STI notes - OMA/SEPM PDF

STI notes - OMA/SEPM ========================= 8.1.5 Fuel Policy Taxi (increase or decrease) ○ APU usage ○ Engine start ○ Taxi for departure Trip (fms flight stages) (increase or decrease) ○ Takeoff, SID ○ CRZ FPR ○ Descend via STAR...

STI notes - OMA/SEPM ========================= 8.1.5 Fuel Policy Taxi (increase or decrease) ○ APU usage ○ Engine start ○ Taxi for departure Trip (fms flight stages) (increase or decrease) ○ Takeoff, SID ○ CRZ FPR ○ Descend via STAR ○ Approach and Landing ◆ Consider Planned landing weight at destination ◆ Expected SID & STAR Contingency (decrease) ○ Extended taxi, Delays ○ Altitude restrictions ○ Route modifications ○ Errors in forecast wx ◆ If PBC Contingency Fuel is not available, shall be planned as 5% of the Trip fuel ◆ Max reduce 10mins, with 5mins remaining Additional ○ Supplementary fuel when Trip+Contingency+Alternate+Re- serve is not enough to cater for EO or DX at the most critical point to Hold 15mins at 1500ft + Approach and land ◆ Inclusive of 5% contingency; and for EDTO CP only: caters severe icing + APU burn ○ Additional Fuel will become extra fuel after passing the last ERA CP Alternate  ○ MAP from minima at destination ○ Climb to CRZ ○ Expected routing to alternate ○ Inclusive of 5% contingency ○ Approach and landing ◆ Planned with minimum 90nm ◆ CI - 0 ○ Island reserve equals to 2hrs normal cruise consumption above destination, inclusive of final reserve Final Reserve ○ Minimum fuel aircraft shall land except diversion to ERA after depressurisation/engine failure ○ 30 minutes holding at 1500ft, at alternate ◆ Minimum reserve: 15mins 1500ft, nominated ERA, following DX/EO To continue to destination: ○ Sufficient to destination with normal fuel required ◆ PPOS to destination ◆ Approach & land ◆ Divert to alternate + 5% contingency (incorporated) ◆ Hold 30mins 1500ft AAL ○ Sufficient to divert to suitable ERA ○ Inflight fuel reduction Dynamic tankering = Fuel price (no extra fuel added) Operation tankering = Operational: fuel truck, airport, turnaround time, 10mins added automatically for sector 1 CAT B – Two sector fuel Sector 1 TAXI FUEL x 2 + Sector 1 TRIP FUEL + Sector 1 EXTRA FUEL (if applicable) + Sector 2 TOTAL FUEL Extra fuel is generally not carried on sector 1 for CAT B as total fuel for  subsequent sector would cater for this requirement Crew weights = 81kg (75+5) __________________ Inflight fuel reduction ○ Other than isolated destination, permissible to continue with less than MDF provided: ◆ 2 independent runways (or radius of 60nm) ◆ Wx (actual+forecast) at ETA above NPA planning minima ◆ No known or probable delays ◆ Sufficient of PPOS to dest + 5% contingency + Final reserve + Approach/Land ○ After descending ◆ As long as final reserve ○ For isolated aerodrome; adjust PNR based on situations, with 2hrs crz overhead destination “Minimum fuel” = Committed to land, might be less than final reserve “Mayday fuel” = Less than reserve =============== 8.1.3 Planning minima CPA produced operational information has overriding authority PIC has the authority to apply minima higher than those prescribed Shall not plan a flight without an instrument approach aid. Instrument aid may be either a ground-based radio navigation beacon or GNSS. The use of GLS requires an acceptable RAIM prediction for the expected time of use Visibility to RVR ○ When value is same, only 1 figure is presented  ○ When RVR is not available, minimum visibility shall be considered limiting in the same manner as RVR ○ Conversion shall not be used for takeoff minima ○ If no RVR available, use runway edge lights which is 60m spacing Takeoff alternate & Planning minima No takeoff when RVR or ceiling is below takeoff minima If multiple RVR reported, ALL shall be at or above minima ○ If no RVR available, use runway edge lights which is 60m spacing When takeoff weather at departure aerodrome are below the applicable minima for landing, take-off is prohibited unless a suitable take-off alternate aerodrome is available ○ Within 400nm - 1hr flight time OEI cruise speed in ISA and still air at actual takeoff weight ○ For EDTO flight, limit can be up to EDTO max diversion distance (434nm) Cloud ceiling = More than half sky covered (BKN or OVC) TEMPO = less than 60mins INTER = less than 30mins (+/-1hr) - Takeoff altn, Dest, Dest altn, EDTO enroute Destination: Disregard Wind Gust Altermate: Disregard TEMPO, INTER, Prob40 can be disregard provided forecast above Table A,B,C All: PROB30 PROB TEMPO PROB INTER can be disregarded  Isolated ○ Where flying time is over 1:30hr from nearest suitable dest alternate (Perth, Brisbane, Auckland) ○ Nomination of alternate can be waived if weather is at or above planning minima for isolated aerodrome ○ Replaced by 2hrs