Appendix 13 APPENDIX 13
(example)
GROUND PROXIMITY WARNINGS
Refer to the FOM for Ground Proximity Warning System general procedures. See Chapter 13 (in this handbook) for the system description.
BELOW GLIDESLOPE ALERT If a GLIDESLOPE alert is activated between the altitudes of 1,000’ and 150’ AGL, application of power sufficient to bring the airplane back up toward the glideslope beam center will cancel the alert when it is less than 1.3 dots below the glideslope. The allowable deviation increases to
2.7 dots at 50’ AGL. This deviation causes an offscale deflection on the glideslope deviation scale.
GPWS WARNING ESCAPE MANEUVER
If a GPWS “PULL UP” warning or “TERRAIN” alert occurs at night or in IMC, perform the following maneuver entirely from memory:
Callouts: in “BOLD TEXT” -- Actions: with bullets (•) in plain text Step PF PM 1 Thrust
• Auto throttles – disconnect
• “FIREWALL POWER,” set firewall thrust Pitch
• Autopilot – disconnect
• Roll wings level
• Rotate (3°/sec) to 20° pitch attitude. If GPWS warning continues – increase pitch (respect stickshaker/buffet) 2 Configuration
• Speedbrakes – retract
• Do not alter gear/flap configuration 3 • Climb to safe altitude 4
• Resume normal flight.
Retract flaps on flap retraction speed schedule.
• Verify all actions have been completed and call out any omissions
• Monitor radio altimeter, and call out information on flight path (e.g., “300 FEET DESCENDING; 400 FEET CLIMBING,” etc.)
• Call out safe altitude (e.g., “MSA IS 3,400 FEET”)
• Advise ATC Page 1 (and 2)
Appendix 14 APPENDIX 14 (example) DESCENT PLANNING GUIDE for VISUAL APPROACHES 15 DME 5000 ft AFE 230 kts Gates depict "last chances". Gates are only a guide. Stable at 500 ft is company requirement 3000 ft AFE Notes:
Descent Planning Guide for Visual Approaches 10 DME 210 kts 5 DME 1500 ft AFE Gear Down Flaps 15 160-180 kts 3 DME 1000 ft AFE Final Flaps Approaching Target Speed 500 ft AFE "Stabilized"- Final configuration Target speed On glidepath Engines spooled IF NOT: Go-Around Page 1 (and 2)
Appendix 15 APPENDIX 15
(example)
DESCENT PLANNING for VISUAL APPROACHES
DESCENT PLANNING for VISUAL APPROACHES
At each airport, ATC has established descent profiles to vector aircraft to intercept an instrument approach. However, pilots are cleared for visual approaches with the descent profile at the discretion of the pilot. If the pilot’s descent profile does not result in a stabilized visual approach by 500’ AFE, then a missed approach must be executed (FOM page 5-37).
Visual approaches can be difficult. The wide range of variables, such as position and altitude when cleared for the approach, the lack of glideslope information, and establishing separation from a variety of visual traffic all contribute to the complexity. The secret to flying a good visual approach is accurate descent planning. This requires analysis at sequential points during the descent/approach, and making corrections to altitude and airspeed.
The Descent Planning Guide provides suggested reference points or “gates” to assist in analyzing the descent to arrive at 500’ AFE in a stabilized condition. As you progress through these “gates,” it is important that any deviations be corrected immediately to arrive at the next “gate” within the parameters. The longer the delay in making a correction, the greater the chance of arriving at 500’ AFE in an unstabilized condition.
During the early stages of the descent, corrections to altitude and/or airspeed can usually be done using speedbrakes. If in the latter stages of the descent/approach, or if speedbrakes are not effective in correcting to the desired airspeed/altitude, consider extending the landing gear to assist in increasing rate of descent and/or deceleration. Extending flaps and slats to increase deceleration or descent rate is not as effective as the use of speedbrakes and gear extension.
Utilizing the FMC to reference the landing runway is an excellent technique for a visual approach. This will easily establish a DME reference to the landing runway for the targeted “gates.” The key to a successful visual approach is to plan and make corrections early.
Page 1 (and 2)
Appendix 16 APPENDIX 16
(example)
PRELIGHT
Preflight Preflight (Page 1 of 2)
CAPTAIN FIRST OFFICER
The first pilot on the flight deck will determine the aircraft maintenance status prior to actuating switches and controls.
Brief the lead flight attendant (see FOM, chapter 9).
Accomplish the captain’s preflight.
After fueling is complete, verify that the fuel load on board meets the requirements of the dispatch release and is adequate for the route of flight.
Accomplish the exterior preflight.
Accomplish the first officer’s preflight.
Record the current ATIS information.
Note: The captain may accomplish this step if it will expedite the departure process.
When the fuel slip becomes available, review it for any discrepancies, and perform the reasonableness check (see FOM, chapter 5).
Verify that the fuel on board meets the requirements of the dispatch release and the flight plan.
Check the ECAM FUEL page to verify the total fuel load and the proper distribution.
Obtain and print the ATC clearance using ACARS Predeparture Clearance (PDC) procedures. If ACARS PDC is not available, obtain the ATC clearance using voice procedures at a time convenient to both crewmembers. The captain may ask the first officer to call for the clearance or the first officer may initiate the call after ensuring the captain is prepared to listen as the clearance is received. The captain will monitor the clearance as it is copied by the first officer.
Verify that the proper clearance altitude and transponder code are set.
Ensure that the cleared route is the active FMGC route, or modify as required.
Set the clearance altitude in the FCU ALT window.
Set the transponder code.
Verify that the cleared route is the active FMGC route.
