# 4. Standard Operating Procedures (SOPs)

# 4.1 Cockpit Preparation

### Objective

To ensure the aircraft is correctly configured, powered, and programmed prior to engine start.

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</div>### Crew Concept

- **PF (Pilot Flying):**
    - Reviews flight plan
    - Performs MCDU setup
    - Cross-checks entries
- **PM (Pilot Monitoring):**
    - Performs cockpit setup
    - Powers aircraft systems
    - Executes checklists

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</div>### Initial Cockpit Setup

**PM:**

1. BAT 1 + BAT 2 → ON
2. External Power → ON (if available)

**Check:**

- ECAM displays active
- No abnormal warnings

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</div>### Overhead Panel Setup (PM)

- Fuel Pumps → ON
- Hydraulic Panel → CHECK
- Electrical Panel → CHECK
- Air Conditioning → SET

**ADIRS:**

- Set all IR selectors → NAV

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</div>### Cockpit Lighting (PM)

- Set as required for conditions

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</div>### MCDU Initialization (PF)

#### INIT A Page:

- FROM / TO → Set departure &amp; arrival airport
- Flight Number → INSERT
- Cost Index → SET
- Cruise Level → SET

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</div>#### Flight Plan Page:

- Insert route (airways / waypoints)
- Check for discontinuities
- Insert SID (Standard Instrument Departure)
- Verify routing

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</div>#### INIT B Page:

- Block Fuel → INSERT
- Zero Fuel Weight → INSERT

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</div>#### Performance Setup:

- V1 / VR / V2 → CALCULATE &amp; INSERT
- FLEX Temperature → SET (if applicable)
- Thrust Reduction / Acceleration Altitude → SET

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</div>### FMGS Crosscheck

**PM cross-checks all entries:**

- Route correctness
- Fuel values
- Performance data

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</div>### Flight Instruments Setup

**Both pilots:**

- Set Barometric Reference
- Set Initial Altitude
- Set Vertical Display Selector on Above

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</div>### Takeoff Briefing (PF)

Must include:

- Runway
- SID
- Initial altitude
- Expected routing
- Threats &amp; considerations

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</div>### Before Start Checklist

Performed when all preparation is complete.

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</div>### Key Principles

- Always verify MCDU entries
- Cross-check between PF and PM
- Avoid rushing the setup

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</div>### Philosophy

A correct cockpit preparation ensures:

- Reduced workload during taxi and takeoff
- Fewer errors in flight
- Better situational awareness

A rushed or incomplete setup increases risk significantly.

# 4.2 Engine Start

### Objective

To safely start the engines while ensuring proper coordination with ground crew and maintaining full control of the aircraft during pushback or stand departure.

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</div>### General Principle

Engine start must only be performed when:

- Aircraft is correctly configured
- Area around aircraft is clear
- Ground crew confirms readiness

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</div>### Mandatory Condition

👉 **Engine start is only permitted after “CLEAR TO START” from ground crew**

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</div>## Engine Start WITH Pushback

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</div>### Preconditions

- Pushback clearance received
- Ground crew connected (headset)
- Beacon → ON
- APU BLEED → ON
- Fuel Pumps → ON

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</div>### Procedure

**PF:**

- “Request pushback and start”

**PM:**

- Communicates with ground

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</div>### Pushback Initiation

- Parking Brake → RELEASE (on instruction)
- Pushback begins

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</div>### Engine Start Sequence

After **“CLEAR TO START”**:

**PF:** “Start Engine 1”  
**PM:** “Starting Engine 1”

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</div>**PM:**

- ENG MODE Selector → IGN/START
- ENG 1 MASTER → ON

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</div>### ECAM Monitoring (PM)

- N2 rotation
- Fuel Flow at ~20% N2
- EGT rise
- Stable parameters

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</div>### Callouts

- “N2 increasing”
- “Fuel Flow”
- “EGT rising”
- “Engine 1 stabilized”

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</div>- Repeat for Engine 2

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</div>### During Pushback

- Monitor aircraft movement
- Maintain communication with ground crew
- Avoid distractions during engine start