normal cruise consumption above destination aerodrome ○ PNR to an ERA shall be stated on OFP Takeoff alternate ○ Weather will be at or above applicable landing minima for the expected approach ○ LVO may be used (consider LVO capability in OEI) Destination (disregard wind gust) ○ Weather will be at or above applicable landing minima for the expected approach ○ Otherwise 2 alternate aerodromes are required ◆ Fuel for furtherest alternate ◆ Filed on flight plan ◆ Both above planning minima ○ LVO may be used Alternate ○ Table A: World ○ Table B: USA ○ Table C: Canada  EDTO ERA ○ Table D: Worldwide ○ Table B: USA ○ Precision approach: +200ft/ +800m, NPA +400ft/+1500m ERA ○ Adequate ○ Non-EDTO: 60mins at OEI crz speed of an adequate airport =============== 8.1.3.4 Effect of failed ground equipment PIC may continue an approach visually if nav aid in use fails during approach. MAP shall be flown no visual contact with landing runway Decode formats are detailed in FD Pro Publications, General Airway Manual, Meteorology, MET Section =============== 8.1.1 Terrain Clearance of terrain of 35ft, (with not more than 50% of reported headwind, not less than 150% of tailwind) Safe altitude = FD pro, OFP, EDG On airways within 10nm either side Off airways within 20nm Grid MORA 1000ft clearance for 5000ft below terrain 2000ft clearance for 5000ft above MRA 10nm either side of the route centerline Obstacle clearance 1000ft where elevations are 5000ft or lower Obstacle clearance 2000ft where elevations are 5001ft or higher MRA minimum is 2000ft Wind correction when terrain is over 2000ft: EDG Consider FPR, Planned weight, Mean ISA, Oxy capacity 20nm either side  Locking the waypoint 10 minutes ahead LOCK waypoint directly to the diversion airport Descend to depicted safe altitudes 20nm left or right of track, alternative use GRID MORA Request direct to IAF fpr approach (Copy active of current fpln to secfpln to ensure 20nm either side) MSA 1000ft obstacle clearance within a 25 NM radius from a reference point Low temperature altimetry Corrections are only required when the ambient temperature is at or below ISA −15°C Any ATC-assigned altitude which is accepted and read-back must be flown uncorrected and as read-back to ATC Calculation shall be performed independently by at least two Flight Crew and results crosschecked At or above temperature corrected 25NM MSA, obstacle clearance is guaranteed and there is no requirement to correct ○ MAP altitude ○ Vertical profile check ○ FAF, IAF ○ DA In RNP/RNAV, if actual temperature is at or below 0°C, and at or above the chart temperature limit, then the approach may still be flown to LNAV/ VNAV DA If actual temperature is below the chart temperature limit, then the approach may still be flown to the LNAV MDA ATC approval must be received before applying altitude corrections to  procedures with “At” altitude constraints Round the airport elevation "down" to the nearest 100 FT Cold wx require a higher FPA since more altitude change required FlySmart EO performance use the input temperature when producing Flysmart EO Acc Height and are valid for low temperatures FlySmart contain company EO Acceleration Heights. In case of any discrepancy, the greater of the FlySmart "ENG OUT ACC" or Port Page EO ACC Ht shall be used. No temperature corrections are required by crew (for takeoff) MAP at temperature below 0°C, EO ACC ALT shall be corrected ========================= SEPM Priority code is a cabin interphone function to be used for urgent calls to the flight deck ○ A330 - Press "PRIO CAPT" ○ A320/A321/A321neo - Press and hold "EMER CALL" for at least one second ○ A350 - Press "PRIO", "CAPT" then "SEND" Emergency report shall follow the “WHO WHAT WHERE” format ○ NITSR Initiation of Alert Phase. Attention ISM to Flightdeck/ Interphone (twice). “Attention, Description of Non Normal Event” (twice). “Attention, Crew at Stations” Cancellation of Alert phase. Crew Normal Operations “Attention Brace Brace” 30sec before touchdown in emergency/evacuation ○ If PA inop, alternative signal for brace signal = Cycle signs 6 times “Attention Evacuate Evacuate” ○ If PA inop, crew at door 1 are to shout order If the aircraft is dispatched with PA inoperative, PIC shall use cabin interphone to convey all commands to SCCM Built-in ELT in the aft of the aircraft above the ceiling panel, Connected to an “ELT Switch” in the flight deck PBE protects from smoke up to 25000ft, for minimum 15mins. On 20000ft, if Seat Belt sign is already on due to anticipated turbulence, the “Seat Belt” sign will not be cycled Torch: Secure and red indicator light is flashing ELT: Secure Life jacket: Strap intact & secure BCF Fire extinguisher: Secure & red disc intact HAFEX Fire extinguisher: Secure & green range, safety