two operative GPS systems are required to commence an RNAV (GPS) approach – for this purpose, commencement

of the approach is defined as receipt of approach clearance. Thereafter, failure of one GPS is acceptable provided GPS remains PRIMARY.



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▶ Arming of PROFILE:• PROFILE will disengage if LVL/CHG is selected or if altitude capture (ALT*) occurs. Technique: If ALT* takes too long to disappear

when leveling at an intercept altitude, momentarily select ALT HLD (to get out of ALT*), then immediately select PROFILE to capture the VNAV path.

• PROFILE will arm, but will not engage, if lateral guidance is HDG SEL – must have a white line to be able to calculate proper profile. ▶ FMS speed control

• If required to maintain a speed different than VAPP when intercepting the path, insert this speed on the APPR page, i.e., 170 knots until FAF. When at FAF, clear the speed and the speed will revert to an uncorrected VAPP, or you can enter a corrected VAPP if neces-sary.

• Will need to enter a different speed for increased wind speed or abnormal configurations. ▶ Note additional missed approach criteria for VNAV approaches. ▶ Visual transition

• After 50 feet below DDA, speed control reverts to FCP and the current airspeed is displayed, the FMA reverts to default V/S at the current vertical speed, and HDG and autopilot disconnects.

• Use FPV (bird) or continue on V/S.• If ILS GS, VNAV vertical path or VGSI not available below minimums, PM calls out HAT, sink rate, and airspeed deviations in excess

of 5 knots every 100 ft above TDZE. (PHB 2.1.5 Standard Callouts) ▶ NAP/LAP

• VOR or RNAV approach – NAV, Activate, PROFILE• 2) LOC approach – LOC*, Activate, PROFILE

▶ How to ensure observation of minimum altitudes prior to FAF (Example: SVVA RNAV GNSS Z 10) :• Crossing HRZOG at 5800 or above IS REQUIRED (not 5750 or 5700).• 2) There are 3 recommended techniques for avoiding an altitude bust:

x Using V/S. Approaching HRZOG, deselect ALT HLD and select 4300 FT for HUTTO. 0.2 prior to HRZOG, select a V/S of 1000-1200 FPM to lead the descent. Passing HRZOG, arm PROFILE.

x Using LVL/CH. Same technique as above, but use LVL/CH instead of V/S. x Using CWS mode of the autopilot. 0.2 prior to HRZOG, press the CWS/CMD switch to change the autopilot mode to CWS and

push the nose down several degrees to initiate a descent. PROFILE may be armed because CWS will NOT intercept the PROFILE path. As the aircraft approaches the VNAV path, press the CWS/CMD switch again to change the autopilot mode to CMD and allow the aircraft to intercept the path. Note: CWS operates independent of the Flight Directors.

• On this particular approach, you’ll never be more than 200-300 FT above the VNAV path passing HRZOG and you should be able to chase and capture it very soon after passing HRZOG.

• Technique: estimate your crossing altitude along ALL intervening waypoints by using the 300 ft/mile rule. For example, using the 300 ft/mile rule, 3 miles prior to a crossing fix you should be 900 feet above the crossing altitude. This needs to be adjusted for the actual descent angle. In the RNAV GNSS Z Rwy 10 approach, for example, the 300 ft/mile needs to be adjusted to 344 ft/mile due to the 3.44 degree descent angle. So descending from a higher altitude on this approach, at 2 miles from HRZOG you should be at 6488 ft (688 ft above crossing altitude of 5800 ft), and after passing HRZOG, at 1 mile from HUTTO you should be at 4644 ft (344 ft above crossing altitude of 4300 ft). During the descent prior to the FAF, keep doing the mental math to see if you’ll make it. If you see you’re going to bust the altitude, slow your descent using V/S or CWS, then re-select PROFILE at the crossing point.