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</div>### After Pushback

- Parking Brake → SET (on instruction)
- Ground crew disconnect confirmed

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</div>## Engine Start WITHOUT Pushback (Self Maneuvering Stand)

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</div>### Preconditions

- Area around aircraft visually confirmed clear
- No ground crew in hazard area
- Beacon → ON
- APU BLEED → ON
- Fuel Pumps → ON

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</div>### Procedure

**PF:**

- Confirms: “Area clear”

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</div>### Engine Start

**PF:** “Start Engine 1”  
**PM:** “Starting Engine 1”

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</div>**PM:**

- ENG MODE Selector → IGN/START
- ENG 1 MASTER → ON

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</div>### ECAM Monitoring

- N2 rotation
- Fuel Flow
- EGT rise
- Stabilization

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</div>- Repeat for Engine 2

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</div>### Key Difference

- No pushback coordination required
- PF responsible for visual clearance

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</div>## After Start Actions (Both Cases)

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</div>**PM Flow:**

- ENG MODE Selector → NORM
- APU BLEED → OFF
- APU → OFF (if not required)
- Anti-Ice → AS REQUIRED
- Flaps → SET
- Pitch Trim → SET

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</div>### Key Principles

- Engine start is a controlled and monitored process
- Ground crew safety has priority
- Standard sequence must always be followed

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</div>### Core Rule

**“No clear area – no engine start.”**

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</div>### Outcome

- Engines started safely
- Aircraft ready for taxi
- Full coordination between cockpit and ground

---

### Single Engine Taxi Policy

To improve fuel efficiency and reduce engine wear, single engine taxi should be used when operationally feasible.

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</div>### Application

Single engine taxi is required when:

- Expected taxi time exceeds **10 minutes**

Applicable airports are defined in the respective **airport briefing**.

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</div>### Procedure

- Start **Engine 1 only** during engine start phase
- Keep **Engine 2 OFF**

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</div>### Considerations

- Maintain sufficient thrust for taxi
- Monitor aircraft handling (asymmetric thrust)
- Use additional thrust carefully if required

# 4.3 Taxi

### Objective

To safely maneuver the aircraft from stand to runway while maintaining full control, situational awareness and ground crew safety.

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</div>### Taxi Phase Definition

The taxi phase begins when:

- Pushback is completed  
    **OR**
- Aircraft starts moving under its own power (self-maneuvering stand)

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</div>## Taxi Clearance

**PF:** Requests taxi clearance  
**PM:** Handles ATC communication

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</div>## Taxi Procedure

**PF:**

- Releases parking brake
- Applies **minimum thrust required** to initiate movement

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</div>### Thrust Management

- Use **IDLE thrust whenever possible**
- Apply thrust only to start movement
- Avoid continuous thrust application

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</div>### Steering

- Nose wheel steering via tiller (PF)
- Rudder pedals for small corrections
- Use smooth and controlled inputs

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</div>### Speed Control

- Standard taxi speed: **~20 kt**
- Outside apron: **max 30 kt**
- Tight turns: **max 15 kt**

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</div>### Brake Usage

- Apply brakes smoothly
- Avoid aggressive braking
- Maintain passenger comfort

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</div>## Self Maneuvering / 180° Turns

At stands where no pushback is used and a **self-turn (e.g. 180°)** is required:

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</div>### Procedure

**PF:**

- Release parking brake
- Use **minimum thrust only**
- Initiate slow, controlled turn

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</div>### Speed &amp; Control

- Maintain very low speed
- Avoid tight or aggressive steering
- Aircraft should roll smoothly through the turn

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</div>### Lighting Policy (Ground Safety)

During initial movement (nose still facing stand/apron):

- Taxi Lights → OFF
- Runway Turnoff Lights → OFF

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</div>Once aligned with taxi direction:

- Taxi Lights → TAXI
- Runway Turnoff Lights → ON

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</div>### Purpose

- Prevent blinding ground personnel
- Increase apron safety
- Ensure professional operation

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</div>## Taxi Lights Configuration

During normal taxi:

- Taxi Lights → TAXI
- Runway Turnoff Lights → ON
- Landing Lights → OFF

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</div>## Monitoring (PM)

