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Pre & cockpit preparation ELEC (3.03.04 pg 2) if a/c not powered for more than 6 hours.

. Perform batteries cx, few items here cx batteries above 25.5 V (ensure 50%) , ( remember batt should be off in order to cx) if below 25.5V, charge the battery , charging cycle is 20 mins. APU should be started within 30 mins after the selection of batteries to AUTO. If start after 35 mins, batt charge is less than 25% of max capacity HYD (3.03.04 pg 2,3,4) Do not pressurize hyd system without clearance from grd crew (ie, flaps, ACCU PRESS) AIR CON Full range temperatures 24 +/- 6 deg Pack flow selection (3.03.06) LO pax less then 115 NORM all other cases HI hot/humid conditions APU always provides HI ECAM (3.03.04 pg 7) Recall: check and compatible with MEL, then clear and cancel them or if any action is required Door: oxy press half box amber, check 3.01.35 HYD: normal refilling range ENG: oil quantity 9.5 qts + 0.5 qts/hr ADIRS (3.03.06 pg 3) Full alignment (10mins): (1) first flt of the day or (2) GPS unavailable and long segment poor radio NAVAID Fast alignment (1 min): if one of the ADIRs displays the residual grd speed is greater than 5 knots (3.04.34 pg 9) Full alignment:Off selector (> 5 secs) then back to NAV (bat light on for 5 secs) Fast alignment:Off selector (within 5 secs) then back to NAV (FCTM NO-020 p 6/14) POS MONITOR: IRS and FMS position is less than 5nm RESET IRS TO NAV: cx the coordinates on the INIT A and compare with (1) coordinates of origin airport from chart (2) ADIRS position (IRS monitor page) FUEL (3.03.06 pg 4a) If FUEL MODE SEL in MAN on grd and CTR PUMP 1 & 2 are not OFF = possibility of fuel spillage for some failures NSW STRG DISC (1.32.20 pg 5, 3.03.07 pg2, FCTM 02.04 pg1) Check if is in green to make sure the pin is in towing position If grd crew confirms bypass pin in tow position but no NSW STRG DISC msg. Must not push back It turns into amber after one engine started as a caution to the pilots that the a/c is able to taxi (with one engine), but dont taxi since the bypass pin is still in towing position Check this msg disappears before taxi

ENGINE START ENGINE START (3.03.08) MANUAL start (high elevation/low air pressure) FUEL LEAK (drain mast) during starting run engine idle for 5 mins, if leak disappears aircraft can be dispatched. If not maintenance action required before the flt Elec pwr supply is interrupted during the engine start (loss of ECAM DUs) abort start, MASTER SWITCH OFF, 30 secs dry crank Start engine no.2 first (yellow hyd, parking brake) MASTER switch ON only after amber crosses and messages disappear Start valve opens, N2, igniter (16% N2), FF (22% N2), EGT & N1, oil pressure (15 secs max), start valve close & igniter off (50% N2, fully close between 50% and 56% N2) Stabilized at 19.5% N1, 390 deg EGT, 58.5% N2, 275 kg/hr FF (2,4,6,3) FCTM Tailpipe fire (internal fire within the engine) Shut down engine (master switch off) do NOT press the ENG FIRE pushbutton crank the engine ( ENG START selector to CRANK, MAN START switch to ON) AFTER START (3.03.09 pg 1) Engine idle at least 2 mins to avoid thermal shock. (taxi) The last engine started must run for at least 2 mins before T/O for CTR TK PUMPS TEST TAXI (3.03.10) Parking brake slight residual pressure may be indicated after park bark OFF N1 40% max Brakes check check pressure zero and thats basically is checking aircraft is using normal braking and not alternate braking ARC displayed above brake temp on the ECAM brake fan on AUTO BRAKE MAX comes in action if the grd speed is above 72 kts (reject T/O) 180 turn - Standard 45 m width (30 m is enough), grd speed 5 to 8 kts FCTM NWS STRG = +/- 75 deg Pedal = +/- 6 deg Taxi speed (straight) = 30kts turn = 10kts If the ACCU PRESS drops below 1500 psi = parking brake can quite suddenly become less efficient Encounter problem with braking = release normal brake, A/SKID & N/W STRG Sw off, follow similar to loss of braking call out the accum pressure Before T/O (3.03.12 pg 1) No T/O if brake temp >300 deg (FCOM 3.01) OR > 150 deg with brake fans on, < 150 deg brake fan off

x-wind T/O <20kts and no tailwind set N1 = 50 % then FLEX/ TOGA half fwd stick until 80 kts, progressively reduce to neutral by 100kts >20kts or tailwind set N1=50%, rapidly increase to 70% then FLEX/TOGA. Thrust to be set by 40kts (GS). Full fwd stick until 80kts, progressively reduce to neutral by 100kts 130 kts wheel speed = NSW STRG not effective pack off T/O = select pack 1 after CLB thrust reduction, select pack 2 after flap retraction FCTM Tail strike pitch attitude L/G compressed =11.7 deg, L/G extended = 13.5 deg Configuration (1) select the config that can provide the maximum FLEX temp if possible to prolong the engine like (2) short rwys, CONF 3 usually provides the highest possible FLEX temp (3) med or long rwys (2nd segment climb become more limiting), CONF 2 or CONF 1+F becomes the optimum config in term of FLEX temp (4) highest flap config gives the highest tailstrike margin MAX demonstrated x-wind at takeoff is 29 kts gusting 38 kts