Appendix 16 APPENDIX 16 (continued)
(example)
PREFLIGHT
Preflight (Page 2 of 2)
CAPTAIN FIRST OFFICER Set the required navigation frequencies and courses for the departure. If required, use the RAD NAV page to modify the frequencies and courses.
Caution: Frequencies and courses set by the pilot must be cleared when no longer required.
Review the preliminary MGL (see FOM, chapter 8). This will enable the crew to plan the anticipated runway, flap setting, and FLEX capability.
At a convenient time prior to engine start, give a pilot briefing to ensure an understanding by both pilots as to the conduct of the flight (see FOM, chapter 9).
♦ Call for the PREFLIGHT CHECK. Verify, as appropriate, and respond to the PREFLIGHT CHECK.
Read, verify as appropriate, and respond to the PREFLIGHT CHECK.
Announce “PREFLIGHT CHECK COMPLETE.”
If the takeoff weight data becomes available prior to engine start, complete the initialization on INIT page B. Insert ZFW and BLOCK FUEL.
Appendix 17 APPENDIX 17
(example)
CREW BRIEFINGS
Pilot Briefing
The purpose of the pilot briefing is to enhance communications on the flight deck and to promote effective teamwork. Each crewmember is expected to perform as an integral part of the team.
The briefing should establish a mutual understanding of the specific factors appropriate for the flight.
A pilot briefing will be given prior to starting engines for the first flight of the day (subsequent flight, if applicable). The captain determines the length and detail of the briefing. Factors to consider include:
Experience level of the pilots •
•
•
•
•
•
•
•
•
•
•
•
• Special MEL procedures as a result of inoperative components Altimeter setting units Use of delayed engine start and/or engine out taxi procedures Presence of armed passengers, when applicable
When personnel occupy the extra crew seat(s), ensure they understand the use of oxygen/interphone operations and emergency exits, and sterile flight deck procedures.
Takeoff Briefing
A Takeoff Briefing will be given prior to takeoff. Factors to consider include:
Takeoff weather conditions Runway surface conditions NOTAMS Departure review Obstructions and high terrain Closeout weight and balance message/takeoff numbers Critical conditions affecting the GO/NO GO decision (e.g., gross weight limited takeoff, wet or slippery runway, crosswind, aircraft malfunctions) Birdstrike potential, if applicable
Appendix 17 APPENDIX 17 (continued)
(example)
CREW BRIEFINGS
Flight Attendant Briefing
The purpose of the flight attendant briefing is to develop a team concept between the flight deck and cabin crew. An ideal developed team must share knowledge relating to flight operations, review individual responsibilities, share personal concerns, and have a clear understanding of expectations.
Upon flight origination or whenever a crew change occurs, the captain will conduct a verbal briefing, preferably with all the flight attendants. However, preflight duties, passenger boarding, rescheduling, etc. may make it impractical to brief the entire flight attendant complement.
Regardless of time constraints, company policy is that the captain must brief the lead flight attendant. The briefing will be supplemented with a completed Flight Attendant Briefing Form.
The briefing should cover the following items:
Logbook discrepancies that may affect flight attendant responsibilities or passenger comfort
(e.g., coffee maker inop, broken seat backs, manual pressurization, etc.)
•
•
•
•
•
•
•
•
• Weather affecting the flight (e.g., turbulence – including appropriate code levels, thunderstorms, weather near minimums, etc.). Provide the time when the weather may be encountered rather than a distance or location (e.g., “Code 4 Turbulence can be expected approximately one hour after takeoff.”) Delays, unusual operations, non-routine operations (e.g., maintenance delays, ATC delays, re-routes, etc.)
Shorter than normal taxi time or flight time which may affect preflight announcements or cabin service.
Any other items that may affect the flight operation or in-flight service such as catering, fuel stops, armed guards, etc.
A review of the sterile flight deck policy, responsibility for PA announcements when the Fasten Seat Belt sign is turned on during cruise, emergency evacuation commands, or any other items appropriate to the flight.
During the briefing, the captain should solicit feedback for operational concerns (e.g., does each person understand the operation of the emergency exits and equipment). The captain should also solicit feedback for information which may affect expected team roles. Empower each crewmember to take a leadership role in ensuring all crewmembers are made aware of any potential item that might affect the flight operation.
The lead flight attendant will inform the captain of any inoperative equipment and the number of flight attendants on board.
The captain will inform the lead flight attendant when there are significant changes to the operation of the flight after the briefing has been conducted.
Appendix 18 Appendix 18
(MD-80 example)
Landing Rollout – Actions and Callouts
Callouts: shown in “BOLD TEXT” – Actions: shown with bullets
PF
PM
• Moves throttles to Idle
• Observes Spoiler Lever moves aft to EXT position.
• If spoiler lever does not move aft to EXT position, PM calls, “NO SPOILERS” and moves lever to full extend position and up to latched position.
• Deploys Thrust Reversers
• Maintains directional control and initiates braking as required
• Monitors Thrust Reverser Deployment
• Advises PF of thrust reverser status
• Advises PF if 1.6 EPR is exceeded on dry runway or 1.3 EPR is exceeded on a wet or contaminated runway. (Suggested EPR limits may be exceeded in the event of an emergency)
• Monitors airspeed and announces, “80 KNOTS”
• Reduces reverse thrust to achieve idle reverse thrust by 60 knots.
If First Officer is PF, a positive transfer of controls shall occur during landing roll-out in accordance with company procedures
• Clearing runway, retracts spoilers and announces, “FLAPS UP, AFTER LANDING CHECKLIST”
• Confirms retraction of ground spoilers and selects flaps to 0/RET position.
Page 1 (and 2)