pin seal intact PBE: Green & Sealed Gloves: In position Crow Bar: In position Firesock: In position Commander, or in their absence a nominated flight crew, shall remain in the flight deck for the duration of fuelling operation and shall inform SCCM upon commencement and completion of fuelling. Switching on the seat belt sign on completion of refuelling serves to advise the cabin crew that fuelling is completed If steps are in use, the route to and from the aircraft must not be crossed by fuelling hoses or cables Sterile cockpit: Engine start/Start of taxi to CRZ 30mins to landing to seat belts signs off 5.15 Turbuelence Moderate: “This is your Captain speaking. Please observe the seat belt signs are ON, and cabin service will be suspended. Cabin crew, please take your seats” Severe: “Cabin crew, please take your seats immediately” Backup for moderate & severe turbulence with no PA: Cycling “OFF” then “ON 1 time the sign belt sign Inop PA system; Flight crew will relay the message to the SCCM who will then write the message down (in English) and repeat it back to the flight crew for accuracy 6.1 Fire fighting In flight, at ANY TIME if smoke, fire or fumes are confirmed and cannot be controlled, and the Captain determines that the severity of the situation is such that the aircraft is in danger, a descent and diversion should be initiated immediately NOT recommended to activate the drop down passenger oxygen masks. Besides oxygen, cabin air is also inhaled through air inlets in the oxygen masks. If QRH has not been necessary to action, they should consider temporarily switching off the recirculation fans to increase the rate at which clean air is circulated in the cabin 6.2 Crew incapacitation Full use of the auto flight system should be made, including autoland if possible. The best way to request assistance from the cabin crew is by P/A If incapacitation occurs after commencing descent and weather falls below Category I minima, may be safer to continue to destination rather than divert. If crew complement is reduced to below minimum complement due to pilot incapacitation, a PAN call must be made 6.4 Depressurisation 1. The cabin lights will automatically come on bright 2. “No smoking” and “Seat Belt” signs illuminate together 3. Deployment of oxygen masks 4. Automatic P/A will be broadcasted in English, Cantonese, Putonghua and Japanese At 40,000ft useful consciousness is about 15 seconds When cabin altitude reaches 9,550 FT, all cabin lights will come on bright “No Smoking” and “Seat Belt” signs will illuminate with the corresponding chimes When cabin altitude reaches 13,800 FT, oxygen masks will deploy automatically In an event of depressurisation, a continuous high chime sounds through the FCRC loudspeakers. Oxygen masks are mounted on the partition next to each bunk and the crew rest seat 6.6 Precautionary landing Landing conducted under an Alert Phase using normal procedures. This is a non- normal situation where the flight crew has assessed that there is a low risk of evacuation 6.7 Precautionary disembarkation Non-emergency situation when time is available to conduct a controlled disembarkation by using either the stairs or airbridges. In exceptional circumstances the use of nominated slides may be required 6.8 Emergency preparation - Land Alert Airport Authorities regarding: A. The nature of the emergency B. The location/description of hazardous cargo C. Any special assistance required e.g. if certain exits will be unusable.. Brief the SCCM using the NITS format.. PA 7.3.5 Emergency communications Attempt to contact ground or airborne stations on designated route frequencies VHF/HF. If no success utilize frequencies assigned specifically for distress purposes. Available emergency/distress frequencies are: 1. 121.5 MHz – Aeronautical emergency frequency VHF 2. 243 MHz – Military emergency frequency VHF 3. 406 MHz – Picked up by satellite 10 Equipment location & Cabin doors Slide armed indicator light illuminates white when door is “Armed” and the door operating handle is moved up, a buzzer also sound Cabin pressure warning light flashes red if residual cabin pressure above 0.0362 PSI when all engines are shut down and the door is disarmed AA1A CAAA Type A: Double channel sideraft Type C: Single channel sideraft, Primary exit for land and ditching evacuation All doors are usable in all aircraft attitudes, ditching Land evacuation duties FO: 1. Take torch 2. Ensure the flight deck is clear 3. Proceed to the cabin and assist with the evacuation on the right hand side 4. Evacuate 5. Assist on the ground 11.19 Bomb warning Positive Target Identification: Green/Amber/ Red Onground: Amber = Potential disembarkation of crew and passengers Red = Required disembarkation of crew and passengers / Emergency evacuation Inflight: Amber = Contact IOC, Search of flightdeck and cabin maybe required Red = Diversion possible 11.20 Unruly passengers Level 1 – Disruptive behaviour Level 2 – Physically abusive behaviour Level 3 – Life threatening behaviour Level 4 – Attempted breach of the flight deck Verbal warning - Written warning - Restraint ========================= Operational Air cart start/ APU INOP MEL ○ Request Air Start Unit ready early ○ “SOP BEFORE START CLEARANCE” : Ask for clearance, Beacon, SURV etc ○ Simultaneous use of engine bleed supply and air start unit is prohibited ○ Don’t do 2 checklists at the same time ○ Before the shutdown of second engine, connect external power __________________________ Hot cabin policy ○ Average cabin temperature of 28°C or less is achieved ○ If unable, PIC may exercise discretion to board passengers taking into consideration the average cabin temperature, expected time until engine start and air conditioning pack  operation, and the probable disruption ○ It is only permissible for ENG staff to start the APU in order to satisfy Hot Cabin requirements ○ Crew shall not perform engine runs solely for the purpose of cooling ○ Exception to deviate from standard APU usage policy, when ◆ Average cabin temperature above 26°C or below 14°C ◆ Local weather conditions exist which may cause hazard to ground __________________________ Speed control - ATC (8.3.5.2.2) Varies by more than 5kts IAS for departure and arrival CRZ flight sustained TAS vary by 10kts TAS or Mach Number varies 0.02 If unable to conform to the speed specified by ATC, PM should inform ATC immediately the speed that cannot be maintained by stating “Due Operational” or “Due Configuration” Instruction to “Resume Normal Speed” does not remove speed restriction that is applicable to published procedure 8.3.23 ATC departure to "Maintain Runway Heading" should be flown with drift correction applied to maintain the runway track ○ Exceptions – USA, Canada and Australia require that “Runway Heading” be maintained without drift correction, ie HDG No turn and no ATC communication before 400ft AAL Maximum speed is the greater of 250  KTS or Green Dot until at or above 5000 FT AAL FCTM-Holding Automatic speed reduction occurs to reach maximum endurance speed provided NAV mode engaged and speed managed Approximately GD+20kt and provides the lowest fuel consumption If maximum endurance speed is greater than the ICAO or maximum holding speed, the flight crew should select flap 1 below 20 000 ft and fly S speed Holding pattern is not included in the descent path computation. When holding fix is sequenced, FMS assumes only one holding pattern will be flown “Latest time” for HOLD is based with no extra fuel, assuming the aircraft will divert __________________________ When need LDA(Dispatch) FCTM? Both destination and primary alternate ○ PADD related to landing performance ○ Contamination forecasted & reported at ETA ○ NOTAM affecting LDA With RLD less than LDA On dispatch LDA, only CONTAM consider REV operative, otherwise it’s REV inop PIC disregard F-LD? Regarding LPA, F-LD should be less than LDA Under exceptional circumstances, crew may disregard F-LD, as long as LD is within LDA FCTM-SOP-DES PREP TO wind 150%/50% / MTOW perf (OMA 8.1.1.1) Less than 50% of the reported head- wind or not less than 150% of the reported tailwind __________________________ RAIM 8.1.3.1 PIC shall not plan a flight to an aerodrome without instrument approach aid. The use of GNSS & RNP(AR) in this regard requires an acceptable RAIM prediction for the expected time of use. RAIM prediction is required where state permits GPS as the sole means of navigation in remote or oceanic areas. ABAS equipped aircraft do not require such prediction, especially when the system is integrated with other onboard avionics (IRS and RNAV/DME/ DME), which supports continued accuracy during short-term loss or signal outage. All Company aircraft are ABAS equipped __________________________ RFF/Adequate airport/ Suitable airport Adequate airport ○ ATC available, Communications, Navaids ○ LDA sufficient ○ PCN, Lighting ○ RFF compatible, Emergency services EDTO operation; the term "suitable" is used to define an adequate airport complying with EDTO flight dispatch weather minima criteria Suitable ○ Adequate + Meteorological conditions 8.1.2.6 RFF Destination = 9 (7) Alternates = 7 (5) ERA/EDTO = 4 __________________________ 8.1.8.3 Flight folder/ OFP required components SNN FMC dashboard Fuel and weight dashboard Airports dashboard Log page Enroute NOTAM Required to be functional: ○ Acceptance of fuel, Activation of FPLN TOC on EFF is based on Autoderate PERF factor = correlation of fuel flow, affects managed speed, OPT FL IDLE factor = Idle engine