.
Accuracy check carried out before FAF during GPS approach.
07 - COMMON ERRORS
.
No check of NOTAMs relevant to satellites prior to flight.
.
On GPS overlay approach, raw data is not displayed and/or monitored.
.
Lack of knowledge of correct procedure in failure cases.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS ADVERSE WEATHER 1.02.32 Page 1
REV 21 MAY 98
01 - TRAINING OBJECTIVE
. To operate the aircraft according to recommended procedures in adverse weather.
02 - SCHEDULE
Briefing duration : 20 minutes
03 - EQUIPMENT
DOC references :
.
FCOM 1.30 (Ice and rain protection)
.
FCOM 1.34.60 (Weather radar)
.
FCOM 1.36 (Pneumatic system)
.
FCOM 3.01.70 (Limitations)
.
FCOM 3.04.30 (Ice and rain protection)
.
FCOM 3.04.34 (Weather radar)
.
FCOM 3.04.91 (Adverse Weather)
.
Briefing notes on adverse weather operations
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
.
Aircraft preparation in adverse weather
.
Correct procedure for de-icing
.
Operations in icing conditions
.
Performance considerations in "hot and high" conditions
SECONDARY
.
Recognition of conditions requiring the use of anti icing
.
Use of weather radar
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS ADVERSE WEATHER 1.02.32 Page 2
REV 21 MAY 98
05 - TRAINEES’ ACTIONS
The A320 is certificated for operations in the temperature range of -40 C up to +50°C (at sea level). The environmental envelope is shown in FCOM 3.01.20 (Operating Limitations). The APU envelope is similar.
COLD WEATHER
The A320 is certified for flight in icing conditions. Icing conditions may be expected when OAT (on ground) is below +10 C and there is visible moisture in the air (such as clouds, fog with low visibility, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is present on the taxiways or runway. Furthermore, preparation and ground operation of the aircraft following a cold soak may require procedures which are additional to the normal operating procedures. FCOM 3.04.91 (Supplementary Techniques - Cold Weather).
The normal preliminary cockpit inspection should be carried out. If the weather radar is unserviceable the MEL may contain restrictions on the flight. Thereafter, a full exterior inspection should be done. The main items are listed in FCOM 3.04.91 (Supplementary Techniques - Cold Weather).
Probe/window heat may be used. When selected ON, the system provides a low level of heating to clear cockpit transparencies and ensures adequate probe heating. The level of heating changes automatically to high, once airborne. The TAT probe is not heated on the ground.
At temperatures below -15°C, the ECAM and EFIS DUs may not be available until cabin conditioning has warmed the avionics compartment and cockpit. Also, at this temperature, IRS alignment takes up to 15 minutes.
When conducting the external inspection, take care to inspect all critical surfaces to ensure that they are clear of snow, frost and ice. Also ensure that all inlets, drains, probes etc are clear of contaminant. If they are not, the airplane must be de iced. (A thin film, maximum of 3 mm, of frost is acceptable on the underside of the wing tank area.)
There are two main types of de icing fluid, Type I and Type II. They are both based on a mixture of glycol and water. The more modern Type II fluids have greater holdover times and flow off the aircraft better than the Type I fluids, thereby negating any performance penalties. The holdover time is the estimated time anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of the airplane, under average weather conditions mentioned in the guideline table.
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