- Brake temperature
- Taxi route
- External traffic
- Clearance compliance

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</div>## Flight Control Check

Performed during taxi:

**PF:** “Flight Controls Check”

**PM monitors ECAM:**

- Full and free movement
- Correct deflection

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</div>## Before Takeoff Preparation

- Complete Before Takeoff Checklist
- Verify aircraft configuration

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</div>### Key Principles

- Maintain situational awareness at all times
- Taxi with low energy and high precision
- Protect ground crew through proper light usage

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</div>### Core Rule

**“Taxi is a low-energy phase – precision over speed.”**

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</div>### Outcome

A correct taxi ensures:

- Safe ground operations
- Reduced workload before takeoff
- Proper aircraft positioning

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</div>## Second Engine Start (Single Engine Taxi Operations)

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</div>### Objective

To ensure both engines are available and stabilized prior to takeoff.

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</div>### Timing

👉 The second engine must be started:

- **At latest 5 minutes before expected takeoff**

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</div>### Procedure

- Start remaining engine according to **Engine Start SOP (4.2)**
- Ensure full stabilization before runway entry

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</div>### Monitoring

- Confirm engine parameters stable
- Verify no abnormal indications
- Complete required after start flow

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</div>### Operational Note

- Plan engine start early enough to avoid: 
    - Time pressure
    - Delays at holding point

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</div>### Core Rule

**“Be ready before the runway – not on it.”**

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# 4.4 Takeoff

### Line-Up

**PF:**

- Align aircraft with runway centerline

**PM:**

- Confirms runway and clearance

---

### Takeoff Clearance

**PM:** Confirms ATC clearance  
**PF:** “Takeoff”

---

### Thrust Application

1. Thrust Levers → ~50% N1 (stabilization)
2. Then → FLEX/MCT or TOGA

---

### Standard Callouts (PM)

- “MAN FLEX / MAN TOGA”
- “Thrust Set”

---

### Takeoff Roll

**PM Callouts:**

- “100 knots”
- “V1”
- “Rotate”

---

### Rotation

**PF:**

- Smooth pitch input (~2–3°/sec)
- Target pitch ~15°

---

### Liftoff

**PM:**

- “Positive Climb”

**PF:**

- “Gear Up”

---

### Initial Climb

- Maintain runway track
- Follow FD (Flight Director)

---

### After Takeoff

- At acceleration altitude:
    
    
    - Pitch down
    - Flaps retract according to schedule

---

### Climb Thrust

- Thrust Levers → CL detent

---

### Autopilot Engagement

The autopilot may only be engaged when the aircraft is properly stabilized and following the Flight Director.

**Conditions for Autopilot Engagement:**

- Aircraft is in a stable climb
- No excessive pitch or bank
- **Flight Director crossbars are aligned (aircraft follows FD commands)**
- No abnormal flight parameters

**Recommendation:**

- Typical engagement above 500–1000 ft AGL

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</div>### Key Principle

**“Follow the Flight Director first – then engage the autopilot.”**

Engaging the autopilot while not aligned with the Flight Director may result in:

- Abrupt aircraft movements
- Unstable flight path
- Loss of situational awareness

---

### Philosophy

A stabilized and disciplined takeoff ensures:

- Safe departure
- Proper energy management
- Smooth transition into climb phase

---

# 4.5 Climb

### Objective

To establish a stable and efficient climb profile after takeoff.

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</div>### After Takeoff Flow

At acceleration altitude:

**PF:**

- Reduce pitch attitude
- Select climb profile

**PM:**

- Monitor speed increase

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</div>### Flap Retraction

- Retract flaps according to speed schedule
- Ensure aircraft is clean (Flaps 0)

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</div>### Thrust Setting

- Thrust Levers → CL detent

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</div>### Autopilot

- Engage when conditions are met (see 4.4)

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</div>### Standard Procedure

- **Climb Mode → MANAGED**
- **Speed → MANAGED**

The aircraft shall follow:

- FMGS vertical profile
- SID constraints
- Pre-programmed speed schedule

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</div>### Exceptions

Selected modes may only be used if:

- **ATC explicitly assigns:**
    - A specific speed
    - A specific vertical rate or altitude constraint
- **Operational reasons require intervention**, such as: 
    - Avoiding traffic
    - Weather deviations
    - Energy management corrections

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</div>### Monitoring (PM)

- Both pilots must ensure:
    
    
    - The aircraft follows the intended vertical profile
    - Speed constraints are respected
    - No unintended mode changes occur

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</div>### Passing Transition Altitude

- Set Standard Pressure (STD)

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### During Climb

- As soon as its safe: Turn off the seat belt sign
- When passing FL250: Set Vertical Display Selector on Below

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</div>### Key Principles

- “Managed by default – Selected only when required.”
- Maintain situational awareness
- Monitor automation continuously
- Anticipate level-off

# 4.6 Cruise

### Objective

To maintain a stable and efficient flight at cruise altitude.

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</div>### Establishing Cruise

- Aircraft levels off at cruise altitude
- Thrust reduces automatically

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</div>### Autopilot &amp; Automation

- Autopilot engaged
- Managed speed (Mach mode typically active)

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</div>
### Cruise Speed Management

During cruise, the aircraft should remain in **Managed Speed Mode** under normal conditions.

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</div>### Standard Procedure

- **Autopilot → ENGAGED**
- **Speed Mode → MANAGED (Mach mode)**

The aircraft automatically optimizes:

- Fuel efficiency
- Speed profile

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</div>### Exceptions

Selected speed may only be used if:

- **ATC assigns a specific speed**
- Turbulence requires speed adjustment
- Operational considerations demand deviation

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</div>### Monitoring Duties

**Both pilots:**

- Monitor flight progress
- Check fuel consumption
- Verify route

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</div>### Systems Monitoring (PM)

- ECAM parameters normal
- Monitor Mach number and fuel consumption
- Ensure compliance with ATC instructions
- Detect any unexpected automation behavior

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</div>### Navigation

- Follow programmed route
- Monitor for deviations

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</div>### ATC Interaction

- Maintain assigned altitude and speed
- Respond to new clearances

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</div>### Situational Awareness

- Monitor weather
- Anticipate descent planning

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</div>### Key Principles

- “Let the aircraft manage efficiency – intervene only when necessary.”
- Stay ahead of the aircraft
- Avoid complacency
- Continuously cross-check systems

# 4.7 Descent

### Objective

To conduct a controlled and passenger-comfort-oriented descent from cruise altitude to approach phase while maintaining compliance with all constraints.

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</div>### Descent Philosophy (VA Standard)

The descent is primarily flown with a focus on:

- **Passenger comfort (smooth vertical profile)**
- **Pilot control over vertical path**
- **Compliance with ATC and charted constraints**

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</div>### Descent Preparation

**PF:**

- Reviews arrival (STAR, constraints, transition)
- Conducts approach briefing

**PM:**

- Programs arrival and approach into MCDU
- Verifies constraints and routing

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</div>### Top of Descent (TOD)

- Descent initiated prior to or at TOD
- ATC clearance must be received before descent

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</div>### Descent Mode (STANDARD VA PROCEDURE)

#### Vertical Mode:

- **Primary Mode → SELECTED V/S (Vertical Speed)**

The descent is manually controlled to ensure:

- Smooth cabin experience
- Stable and predictable vertical profile

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</div>#### Managed Mode Usage:

- **Managed Descent is NOT the default**
- It is used **only when required to comply with constraints**

Examples:

- Altitude restrictions on STAR
- Complex vertical profiles
- When automation assistance is beneficial

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</div>### Speed Management

- **Speed Mode → MANAGED (throughout STAR)**

The aircraft shall:

- Follow FMGS speed profile
- Respect all published constraints

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</div>### After STAR (Approach Phase Transition)

- Speed may be adjusted as required: 
    - ATC instructions
    - Approach setup
    - Traffic situation

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</div>### Exceptions

Selected modes may be used if:

- **ATC assigns specific:**
    - Speed
    - Descent rate
    - Altitude constraints
- **Abnormal situations occur**