rating, affects descent path Contingency fuel time calculation is based on Reserve fuel equivalent consumption rate Alternate fuel time is based on forecast conditions & calculated from MAP to alternate via expected routing Extra fuel corresponding time = Reserve fuel/30 * rec extra CORR LNDG should be used whenever TOTAL FUEL is adjusted as it contains a fuel allowance to carry that extra fuel ○ ZFW has increased (or decreased) and you wish to correct the TRIP FUEL. If you decide NOT to adjust the TOTAL FUEL but use some of the contingency figure, or EXTRA, then the correction should be CORR RAMP X weight difference for each 1,000 KG  ○ ZFW has changed and you require to uplift additional fuel, hence changing the TOTAL FUEL figure. In this case, the CORR LNDG figure should be used as you require to add an allowance for the additional fuel uplift, which will further increase the TOW Airport dashboard: ○ Preflight = Total - Taxi - Trip ○ Margin on CP is based on over and above CP, inclusive of Fuel to ERA +5% contingency, 15mins 1500ft hold, land, for EDTO additional fuel for severe icing & APU Offblock delay: ○ From doors closed until offblocks, considered as delay if over 6mins __________________________ PB no ATC calls? 8.3.20 Aircraft pushback Start and push back clearance should be requested simultaneously Do NOT request ATC airways clearance during push back. If during pushback, ATC calls with the airways clearance, ask them to standby Do not instruct the engineer to disconnect until the start is complete and the engines are stable Flash Nose Wheel Taxi lights twice to attract attention __________________________ EDTO Planning minima for EDTO ERA (+-1hr ETA) Precision: DA+200ft, RVR+800m NPA: DA+400ft, RVR+1500m (table D)  60 minutes flying time in ISA and still air conditions, at approved OEI cruising speed from ERA Maximum diversion time considers the most limiting EDTO significant system time limitation, if any, and the cargo fire suppression system time limitation. The limits are reduced a safety margin of 15 minutes For diversion times greater than 180mins, forecast wind and temperature is considered Critical fuel calculation based on planned aircraft weight. Forecast atmospheric conditions such as en- route winds, ISA deviation and icing Planning minima to be used for aerodromes that are nominated to support EDTO segment should be above table D No dispensation may be granted for items indicated being required for EDTO. If dispensation is granted for a system required for EDTO, the aircraft shall be downgraded to NON-EDTO Prior to EDTO entry point Re-evaluated that will be at or above landing minima and crosswind within aircraft and crew limits Another ERA shall be nominated within the maximum diversion distance In the segment Attempt to select another suitable ERA to support EDTO route segment Remain on planned route and use the nearest suitable ERA to support the route segment __________________________ 8.4 AWO LVO takeoff: RVR less than 400m LVO landing: RVR less than 550m Company policy is to only use LVO Port Page minima  Reported visibility may not be factored to obtain an equivalent RVR for LVO (non LVO: just can’t be used for takeoff) Instrument approach and landing shall not be conducted in less than 800m visibility unless RVR information is provided for the runway Operational credits for the use of HUD shall not be used Whether TDZ/MID/RO/FE are controlling or not for CAT2, CAT3A,B PF shall be the PIC operating from left seat, except when emergency or crew incapacitation exists PIC shall be satisfied that LVP are in force before commencing an LVO approach ○ Clearance to fly a CAT 2 or CAT 3 is considered confirmation LVP are in force Implementation of LVP is necessary before permitting LVO Equipment deterioration is align with approach ban procedure Precision approach lights: 300m before threshold to 900m into runway Runway centerline lights: White from threshold to 900m from stop end ○ 900m to 300m: Alternate red and white ○ 300m to end: Red 8.2.6 Deicing & Anti-icing Take-off with light coatings of frost up to 3mm in thickness on lower wing surfaces due to cold fuel is permissible However leading-edge, control surfaces, upper wing must be free of ice and snow Thin hoar frost is acceptable on the upper surface of the fuselage provided all vents and ports are clear Ice ridge on lower wing is not acceptable Type 1: Removing ice, short period,  deice ORANGE Type 2: Less glycol content, anti-ice COLOURLESS Type 4: Modified type 2 with longer holdover times, anti-ice GREEN Once de-icing procedure has been accomplished, the need for anti-icing procedure is predicated on further contaminant falling. For example, fine weather after a snow fall would only require a de-icing