▶ Discontinued approaches when on the VNAV path: a recommended FCP technique is to use a flow of right to left with V/S selected first. If you select HDG/S when established on a VNAV path, the autopilot will disconnect. The button selection sequence makes no difference on an ILS approach, but it does on an approach using VNAV guidance.

h Summary of VNAV gotcha’s: ▶ PROFILE must be disengaged to display the FINAL X.X° prompt. ▶ Final Approach Mode activation may be accomplished at pilot discretion when Performance Descent Mode PROFILE is no longer required. ▶ PROFILE armed will disarm if LVL/CH is selected or altitude capture (ALT*) occurs. PROFILE will not disarm if V/S is selected. Technique: If

ALT* takes too long to disappear when leveling at an intercept altitude, momentarily select ALT HLD (to get out of ALT*), then immediately select PROFILE to capture the VNAV path.

▶ PROFILE will arm, but not engage, if lateral guidance is HDG SEL. ▶ If being vectored to final, or NAV engaged to the final segment on a LOC or ILS/GS Out procedure, engage PROFILE no sooner than LOC*.



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h Hold-in-lieu of Procedure Turn ▶ When loading the KMEM RNAV (GPS) Rwy 27 approach, note that what looks like a holding pattern at COVIM is really a Hold-in-lieu of Pro-

cedure turn. A Hold-in-lieu of Procedure Turn can be identified by the fact that the FMS does not show a separate HOLD line, does not show a LIMIT time nor a HOLD SPEED. For example, instead of a normal holding pattern shown below on the left, a Hold-in-lieu of Procedure Turn displays as shown below at right.

▶ When in a Hold-in-lieu of Procedure Turn pattern, the TO waypoint at the upper right corner of the ND does not show MANUAL as in a normal holding pattern – it shows the waypoint, i.e., COVIM. And there will not be an IMM EXIT prompt. Unlike a holding pattern where the VDEV shows dashes, when entering this pattern at COVIM, VDEV starts counting down since it is planning a single circuit in the pattern for alignment.

▶ To delete a Hold-in-lieu of Procedure Turn, CLR the second instance of the waypoint in the flight plan. ▶ Use caution in establishing a normal holding pattern at a waypoint with a Hold-in-lieu of Procedure Turn since the FMS will build one of

each in the flight plan.



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Simfinity setup to demo NDB 10 approach to KBOI:Simfinity setup: 10,000 ftIOS > INIT POS > ACFT LAT/LONG > N43:20:00 / W116:34:54 (RENOL)ALT/IAS/HDG SLEW > ALTITUDE 5,000 FT, HEADING 035FMS > Direct USTIKNEW RTE TO > KBOILayouts: left side - instruments; right side - pedestal and FMS

h NDB Approach ▶ Must be flown in Rose Mode since arrows are not displayed in Arc Mode. ▶ Procedure turns: racetrack or teardrop if so depicted, otherwise at the discretion of the pilot, i.e., 45/180, 80/260, 90/270.

• Configure to slats/flaps 15/0 with gear up before commencing the PT outbound heading.• PT starting point: Non-ILS - 1 min. outbound, ILS - 30 seconds outbound• PT outbound leg: 30-60 seconds depending on winds.

▶ Manual input into FMS• Procedure turn

x In FMS, builds a procedure turn followed by a F/PLN DISCONTINUITY which can’t be cleared except by going direct after estab-lished inbound and exactly on course.

x On ND, behaves much like a holding pattern: shows as a curved arrow until the PT is the TO point; builds the PT plus the final approach to the runway (unlike the FMS).

x If a PBD is entered for PT, make sure it is close enough to USTIK to allow two turns and still remain within 10 NM; recommend USTIK/282/5.

• Instructor note: aircraft will fly the PT in NAV and will then fly the inbound heading after the F/PLN DISCONTINUITY. PHB 2.16.7 ...HDG SEL mode must be used once established on a published segment of the approach until reaching the DDA.