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</div>### Monitoring (PM)

- Vertical path vs constraints
- Speed profile
- ATC compliance
- Energy state (too high / too fast)

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</div>### Energy Management

If aircraft is high or fast:

- Increase descent rate (V/S adjustment)
- Use Speed Brakes as required

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</div>### Thrust Management

- Typically idle during descent
- Monitor engine parameters

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</div>### Transition Level

- Set local QNH when passing transition level

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</div>### Key Principles

- Smooth descent is priority
- Maintain control over vertical profile
- Use automation selectively, not blindly

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</div>### Core Rule

**“Vertical path is pilot-controlled – speed is aircraft-managed.”**

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</div>### Outcome

A properly managed descent results in:

- Passenger comfort
- Stabilized approach conditions
- Reduced workload in final phase

# 4.8 Approach

### Objective

To establish a stable, controlled and smooth transition from descent into final approach, ensuring a safe and predictable landing.

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</div>### Approach Philosophy (VA Standard)

The approach continues the descent philosophy:

- **Vertical path → primarily pilot controlled (Selected modes)**
- **Speed → managed by aircraft (Managed mode)**

Focus:

- Passenger comfort
- Stabilized approach
- Controlled energy management

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</div>### Approach Preparation

**PF:**

- Conducts full approach briefing: 
    - Runway
    - Approach type (ILS / RNAV)
    - Minimums
    - Missed approach procedure

**PM:**

- Verifies MCDU setup
- Tunes and identifies navigation aids
- Sets minimums

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</div>### Initial Approach Phase

- Descent continues using: 
    - **Selected V/S (preferred)**
    - Managed Descent only if required
- **Speed → MANAGED**

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</div>### Localizer Capture

- Arm approach mode (APPR) as required
- Monitor LOC capture

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</div>### Glide Slope Intercept

#### Configuration Requirement:

👉 **Flaps 2 must be set BEFORE Glide Slope capture**

This ensures:

- Stable aerodynamic configuration
- Smooth GS interception
- Reduced workload during capture

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</div>### Configuration During Approach

Progressive configuration:

- Flaps 1 → as speed decreases
- **Flaps 2 → BEFORE GS capture (mandatory SOP)**

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</div>### Final Approach (Stabilization Phase)

#### Configuration Targets:

By **latest 5 NM Final:**

- Gear → DOWN
- Flaps → FULL (in progress or completed)

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</div>#### Stabilization Requirement:

By **2 NM Final (latest at MINIMUM call):**

The aircraft MUST be:

- Fully configured (**Flaps FULL, Gear DOWN**)
- At **Final Approach Speed (VAPP)**
- On correct vertical and lateral path
- Stable descent rate

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</div>### Speed Management

- **Managed Speed maintained throughout STAR and approach**

On final:

- Aircraft transitions to **VAPP automatically**
- Manual intervention only if required

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</div>### Stabilized Approach Criteria

At:

- **1000 ft (IMC)**
- **500 ft (VMC)**

Aircraft must be:

- On correct flight path
- At correct speed
- Fully configured
- Stable

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</div>### If NOT stabilized:

👉 **Immediate GO-AROUND**

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</div>### Monitoring (PM)

- Localizer / Glide slope deviation
- Speed trend (VAPP control)
- Configuration status
- Callouts

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</div>### Standard Callouts

- “LOC STAR”
- “GLIDE SLOPE STAR”
- “FLAPS 2”
- “GEAR DOWN”
- “FLAPS FULL”
- “STABLE”

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</div>### Mode Philosophy

- **Vertical path:**
    - Controlled via GS or pilot input
- **Speed:**
    - Managed by aircraft

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</div>### Exceptions

Deviation from SOP allowed only if:

- **ATC instructions**
- **Abnormal situations**
- **Safety requires immediate action**

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</div>### Core Rule

**“Stabilize early – never chase the aircraft.”**

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</div>### Outcome

A correct approach results in:

- Fully stabilized final
- Predictable aircraft behavior
- Safe and smooth landing phase

# 4.9 Landing

### Objective

To safely land the aircraft from a stabilized approach and conduct a controlled rollout while maintaining compliance with ATC and ensuring passenger comfort.