procedure. Departure planning: ○ LWES: if valid HOT is generated ○ METAR: not permitted if (+)FZDZ or (+)FZRA Takeoff: ○ LWES: if valid HOT is generated ○ METAR: not permitted if (+)FZDZ or (+)FZRA, Hail any intensity, +Snow pellets, +Ice pellets Destination: ○ Destination maybe planned even with (+)FZDZ & (+)FZRA ○ But alternate +/-1hr must be free of any FZDA and any FZRA Approach: ○ No (+)FZDZ or (+)FZRA, Hail of any intensity Allowance time is for ice pellets, and is based on undiluted fluids If METAR based, takeoff is allowed up to 90mins after start of fluid. application if precipitation stops and OAT does not increase Fluid types available are provided within CPA HOT app. back-up listing can be found at the end of the Transport Canada HOT tables in Comply365 Holdover times priority. HOT app with LWE data with timestamp. HOT app with METAR. HOT app with manual data. HOT tables in comply Single time = No adjustments are necessary for precipitation rates Range = Dependent upon precipitation rate For both LWES & METAR, weather conditions are assumed to be fixed ○ Improving = Original HOT start time ○ Worsening = Shorter HOT shall be calculated If using METAR, RVR shall not be used. Snowfall intensity shall be determined as a function of visibility. Day/Night lighting should be considered Generic holdover data for Type I, II and Type IV fluids should be used when specific fluid data is not available Pre-takeoff contamination inspection: ○ Visual verification of upper wing surfaces are free of ice and snow ○ Within 5mins of takeoff ○ LWES: Not required if single HOT has not been exceeded ○ METAR: Required if shorter based METAR HOT has been exceeded Pre-takeoff contamination check: ○ Externally by authorised ground staff ○ Takeoff must be commenced within 5mins after check ○ If unable aircraft must return to bay for deice ○ LWES: Single HOT exceeded ○ METAR: Longer HOT exceeded __________________________ 8.1.7.2 Crew should check with ATC if Flight Plan is still valid for delays in excess of 30minutes of EOBT 8.2.1 Minimum transit time For a delayed service is 25 minutes 8.2.2.1.3 1st Cabin ready When all doors are closed, all passengers seated, ISM will select “CABIN READY” to Flight Deck. Pushback shall not commence until this signal has been received 8.2.4 APU usage Standard: 1. Start APU no earlier than 15 MIN before departure 2. Shutdown APU within 5 MIN of arrival 8.2.5 Fuelling procedure Whenever refuelling or defuelling is in progress, Engineer shall ensure a headset is connected to the nose wheel interphone jack prior to commencement, and for the duration of refuelling During refuelling, emer lights off, seat belts on and no smoking sign on Fuelling operations shall be suspended with lightning activity in the immediate vicinity 8.3.1.8.1 CB On ground, aircraft should be stationary with the Parking Brake set when resetting or cycling CBs 8.3.1.13 Curfews If an infringement of a night/noise arrival or departure curfew becomes apparent, crew shall contact IOC or AOM (departure) who will endeavour to negotiate a dispensation. Crew shall adjust departure time or the Cost Index to ensure compliance 8.3.1.15 Minima after dispatch Landing minima, including aircraft or crew crosswind limits, shall be used for any airport 8.3.4.1 FO flying, 5.2.4.3 Appointment FO + SO(LFUS) ○ Max xwind 15kts ○ No Mechanical failure or inflight shutdown ○ Not length limited runway ○ Above 300ft cloud base and 1500m vis ○ Unfamiliar alternate BTC - Aircraft limit STC & TC - Max 25kts Served as SO, CPL and passed ICAO, IR, Telephony, AEP, LVO 8.3.6.6 Climb & Descent management Upon clearance, crew should commence within 1 min Minimum ROD required in a procedural environment is 500fpm 8.3.6.10.1 PDC Company policy, at any time ATC clearance is received by ACARS, the crew shall verify the following: ○ Correct SID on FMS ○ FCU altitude ○ Transponder code 8.3.7.9 Database / Magnetic variation Magnetic course displayed by RNAV system for a particular leg may slightly vary from magnetic course on a SID/ STAR chart. Displayed course differences of 3 degrees or less are operationally acceptable Shall not fly a RNP 1 or less procedure unless it is retrievable by procedure name from Database and conforms to the published procedure chart. Manual entry of new waypoints is not permitted 8.3.7.13 RVSM FL290 to FL410 (inclusive) “W” on item 10 on ATS flight plan Prior RVSM airspace ○ 2 independent sourced altitude measurement system (inflight check of within 200ft)  ○ 1 automatic altitude control ○ 1 altitude alerting ○ 1 mode c transponder 8.3.8.6 Cost index CI-0 minimum fuel, More than 0 will give shorter time but more fuel Adjust for sound operational reason only; FTL/curfew Keep below CI150 for airbus 8.3.9 Altimeter QNH set below