▶ NDBs identified in FMS as XXDB (ID + NB) – in this case BONB ▶ Fly the approach as a constant descent approach (CDA), i.e., V/S down to a DDA (MDA + 50 FT). At DDA, either take over visually and land

or go-around. ▶ Step-down altitudes

• If no FAF designated, can start down any time after established inbound.• For NDB, established inbound means ±5º.

▶ Go-around flown in HDG/S until cleared direct. ▶ No need to monitor NDB after identification since if ADF fails or if no ADF signal is received, the pointer is removed from the display. ▶ Technique: if the final approach course is built in the FMS for SA, a course interception technique is to select NAV on the intercept heading

and allow NAV to intercept the inbound course since the aircraft will intercept the extended inbound course just like a VOR radial intercept. Once on course, select HDG SEL to complete the approach.

h VOR VNAV Approach ▶ Recommend using Approach Procedures Profile Review chart in QRH for reference ▶ Database vs non-database approach ▶ If database, PF in NAV while PM in VOR raw data ▶ PM callouts for VOR approach – “VOR alive” ▶ When cleared for approach and NAV selected, even if not on extended runway centerline, can select runway heading (since HDG/S no

longer used) and PROFILE (since FMS has a white line). ▶ Missed approach criteria (+100/-50 ft, 1 dot raw data) ▶ Technique: NAP/LAP

• VOR approach – NAV, Activate, PROFILE• LOC approach – LOC*, Activate, PROFILE

h Summary of VNAV gotcha’s: ▶ PROFILE must be disengaged to display the FINAL X.X° prompt. ▶ Final Approach Mode activation may be accomplished at pilot discretion when Performance Descent Mode PROFILE is no longer required. ▶ PROFILE armed will disarm if LVL/CH is selected or altitude capture (ALT*) occurs. PROFILE will not disarm if V/S is selected. Technique: If



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ALT* takes too long to disappear when leveling at an intercept altitude, momentarily select ALT HLD (to get out of ALT*), then immediately select PROFILE to capture the VNAV path.

▶ PROFILE will arm, but not engage, if lateral guidance is HDG SEL. ▶ If being vectored to final, or NAV engaged to the final segment on a LOC or ILS/GS Out procedure, engage PROFILE no sooner than LOC*.

Use DDA Mins: hWith Remote Altimeter Settings. hWith ILS approach selected in FMS and flying a LOC only approach, compare the VPA between both approaches. If the VPA difference >0.1, use DDA. (If less than or equal to 0.1, use DA.) h High mins Captains add 100’ to mins.

* - Ball Note - “Only authorized operators may use VNAV DA(H) in lieu of MDA(H)”.** - RNAV APP - e.g. If Jepp note directs use of LNAV mins based on high or low temperatures and LNAV/VNAV mins are listed on the RNAV approach, then DA is authorized.

Treat MDA as DA with:1. Ball Note*

2. ILS w/ GS OTS3. Using LNAV/VNAV Mins4. Using LNAV on RNAV w/

LNAV/VNAV listed**

Determination of DA(H), DDA(H), or MDA(H) for NON-

Planninga NON-ILSApproach

Build and Brief an ILS

Using VNAV?(Profile)

DomesticInternational

UseDDA(H)

FMSDatabase

LNAV/VNAVMins

End

UseDA(H)

NO

NO

NONO

YES

YESYES

YES

YES



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h Arm Light or Start Switch Failure ▶ Use this procedure when one ARM light does not illuminate with IGNITION Selector in a Start position, or if Start Switch does not hold in. ▶ The key to the difference between this procedure and Start Valve Fails to Open is the ARM light – if the ARM light does not come on or the

switch does not latch in, the problem is the switch. ▶ Review PDM procedures during start malfunctions.