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</div>### Landing Clearance Policy (VA Standard)

#### Without Landing Clearance:

If **no landing clearance** is received:

👉 At **MINIMUM call:**

- **MANDATORY GO-AROUND**

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</div>#### With “Expect Late Landing Clearance”:

If ATC issues:

👉 **“Expect Late Landing Clearance”**

Procedure:

- Continue approach below minimums
- Continue until **over the runway threshold**

If still **NO landing clearance:**

- **Initiate GO-AROUND at/over threshold**

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</div>### Final Approach (Short Final)

- Maintain stabilized approach
- Monitor speed (VAPP)
- Small corrections only

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</div>### Flare

**PF:**

- At **~20 ft → initiate flare**
- Smoothly reduce descent rate

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</div>### Touchdown

- Target: 
    - Main gear touchdown first
    - Within touchdown zone

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</div>### After Touchdown

**PF:**

- Maintain runway centerline

**PM:**

- Monitor deceleration

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</div>### Automatic Systems

- Spoilers → Deploy automatically
- Autobrake → Active
- Reverse Thrust → As required

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</div>### Deceleration Phase

#### Autobrake Policy:

- **High-speed exit (rapid vacate):**
    - Autobrake remains active until **80 knots**
- **Normal rollout:**
    - Autobrake remains active until **60 knots**

👉 Autobrake must **NOT be disconnected before these speeds**

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</div>### Manual Braking

- Take over braking after autobrake phase as required

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</div>### Runway Exit Speeds

#### High-Speed Turnoff:

- Target: **40 knots**
- Maximum: **50 knots**

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</div>#### Standard / Tight Turns:

- Follow Airbus standard: 
    - **Maximum 15 knots**

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</div>### Reverse Thrust

- Use as required for runway conditions
- Reduce to idle at ~70 knots (typical)

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</div>### Callouts (Typical)

- “RETARD” (automatic)
- “SPOILERS”
- “REVERSERS GREEN”
- “80 knots”
- “60 knots”

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</div>### After Landing

- Vacate runway when safe
- Inform ATC
- Begin after landing flow

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</div>### Key Principles

- Respect landing clearance at all times
- Never continue below minimums without authorization
- Maintain full control during rollout

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</div>### Core Rule

**“No clearance – no landing.”**  
**“Any deviation results in a GO-AROUND – landing is considered a bonus, not a requirement.”**

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</div>### Outcome

A correct landing results in:

- Safe touchdown
- Controlled deceleration
- Efficient runway exit

# 4.10 Taxi & Shutdown

### Objective

To safely taxi from the runway to the gate and perform complete aircraft shutdown while maintaining SOP compliance, passenger comfort, and ground crew safety.

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</div>## Taxi After Landing

### Initial Rollout

**PF:**

- Maintain runway centerline
- Smoothly decelerate using: 
    - Autobrake (until 60–80 kt, siehe Landing SOP)
    - Reverse thrust (as required, idle ~70 kt)

**PM:**

- Monitor speed and runway clearance
- Call out speed reductions

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</div>### Runway Exit

- Enter taxiway at appropriate speed: 
    - **High-speed exit:** 40 kt target, max 50 kt
    - **Tighter turns / standard turns:** max 15 kt

**PF:**

- Steer via tiller / rudder pedals
- Maintain smooth control

**PM:**

- Monitor external traffic
- Verify lights and brake status

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</div>### Taxi to Gate

- **Taxi speed:** approx. **20 kt**
- Outside apron: up to **30 kt allowed**
- Follow ATC instructions
- Maintain situational awareness

**Lights:**

- Taxi lights → TAXI
- Landing lights → OFF
- Turnoff lights → ON

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</div>### Approach to Parking Spot / Stand

**PF:**

- Align aircraft with stand
- Reduce speed gradually
- Apply brakes smoothly

**PM:**

- Monitor nose wheel alignment
- Monitor stand guidance (marshaller / VDGS)
- Call out distance and alignment

**Ground Crew Safety:**

- **ALL front lights (Taxi, Landing, Turnoff) → OFF**
- Ensure visibility hazards minimized for ground personnel

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</div>### Engine Shutdown Procedure

Engine shutdown is based on **technical requirements**, not ground crew signals.