the Transition Altitude and STD above the Transition Level Within 75ft between elevation & altitude Crosscheck 1000 to go, FL100, FL200 and 5000ft 8.3.12.17 Hot weather ops If cooling air is available from external source, supply should be plugged in immediately after engine shutdown and remain until just before engine start Extend gear earlier for cooling Pressure Altimeter will under read the actual altitude in high ambient temperatures ○ Therefore, aircraft will be higher than indicated. During ILS Crew will notice at Altitude check, altimeter may indicate lower than published with aircraft stabilised on glide slope ○ 5 DME altitude check with an OAT of + 34°C, altimeter will read approximately 200 FT lower than published check altitude 8.3.12.18. Contaminated runways When over 25% of runway (whether in isolated areas or not) covered: ○ Slush/Water/Loose snow over 3mm ○ Compact snow ○ Wet ice In cold weather if taxi distance to runway is short tyres may not warm sufficiently to eliminate flat spots. This may lead to nose wheel vibration on  takeoff 8.3.13 Comms To reestablish communication with ground after pushback: Cycle runway turnoff lights twice 8.3.30.3 Comms 7500 Unlawful interference, 7600 Lost comms, 7700 Emer Sufficient fuel for depressurisation, or EO for ○ PPOS to adequate airport ○ Hold 1500ft over that airport for 15mins ○ Carry out an approach and landing 8.3.30.7 Incapacitation On an EDTO sector, take into account the following factors: ○ 1. Seriousness of the illness or injury ○ 2. Reduction in flight time ○ 3. Wx and approach aids at the destination and ERA 8.3.30.8 Fuel jettison/ Overweight landings Fuel jettisoned above 5,000 to 6,000 feet (AGL) will completely vaporise before reaching the ground No restriction on fuel jettison during an in-flight fire, whether inside or outside the aircraft Notify ATC: Status, Plan, Duration 8.12.6.2 70% or higher normally. If at least 1 serviceable outlet is available for EFB charging, with adequate time opportunity battery charge of approximately 40% is acceptable for dispatch from all ports On 350, onboard OIS EFB fulfil operational requirements Approximately 20% left prior TOD Minimum 2 EFB for exHKG, minimum 1 for ex-outport If inop mount: Exhkg replace it from  Flight deck services, Exoutport: permitted provided it’s stowed during critical phases __________________________ SOP AP engaged: Actioned by PF, but not executed until confirmation from the PM Exceptions to this would include periods of high workload and flight below MSA Manual flight: PM should automatically make selections in response to ATC clearances without PF direction If ALT CST Magenta 8000, with 6000FT set on the FCU/AFS CP ALT), then both values shall be crosschecked If NAV ACCURACY DOWNGRADED or NAV PRIMARY LOST appears on MFD or ND, a regular check of navigation accuracy shall be carried out to ensure that the required ENROUTE and OCEANIC, TERMINAL and TAKEOFF or APPROACH RNP is achieved On completion of refuelling, CM2 shall: Ensure Refuel Record Form by Approved Refueller Fuel grade is satisfactory and signed Calculate Actual Total Uplift by inserting Fuel Company, Uplift and SG Enter actual UPLIFT on the Refuel Record Form Ensure Departure Fuel shown on the ECAM is in close agreement with the Final Fuel ordered ____________________________ All battery is above 25v When AVAIL light is on, set EXT 1 or 2 to AUTO To avoid the display of spurious dispatch messages, the GND SVCE sw 1 on the door 1L must be set to OFF  before setting EXT 1(2) pb to AUTO ADIRS full alignment: (more than 5s) ○ 1st flight of the day ○ Change in crew ○ Poor navaids coverage ○ RNP AR expected In FZFG conditions with OAT at +1 °C (34 °F) or below, must refer to the operations in FZFG ENG Fire test: ○ CRC sounds ○ All ENG FIRE and APU FIRE pb- sw come on red ○ All SQUIB lights of the ENG and APU AGENT pb ○ All DISCH lights of the ENG and APU AGENT pb ○ FIRE light of the MLG BAY light comes on red ○ MASTER WARN lights flash ○ ECAM displays ENG 1 FIRE, ENG 2 FIRE, APU FIRE, MLG BAY FIRE alerts ○ All FIRE lights on the ENG MASTER panel come on Do not use APU bleed if the ground crew confirms that an air start unit or air conditioning unit is connected to the aircraft. To determine if an air start unit is connected, the flight crew should check on the BLEED SD page, if there is pressure in the bleed air system When the APU GEN is ON, EXT PWR 1 does not supply the electrical network. Crew may keep EXT PWR 2 to reduce the APU load, particularly in hot weather conditions 4x life jackets 2x PBE Fire extinguisher Protective gloves Crowbar Oxygen masks Torches  Escape rope – Gear Pins – Fan cowl doors keys (2 or 4) ___________________________ Check there is no indication of battery discharge