Expedite DES = 0.8M or 340 kts whichever is lower ILS Approach (3.03.18 pg1) Forecasted tailwind at landing is > 10 kts = decelerated is not allowed and speed should be around Vref +5kts in final > 3 nm before FAF = Flaps 1 (aircraft must reach/established on the glideslope with Flaps one at S speed at or above 2000ft) minimum 2000ft agl = Flaps 2 (if the aircraft intercept the ILS glideslope below 2000ft agl, select Flaps 2 at one dot below the glideslope FCTM Decelerated = Vapp at 1000ft agl Stablized = Vapp at FAF If any time wants to lower the gear down to slow down, besides FCOM limit, below 220 kts is preferable (avoid gear doors overstress) GA alt setting, ILS approach = G/S*, NPA = aircraft altitude is below MAP altitude Vapp & Grd speed mini Vapp(fmgc) = VLS + Max (5kts , 1/3 twr headwind component) Vapp = minimum VLS + 5kts or up to +15 kts (In case of strong or gusty x-wind > 20kt) GS mini = Vapp twr headwind component (1) IAS target speed = GS mini + current headwind component (2) (a) comparing eq (1) & (2) if twr hw = current hw Vapp = IAS target speed, GS mini = Grd speed (b) head wind gust and look at eq (2) IAS target speed increases and GS mini maintained thrust increases (c) tail wind gust and look at eq (2) IAS target speed deceases (not below Vapp)and GS mini increases thrust decreases (target speed is limited by Vfe 5 kts) GOAL : Keep the aircraft energy above a minimum value. Aircraft grd speed should never below GS mini during approach, vary IAS to fly down while winds are changing. Remember in order to maintain a glide path is based on Grd speed !!

FCTM Max rate of climb (highest alt gained in shortest time) = between ECON climb speed & Green dot speed (rule of thumb, use turb speed) Max Grad of climb (highest alt gained in shortest distance traveled) = Green dot speed

Cruise (3.03.15 pg 2) NAV accuracy cx = not reqd for GPS primary. FM position not reliable if > 3nm FCTM FMGS WIND INSERTION Only key in when winds/temp change >30kts / >30 deg / > 5 deg Fuel monitoring = fuel check every 30 mins Fuel temperature too low = go down lower level, fly higher speed (consider fuel penalty as in up to 1h may be reqd for fuel temp to stabilize.

Landing (3.03.22 pg4) If one or both thrust levers remain above the IDLE detent, grd spoilers extension is inhibited If grd spoilers are not armed, grd spoilers extend at reverse thrust selection Do not use the NSW STRG ctrl handle before reaching taxi speed If no grd spoilers are extended, the autobrake is not activated FCTM MAX demonstrated x-wind at takeoff is 33 kts gusting 38 kts Auto brake LO = long and dry rwy Auto brake MED = short or contaminated

Parking (3.03.25 pg1) Checking parking brake accu press in green band in case of low accumulator pressure, chocks are reqd before eng 1 shutdown Avoid using park brake if brake temp is > 500 deg (or 350 deg with brake fans ON) Operate the engine at idle for 3 mins prior to shutdown to thermally stablize the engines hot section (If APU is not available, set EXT PWR to ON, then set ENG MASTERS to OFF If the engine fails to shut down, switch the corresponding master lever to ON, then to OFF. If it still fails, press the corresponding ENG FIRE pushbutton. This is down by shutdown the LP fuel valve, can take up to 2 mins 30 secs depending on the airport alt and fuel recirculation system operation IRS Drift check Generally less then 5 nm. Increases after 1 and a half hours. Check on POSTION MONITOR page (2T+2) Residual ground speed < 5kts, no realignment reqd >15kts: IR is considered inop if dev reoccur after 2 consecutive flights >21kts: IR considered inop (grd speed reset to 0 after 2 mins) if maintenance status messages are displayed during transit = disregard unless AIR BLEED maintenance status Securing the aircraft Park brake should be on to reduce hydraulic leak rate in brake accumulator. ADIRS (1+2+3) Wait at least 10 secs before switching off the electrical supply (ensures ADIRS memorize the latest data) BATT 1 & 2 Off = wait until APU flap is fully closed (about 2 mins after the APU AVAIL light goes out), might cause smoke in the cabin during the next flight If its switch of while APU running, APU fire extinguishing is not available APP FLT PARAMETERS DEV V/S: 1000fpm IAS : SPD TARGET +10/VAPP 5KTS ILS : 1 DOT MAX DEV ALLOWED 500 AGL: 1 DOT LOC/GS 300 AGL : 0.5 DOT LOC/ 1 DOT GS PITCH: 2.5 DEG NOSEDOWN / 10 DEG NOSEUP BANK: 7 DEG

After landing
After landing (3.03.24 pg1) Flaps retraction (1) icing condition, rwy is contaminated with slush or snow ( do not retract until after engine shutdown and after grd crew has confirmed clear of obstructing ice. (2) hot wx when OAT > 30 deg, leave slats at Config 1 to avoid AIR L(R) WING LEAK Brake temperature 5 mins after landing or approaching the get whichever comes first. However if brake temp is likely to exceed 500 deg use brake fans