Appendix 5 n We are planning the DUPONT FOUR arrival into Philadelphia. The lateral routing has been checked and verified. As far as crossing restrictions, we will expect JAYBO at 15,000 feet, and TERRI at 250 kts and 10,000 feet. Both of those are in the FMS. The STAR also says for landings to the East, at SUMMY intersection, turn left to a heading of 270 degrees. It looks like we will have to make that turn manually through the Heading mode, as it is not programmed into the FMS.
o The weather is 400 overcast, 1 mile visibility with light rain and mist. There are reports of moderate icing in the area, so let’s plan engine anti-ice on. Be on the lookout for any structural icing, and if necessary, we will use wing anti-icing.
p This will be an ILS to Runway 9R at Philadelphia, PA. Chart date is 19 January, 01.
Highest MSA is 2,600. Touchdown zone elevation is 22 feet. Localizer frequency is 109.3;
inbound course is 087 degrees. We should cross KELEE at 1,725’ and DA is 222’. The missed approach procedure is climb to 1,500’, then a climbing right turn to 2,000’, direct Woodstown VOR and hold. If we hold at Woodstown, it will be a teardrop entry, and once established in the holding pattern, left hand turns. The missed approach has been verified in the FMS. Required visibility is 1,800 RVR, and we have that right now.
q Runway 9R is 10,400 feet long, and it has 9,300 feet beyond the glideslope. There is an ALSF-II approach lighting system, but no VASI or PAPI. Let’s plan Flaps Full, with no auto brake. We will make a left turn off the runway around the S4 intersection. One thing I want to point out is that our taxi route to the terminal will intersect Runway 9L, so back me up and make sure we don’t cross until we have clearance to do so. I see there are runway incursion “hot spots” at intersections Mike and November.
r As far as special conditions, there are no unique procedures for this airport. Other than the possibility of some icing, there are no special items that require special attention for this approach. Is there anything that you would like to discuss further, or do you have any questions?
Page 3 (and 4)
Appendix 6 APPENDIX 6
Airport Surface Operations Procedures/Arrival
The following dialogue boxes illustrate airport surface operations procedures integrated into the context of a normal airport arrival.
NOTE: Those areas that are related to s pecific aircraft opera tions are shaded and those that are specific to airport surface operations are unshaded.
Landing PF Pilot Monitoring (PM) At Main gear touchdown:
• Deploy Thrust Reverse • Verify spoiler extension and REV green on ECAM “SPOILERS, TWO REVERSE.”
After Nose wheel touchdown:
• Apply brakes, if required
• Monitor landing roll
• Monitor deceleration At 80 knots:
• Select idle reverse “80 knots” At 60 knots:
• Verify idle reverse thrust or less “60 knots” If First Officer (F/O) accomplished landing, when captain is ready to take control of aircraft:
“I have the aircraft.”
• Captain assumes control of the aircraft “You have the aircraft.”
• FO relinquishes control of aircraft
Taxi Captain F/O When clear of active runway:
• Monitor Taxi Clearance and restate any hold short instructions
• Request taxi clearance
• Write down non-standard or complex taxi instructions
• Request confirmation if Captain does not restate any hold short instructions Page 1
Appendix 6
• Maintain vigilance outside the aircraft
• Inform captain if out of the loop for any reason
•• Crosscheck HSI, airport diagram, and airport signs to confirm aircraft position while taxiing.
•• When approaching the entrance to an active runway, ensure compliance with hold short or crossing clearance before continuing with non-monitoring tasks. Visually scan runway and approach areas.
When clear of landing runway and compliance with any runway hold short clearances can be assured.
• Accomplish After Landing Flow
• Turn taxi light on when aircraft is moving
• Acomplish After Landing Flow “After Landing Checklist” • Accomplish After Landing Checklist
• If necessary, notify company operations of your arrival and confirm gate assignment and availabliity (inform captain that you will be out of the loop)
Appendix 7 APPENDIX 7
Prior to Arrival Considerations
Considerations Prior to Descent
NOTE: The follow ing list con tains items that should be covered during an arrival briefing. Those areas that a re gen eric to an arrival briefing are shaded and those topics that are speci fic to airport surface opera tions are unshaded.
To optimize situational awareness, the Captain should ensure that significant terrain and obstacles affecting arrival or approach are identified. Review charted MSA, Grid MORA, MEA, contour or spot elevation, EGPWS, and TRR indicated on the flight plan (highest actual terrain height 5 nm left and right of course between route waypoints on the planned route).
All crewmembers should review field conditions and special procedures for the arrival airport, including Ops Advisory pages.
Approach Briefing
Post Landing
Captains should brief the crew on the anticipated taxi to the gate from the primary/secondary landing runway and consider the following:
• The anticipated primary/secondary landing runway
• NOTAMs that reference the anticipated taxi route and runways
• Airport construction of taxiways and runways
• “Hotspots” depicted on the airport diagram or listed in NOTAMs
• Potential runway incursion areas such as unusual placement of hold short lines
• Use of ILS hold short lines when noted on ATIS
• Standard taxi routes
Visual Approaches
The Captain will ensure that airport elevation and landing runway are identified. In addition, brief intentions in the event of a go-around and anticipated post landing taxi routes.
In the event of a runway change in visual conditions, no further briefing is required, but the Captain should consider runway conditions, aircraft weight, LAHSO, and post landing taxi routes, if applicable.
Appendix 7 Instrument Approach as Backup In Night VMC or Whenever IMC May Be Encountered During Approach
Flight crews should prepare for an instrument approach as a backup when a visual approach is planned in night VMC, or whenever IMC might be encountered during the approach.
Preparation should include selecting, and having open and readily available for use, the chart for the best available instrument approach. A precision approach, if available, would be the best selection; any approved approach providing precision-like vertical guidance would be the next best selection; any other instrument approach would be the third choice.
The briefing should include at least the following, as applicable:
• Frequency of the approach navaid
• Final approach course
• Glideslope intercept altitude, or FAF/OM crossing altitude
• Applicable MDA, DA, or DH
• Missed approach point and procedure
• Post landing briefing
Preparation should also include applicable instrument approach preparation procedures.
Instrument Approaches
Each crewmember will review the current Jeppesen approach chart, after ensuring all pilots have the same page. The Captain will ensure the items on the Jeppesen Briefing Strip, applicable minima, and IAF crossing altitudes (if applicable) are briefed.
For approaches without a charted briefing strip, the following items are the minimum to be briefed:
• Applicable minima (visibility, RVR, ceiling)
• Approach navaids and Idents
• MSA/Field Elevation
• IAF crossing altitude (if applicable)
• Fined approach course
• FAF/OM crossing altitude
• Applicable MDA, DA, DH, or AH
• Missed approach procedure
• Post landing taxi routes
Instrument Approach Procedures
• Tune and identity approach facility
• Set MDA, DH, AH as applicable Page 2
Appendix 7 Page 3 (and 4)
• Use all approach and landing aids available
• Set up EFIS and Flight Mode panels
• Check FMC/Map depicted approach and missed approach vs. Jeppesen chart
• Verify, the Altitude Window is set to the missed approach altitude:
o Visual approach – when executing a go-around o Non-Precision Approach - after intercepting a normal visual glidepath or upon initiating a go-around at MDA o ILS approach – after glideslope capture