through the battery exhaust. With Li-Ion batteries, check the presence of the yellow disc on the battery exhaust Characteristic speeds on the PFD (green dot, F, S, VLS) & Pitch trim after engine start are based on the ZFW and ZFWCG (& block fuel for pitch trim) that the flight crew enters in the FMS. SEC 1 = EOSID + Return SEC 2 = Copy active 75ft: PFD & Elevation 30ft: PFD & ISIS ○ If greater than 30ft in rainy conditions; set probe/window heat to on for 2mins 20ft: PFD & PFD Wx starts to emit as soon as one engine is started and WX pb on the EFIS CP After refuelling; ○ EFF xcheck, Uplift, Balanced, Extra “XCHK WITH AVIONICS”: Runway + TO shift + EO ACC alt are not part of the check If ECAM does not display the N/W STEER DISC memo, but ground crew confirms that the tow pin is in the towing position, do not start the engines during pushback Ensure NW STEER DISC is no longer shown before disconnecting ground crew. If ground crew confirmed it is removed but it’s still showing on ECAM, NWS is inoperative  ENG start: After all amber crosses and messages have disappeared from the ED and ENG SD page: WAIT 10 s Engines shut down 90 min or less = 2mins, otherwise 5mins ___________________________ ANF have NAV + PLAN which gives best layout Carbon brake wear depends on number of brake applications and on brake temperature. It does not depend on the applied pressure, or the duration of the braking 300 °C max brake temp for takeoff limitation ensures in hydraulic leak, any fluid touches the brake units does not ignite after gear retraction If ATC requires a heading after takeoff, or in the case of a radar vector departure, preset the heading on the AFS CP and NAV disarms ___________________________ Departure change: TCRAP ○ Time, Chart, Clearance, Radnav, Altitude, Performance Do not enter the active runway for takeoff until “Cabin Ready” notification has been Received, unless the PIC is satisfied there is no landing traffic Should aircraft need to occupy the active runway for more than 90 seconds after line-up, advise ATC without delay. ___________________________  Xwind at or below 25kt and no tailwind = Half forward till 80kts Over 25kts & tailwind = Full forward until 80kts, CL at 20kts, FLX at 40kts ○ 20kts for all 35-1000 THRUST SET = thrust rating limit set with reference of blue dot PM to scan speed, THR, EGT throughout CRZ FL above REC MAX will be accepted provided it’s within 0.2g buffet margin ___________________________ If EO occurs during a derated climb, derated climb thrust is deselected when the flight crew selects MCT The derated climb slightly increases fuel consumption GD gives max angle of climb, Max rate of climb can be calculated via inflight performance When crew uses selected speed/Mach, FMS predictions assume a return to the managed speed/Mach at next climb speed limit or speed constraint where the managed speed becomes greater than the selected speed (e.g. 250 kt / 10 000 ft) When changes from QNH to STD, safety altitude that was graphically displayed switches to a numerical value Maximum speed is the greater of 250 KTS or Green Dot until at or above 5,000 FT AAL ___________________________ Crew should update wind and temperatures when difference of 30° in direction, or 30kt or 5°C for temperature deviation ETP calculation is based on entered wind at the diversion FL and on current speed/Mach  CI = 0 means max range, CI = 999 means minimum time RTA constraint will modifie managed speed/Mach target in order to remain between GD and MMO to achieve this constraint Speed decay might be: Tailwind, OAT increase; hence drop in RECMAX Higher TAT can be achieved by increasing MN0.01 to 1degree; or 4000ft des for 7 degree During CRZ, crew should have ○ PPOS to destination ○ Approach & land ○ Divert to alternate + 5% contingency (incorporated) ○ Hold 30mins 1500ft AAL ___________________________ Review Status page, Deferred Proc, Sync ECAM before LPA Dispatch LPA: PADD on LDA, NOTAM affecting LDA, Contaminated runway at ETA F-LD is based on 15% increment ○ Max upgraded RWYCC is 3. Crew should never upgrade an RWYCC on their own initiative F-LD should be less than LDA, but crew may disregard F-LD as long as LD is shorter than LDA In all cases, maximum of 250 KTS IAS below 5,000 FT AAL ___________________________ IDLE segment - Geometric (specific angle) If STAR includes a hold, FMS does not acoount TOD or fuel computation In DES, speed range is 20kts If higher ROD is needed, use the OP DES mode and select a higher speed For holding: Automatic speed reduction occurs to reach maximum endurance speed when entering the holding pattern, provided NAV and speed/Mach  is managed ○ Equals to around GD+20kt During hold, FMS predictions assume ○ CI = 0 ○ Weight equal to landing at destination ○ FL100: