After landing, Tow onto stand
▪️100 applications per aircraft
▪️ALD 735 form in tech log to be completed by capt and added to tech log.
Can only be performed when aircraft Mass is less than MLW.
Towing at night with Px on board not permitted.
If arises at short notice let passenger know and carry out a PA.
Gen Dec
▪️Required number for departure = 3
▪️Aircraft can depart without if delayed and Ops controller notified. ▪️Copy will be sent to required station.
Pilot incapacitation
Pilot incapacitation should be suspected if a pilot does not respond to two verbal communications. or one verbal communication associated with a significant deviation from a flight profile.
After aviating navigating and communicating Pa the cabin crew.
“Number one to the flight deck immediately”
Auto Pilot and Auto Thrust should be engaged
for the initial and intermediate sections of the approach and until required visual references have been established.
Gear down should be selected by
5.5 DME A 330.
On A330 don’t select flap… until speed is below…
Flap 2: 196kts.
Flap full: VFE -15kts
Other flap settings: VFE -10kts
Auto Brake MED
is recommended for
Wet or contaminated runways
Tail wind approaches
Auto land
Short runways
Landing in limiting crosswinds.
Flap full is recommended for
Auto land/ Cat II manual land.
Landing on contaminated runways.
Landing with tailwind
Circle to land
Overweight landing.
Landing on shorter runways.
Glide slope intercept from above.
When cleared and aircraft is established on the localiser.
Press APP and check armed
Set FCU alt to above aircraft alt
Select V/S 1500ft per min initially.
Select conf 2 and gear down to aid slowdown and descent. Speed brake may also be used
Note Open descent must not be used during this procedure.
At NP approach minima.
At entered minimum call for/select and announce
AP: off
Both FDs: off
TRK/FPA
Set RWY TRK
Note when flying a managed approach with the AP the AP may remained engaged down to the min AP disconnect height or the MAP, whichever is 1st. This is 250ft for a NPA.
Autopilot minimum disconnect height.
160ft RA when Cat 1 displayed
80 ft RA when Cat II/III displayed
Conditions required for Managed Guidance/3D approaches.
GPS PRIM NAV ACC HIGH or
NAV ACC low and <1nm (0.3nm for RNAV?)
(If error is greater than this TRK/FPA with selected guidance is required.
Approach not changed by the crew
When FAF is TO waypoint FROM waypoint must not be cleared.
No procedure turn between 2 approach waypoints.
Landing field temp is greater than 0 degrees.
Vertical profile intercepted before FAF
Flap 2 must be selected before final descent point. (Consider being fully configured at FDP if TW, unfamiliar aerodrome or bad weather)
If TOO STEEP PATH is displayed after the FDP then do not use final approach guidance for the approach.
Make sure you are at the platform alt before arming the approach.
Flying 3D managed approaches
When cleared for intercept push NAV
Select APP when cleared for approach
Flap 2 minimum for TOD point
Check blue down arrow is correctly displayed on the ND
Check brick is displayed. If not could be due to ILS being selected on FGCP.
At descent point check FINAL APP becomes active.
If the brick does not become active you can select TRK FPA and a suitable FPA. Need to add 50ft to the DA.
Select GA alt at this point.
Note if not backed up by VOR or LOC approach must be discontinued if FINAL APP not engaged.
Warnings or NAV accuracy downgrade during 3D approaches.
FMS/GPS position disagree during approach.
Go around if approach not backed up by VOR/LOC or NDB
If it is you can
Select TRK/FPA
Set suitable FPA
Max of 3 degrees difference is allowed between MCDU and chart for NPA.
Remember to display rose VOR for VOR PF and add 50ft to MDA.
Minimum Equipment Required for an RNP approach.
1 FMS
1MCDU
1 GPS in NAV with RAIM checked
1FD
1PFD on PF side
2 FCU channels
2 IRS
2 ND (temp display on PM side is permitted). Via PFD ND switch.
Back Up Speed Scale
Is available on some aircraft and can be activated by switching off all threes ADRs and is non reversible.
On other aircraft there is a button which will activate the back up speed scale and it is reversible.
Fly within green band.
For flap retraction fly towards upper limit of green band
For flap extension fly towards lower end of green band.
DO NOT USE SPEED BRAKEEEE
Weather radar
On newer aircraft there is a multi scan MAN/AUTO switch in the weather radar. Some aircraft also have a WX+TURB+HZD position in the mode switch. Some aircraft require readjustment with the multi scan mode.
Applicable to DUO DUZ and EAV. To check departure path set multi scan switch to MAN to check then back to AUTO position. Gain must be set to +8 when multi scan switch is set to Auto and when flying below FL150
Bump thrust
All aircraft except DAA and LAX have bump thirst available.
If weather is bad on MCO or MiA
Get two flight plans for WATERS routes and coastal route. Make sure you have enough fuel for both.
Crosswind take off technique
When x wind component above 20 kts.
Set 50%
PM calls “stabilised” as normal
Increase to rapidly to 70%
N1 increased progressively to reach N1 at 40kts.
Full forward stick to 80kts by PF
In stormy x wind conditions only slight into wind aileron allowed as this causes spoiler deployment.
Crosswind take off technique
When x wind component above 20 kts.
Set 50%
PM calls “stabilised” as normal
Increase to rapidly to 70%
N1 increased progressively to reach N1 at 40kts.
Full forward stick to 80kts by PF
In stormy x wind conditions only slight into wind aileron allowed as this causes spoiler deployment.
APU bleed on recommended for departure when.
Temperature is 30 degrees or higher.
Recommended landing distance factor
15% accounts for difference in landing technique.
Wet runway factor is 1.67xRLD
RLD x 1.15 x Wet = 1.92
Actual Flap position
Shown by the green on the flap position indication. Blue markings and number shows the flap selected position.