h ECAM Emergency/Abnormal Procedures ▶ QRH Checklist Instructions has very valuable information on handling emergency and abnormal procedures. ▶ Captain immediately announces division of duties: who flies, who handles the ECAM. ▶ No action until flight path is stabilized and not less than 1,000 feet AGL. ▶ If the situation is critical and safety of flight is in jeopardy, accomplish the Phase 1s, the red ECAMs, and land. ▶ Time permitting, after Phase 1s and red ECAMs are complete, accomplish amber ECAMs and any PROC directed by ECAM. ▶ Time permitting, review the QRH after ECAM procedures are complete. ▶ Red ECAM with a blue PROC indicates a QRH procedure that should be referenced if time permits. It should not be considered as an exten-

sion of the Red ECAM. If the crew elects to continue working the problem, this indicates that they should go directly to the indicated PROC in the QRH and NOT continue with amber ECAMs. However, the crew should not delay landing the aircraft in order to accomplish this blue PROC.

• There is one exception: On Ground Engine Fire has a red PROC: ON GND ENG FIRE procedure listed. This procedure should be com-pleted if conditions permit because it leads to the Evacuation checklist.

• Reference: Letter titled “ECAM” written by then Standards Manager Walt Costilow in December of 2011. ▶ After completing an ECAM page, PM challenges PF (clear ECAM?) to verify that all items have been accomplished. PF confirms that no

steps have been omitted and responds “clear ECAM.”• When clearing ECAM, all items on the ECAM page can be cleared, even though it may take multiple presses of the CLEAR button.

After all ECAM pages are complete, PM reviews STATUS page with the PF. PM should wait until flight is stabilized and PF is in a position to listen to the STATUS brief. This is an excellent opportunity for the crew to re-connect after both being in separate worlds. And this is an excellent opportunity for the Captain to announce the plan he has developed so the entire crew knows what to expect and thus enhances S.A.

▶ Captain should get feedback from FO, then develop and announce his plan of action: where we are going, what our restrictions are, what type of approach we need to accomplish, etc. Think out loud.

h AC Bus 1 Off / AC Ess Bus Off ▶ Partial feedback available even though ECAM indicates No Action Feedback on CRT - see notes. ▶ Review notes:

• Partial sub-bus failure: preferable to switch off only secondary failures as indicated.• Switching to OVRD SUPPLY 2 from OVRD SUPPLY 1.

▶ LDG SPD / LDG DIST INCREMENTS table shows two spoiler choices: ROLL SPLR (4 or more per wing affected) that requires speed incre-ments and landing distance multiple of 1.8; and GRND SPLR (3 or more per wing affected) that requires no speed increments but requires a landing distance multiple of 1.3.

• Roll spoilers are 3-7 and ground spoilers are 1-7. This failure only affects 3 sets of roll spoilers (A300: 3,5,7; A310: 3,6,7) while it affects 4 sets of ground spoilers (A300: 2,3,5,7; A310: 2,3,6,7). Therefore, the correct choice is GRND SPLR which corresponds to the landing distance multiple of 1.3 on ECAM.

• This illustrates that if the landing distance multiple on ECAM and QRH don’t agree within 0.1 or so, you’re probably in the wrong QRH section.

▶ FMA LAND Mode Status column indicates CAT 2 even though status is CAT 1 due to loss of Captain’s window heat. ▶ With ADC lost, SPD LIM will display on PFD. Select ADC INST on Switching Panel to recover. ▶ Required Airborne Equipment For ILS Approaches table in QRH Maneuvers section.

• The Autoland Systems section at the top lists items that will downgrade the Cat status in the FMA LAND Mode Status column along with a triple click.

• The Non-Autoland Systems section at the bottom lists items that will NOT downgrade Cat status in the FMA LAND Mode Status column with the one exception of Generators.



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Simfinity setup useful for briefing arcing approach to KCPR ILS Rwy03: Simfinity setup > 10,000 ft IOS > INIT POS > ACFT LAT/LONG > N42:52:15 / W107:51:23 (70 west of DDY on J107-202 from BPI) ALT/IAS/HDG SLEW > HEADING 066 FMS > Direct DDY NEW RTE TO > KCPR FLT FRZ or POS FRZ Layouts: left side - instruments; right side - pedestal and FMS

h Slats Stuck ▶ Difference between “jam” (2 lights) and “stuck” (3 lights = WTB applied). ▶ Phase 1 is due to the fact that those aircraft with the latest ECAM load (W32) have the “Cycle” command on ECAM.