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</div>### Cooldown Requirement

After engine operation at higher thrust settings:

👉 A **minimum cooldown period of 60 seconds** must be observed before shutdown.

This applies from:

- The last time engine thrust exceeded approximately **50% N1**

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</div>### Purpose of Cooldown

The cooldown period ensures:

- Stabilization of engine temperatures
- Protection of internal components
- Prevention of thermal damage

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</div>### Standard Procedure

After parking brake is set:

1. Maintain engines at **IDLE thrust**
2. Monitor engine parameters
3. Wait **minimum 60 seconds cooldown**

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</div>### Engine Shutdown

After cooldown is complete:

- ENG MASTER switches → OFF

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</div>### Important Notes

- Do **NOT** shut down engines immediately after high thrust usage
- Reverse thrust and taxi phases must be considered in cooldown timing
- Ground crew does **NOT** determine shutdown timing

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</div>
### After Engine Shutdown (Turnaround)

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</div>### Objective

To safely transition the aircraft from engine operation to ground handling during turnaround while ensuring system stability and ground crew safety.

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</div>### Engine Spool Down Monitoring

After engine shutdown:

- Monitor engine parameters (N1)
- Ensure engines are fully spooled down

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</div>### Beacon Light Policy

👉 **Beacon must remain ON until engines are fully spooled down**

- Wait until **N1 &lt; 10%** on both engines

Only then:

- Beacon → OFF

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</div>### Purpose

This ensures:

- Clear indication to ground crew that engines are no longer hazardous
- Prevention of personnel approaching running or spooling engines

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</div>### APU Usage During Turnaround

The APU may remain in operation during turnaround depending on environmental conditions.

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</div>### Standard Practice

- APU → RUNNING (if required)

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</div>### Typical Use Cases

APU should remain ON when:

- **High outside temperatures (heat)** → cabin cooling required
- **Low outside temperatures (cold)** → cabin heating required
- No external power or air supply available

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</div>### When APU May Be Turned OFF

- External power is connected and stable
- Environmental conditions allow

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</div>### Electrical Configuration

- External Power → PREFERRED (if available)
- APU → BACKUP or primary (if needed)

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</div>### Cabin &amp; Systems

- Seatbelt Signs → OFF
- Fuel Pumps → AS REQUIRED
- Lighting → AS REQUIRED

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</div>### Key Principles

- Engine shutdown does not end aircraft responsibility
- Systems must remain stable during turnaround
- Passenger comfort must be considered

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</div>### Core Rule

**“Shutdown is a transition – not the end of operation.”**

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</div>### Outcome

- Safe handover to ground operations
- Protected ground crew
- Aircraft ready for next departure

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</div>## Aircraft Shutdown Procedure

<span style="color: rgb(224, 62, 45);">Apply if crew leave the aircraft and no new crew is there to take the aircraft.</span>

### Before Shutdown

**PM / PF:**

- Verify systems powered down safely
- Check fuel, lights, electrical systems

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</div>### Standard Shutdown Flow

1. **Engines → OFF** (Engine Master switches)
2. **APU → ON** (if ground power needed)
3. **External Power → CONNECTED**
4. **Battery switches → OFF (as required)**
5. **Anti-collision lights → OFF**
6. **Flight Instruments → Parked / Safe**
7. **Parking Brake → SET**

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</div>### After Shutdown

- Perform walk-around (virtual / checklist)
- Ensure aircraft ready for next flight
- Log flight details if required

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</div>### Key Principles

- Smooth, controlled taxi to gate
- Maximum taxi speed 20 kt (30 kt outside apron)
- All front lights **OFF** when entering parking stand
- Follow VA philosophy: passenger comfort &amp; ground crew safety first
- Shutdown only after full stop and all systems verified

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</div>### Outcome

- Aircraft safely at gate
- Engines off, systems secured
- Crew ready for debriefing / next flight