• Ship numbers 687-692 ▶ Speed control on takeoff: LVL/CH (freeze the speed) and select desired speed. Speed control less important for slats stuck than for flaps

stuck due to the higher speed limitation. ▶ “Bring the zipper to you.” ▶ The fuel cost of accomplishing the full procedure is approximately 2000 lbs.

h Non-standard Fuel ▶ Point out PHB 1.12.7 & 3.12.7 - what to do if no asterisk: deduct non-std fuel from MAXZFW; if the actual ZFW is less than the adjusted

MAXZFW, the flight is legal to depart and no further action is required. Notify Dispatcher for legality insurance. Max ZFW-CTR TK=Allow-able ZFW. CTR TK fuel <400 = zero.

h Brief Landing Data Sources: ▶ APS contains landing distances for LOW, MEDIUM and MAX braking. ▶ Quick reference data chart - used except for certain conditions - based on LOW braking. ▶ A300 speed and landing distance chart - allows application of runway contaminants and based on MEDIUM braking.

• It’s legal to use this chart as a substitute for APS landing data when time and conditions do not permit – see note under the title of the Landing Distance chart.

▶ Landing configuration penalties chart - for certain failures and based on demonstrated MAX braking without autobrakes.• Note that in most instances (with the exceptions of dual hydraulic malfunctions, no slats and no flaps, and slats less than 15 and

flaps 20) the landing speed increment is at most +30 and landing distance increment is 1.8 (A300 numbers) . So with a heavy aircraft at max gross landing weight (308,700 lbs), an approach speed of 165 and a landing distance of 8,000+FT provides a safe margin. These numbers are useful for making a quick decision should time or fuel not permit. (VAPP for A310-300 at maxlanding weight of 273,400 lbs. is slightly higher: +35 = 175 knots.)

▶ Max landing weight available in two places:• Release• Shaded area of Quick Reference Landing Data chart in QRH Performance section.



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Beta 02 - Geoffrey W. GreeneBeta 01 - Geoffrey W. Greene47

ITU: Regulatory Elements Icon Description

h Regulatory Elements - Ground

Exterior Safety Check

Interior Safety Check

Cockpit Inspection Power Application Flight DeckPreparation

Flight DeckPreparation

Cold Weather

Pushback / Tow Engine Start Power Out Taxi

Low Visibility Taxi Taxi after Landing Single Engine Taxi Parking Shutdown

General Preflight Post Flight




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h Regulatory Elements - Takeoff and Approach

Normal Takeoff Crosswind Takeoff Rejected Takeoff Low VisibilityTakeoff

Normal Climb

CAT I Approach CAT II Approach CAT III Approach VNAV Approach V/S Approach

Visual Approach Single EngineApproach




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h Regulatory Elements - Landing

Normal Landing Crosswind Landing Auto Landing Rejected Landing No VGSI Landing

Flight Path Vector SE Landing




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h Regulatory Elements - Operations and Procedures

Climb Operations Cruise Operations DescentOperations

Area DepartureOperations

EnrouteOperations

Holding Operations InternationalOperations

SystemsOperations

Pre-DepartureOperations

EGPWSProcedures

FMS Procedures NAV Procedures TCAS Procedures WindshearProcedures

Area ArrivalProcedure




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h Regulatory Elements - Maneuvers

Stall Clean Stall Departure Stall Landing Steep Turns




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h Regulatory Elements - Emergency / Abnormals

Air Systems Aircraft General Autopilot Displays Electrical

Engine Engine Inflight Engine Start EvacuationEmergency

Fire Protection

Flight Controls Flight Instruments FMS / NAV Fuel Hydraulic

Ice and Rain Landing Gear MISC Rejected Takeoff APU Overheat



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