TCAS MODE CHECK ARMED —IF TCAS BLUE ON FMA— “TCAS BLUE”, Do not perform a maneuver based on TA alone IF RA- FD ORDERS FOLLOW AP CAN BE ENGAGED VERTICAL SPEED MONITOR RESPECT STALL/GPWS/WINDSHEAR WARNINGS WHEN “CLEAR OF CONFLICT” SOUNDS AP/FD MONITOR/FOLLOW ATC NOTIFY LATERAL VERTICAL GUIDANCE ADJUST SPEED ADJUST —TCAS BLUE NOT SEEN/NOT AVAILABLE:— “TCAS I HAVE CONTROL” IF RA: AP OFF FD OFF V/S ADJUST OR MAINTAIN if CLIMB RA in conf3 or full in approach: GO AROUND PERFORM V/S monitor RESPECT STALL/WINDSHEAR/GPWS WARNINGS ATC NOTIFY - when clear of conflict sounds ATC NOTIFY LATERAL AND VERTICAL GUIDANCE ADJUST AP/FD AS REQUIRED

see image

200 ft

196kt

Less than 1xRNP (0.3nm) laterally, not below segment altitude vertically.

5000 to 3000 - current altitude in VS (eg at 3500, 3500 f/tmin) 3000 to 1000 - 2000 ft/m 1000 to ground - 1000 ft/m

- Landing condition RCAM must be 5 Good - Landing computation must be made with Medium/Poor RCAM and No Rev Credit - Landing distance computed must be less than LDA

20kts (15kts for first year after initial promotion)

the highest of VLS, VAPP and IAS at time of TOGA selection. maximum is VLS +25 or VLS +15 OEI.

Push lateral revision at the TO WPT on the F-PLN page.

0.6

Category A - MEL specifies the time Category B - 3 Consecutive calendar days Category C - 10 Consecutive calendar days Category D - 120 Consecutive Calendar days, all excluding the day which the malfunction was reported.

- Thrust reduction at 1000 HAT - Accelerate to green dot, until 3,000 - At 3,000 accelerate to route climb speed

- Thrust reduction at 1000 - Maintain V2+10-20 to 3,000 - Accelerate to route climb speed above 3,000.

Target flap retraction speed +20 (to a maximum of VFE next -5).

- All checklists completed - Aircraft is fully configured for landing with the flap surfaces in their final landing position; and - The aircraft’s approach path is contained within: - ALL APPROACHES - - Descent rate less than or equal to 1,000fpm below 1,000ft RA - VASI/PAPI any significant deviation from the nominated visual approach path - Tracking the extended centerline by 500’RA (unless specified by procedure) - Airspeed -5 to +10 Below 500’RA - Thrust energy levels correct for configuration and prevailing conditions. Flight crew aware of spool up from approach idle to GA thrust. - ADDITIONALLY FOR INSTRUMENT APPROACHES - - ILS, LLZ, LDA (to minima except CAT 2 or 3) .5 dot G/S and L/S - VOR 2.5° of nominated track or 0.5 dot if displayed - NDB 5° of track - RNP LNAV - < 1xRNP (0.3) from initial or intermediate WP laterally. < min seg alt vertically - RNP LNAV/VNAV - < 1xRNP from initial or intermediate WP laterally. < min segment to Vertical Intersection Point, the 75ft below the vertical path. - DME ARC +/- 2NM

X wind greater than 20kts, Visibility within 2k of minima, ceiling within 200ft of minima.

with Decelerated, can only be done if APPR push button is used. now not true, you can do final app

60.3m. This makes it category E at ICAO or 5 at FAA

Clean: -1 to 2.5g Otherwise: 0 to 2g

41,450 ft

45m

40kts including gusts

40kts including gusts

15kts

40kts, 50kts if into wind, all doors must be closed before 60kts.

230kts

230kts

Prevents slats retraction (1 to 0) at high alpha and/or low speed.

193.5kts. The slats will extend either way.

The flap lever has been selected to 3. The slats are at 3 but the Flap Load Relief is keeping the flaps at 2.

330kts / Mach0.86

200kts

250kts M0.55

204 kts

118kts

105/106/104 depending on AC type

VH-EBG and VH-EBL

Two General Electic CF6-80E1’s

eba-d is 9.25 to -1 PSI. for all other aircraft is MIN -0.73PSI

100ft and 5 seconds

250ft

250ft

160ft

200ft

100ft

Announce “LOSS OF BRAKING” Reverser Max Brake pedals release Anti skid order off Anti skid/NWS off Brake pedals press to a maximum of 1000PSI If still no braking- Park brake on (short successive applications)

Announce “Emergency Descent” Crew oxy masks on Signs on Emergency descent initiate If ATHR is not active, Thrust levers idle Speed brake full

Announce “Stall I have control” pushing and holding the instinctive PB switch. Nose down pitch control apply Bank wings level When out of the stall Thrust increase smoothly as needed Speedbrake check retracted Flightpath recover If in the clean configuration below 20,000ft Flap 1 Select

Announce Stall, TOGA, 15° Thrust TOGA Pitch 15° Bank Wings level

If the safe conduct of flight is impacted: Announce “Unreliable Speed” AP OFF ATHR OFF FD OFF Set thrust+pitch: Below thrust reduction alt, TOGA + 15° Above thrust red to 10,000’, CLB + 10° Above 10,000’, CLB + 5° If config 0,1,2 or 3, maintain current config If config full, flaps 3 Speedbrake check retracted, LG up When above MSA or circuit alt, level off for troubleshooting

- IN IMC OR AT NIGHT Announce “PULL UP TOGA” AP Off Pitch up, full Thrust leavers TOGA Speedbrake check retracted Bank wings level or adjust Do not change ANY configuration until clear of the obstacle - DURING DAY VMC WITH TERRAIN AND OBSTACLES CLEARLY IN SIGHT Flight path adjust to silence the alert.

- Above 1,000’ AAL IMC or 500’ VMC: Flight path adjust - Below 1,000’ AAL IMC or 5’00’ VMC: Go around consider

Flight path adjust

Go around perform

- Above 1,000’ AAL IMC or 500’ VMC Flight path adjust - Below 1,000’ AAL IMC or 500’ VMC Go around consider

Announce “Pull up TOGA” AP off Pitch up full TOGA thrust Speed brake check retracted Bank wings level or adjust Do not change ANY Flaps/slats/gear configuration till clear of the obstacle.

If before V1: If there are significant fluctuations in airspeed and airspeed trend below the selected V1, reject the takeoff. If after V1: Announce “WINDSHEAR TOGA” Thrust levers TOGA Reaching Vr, rotate normally SRS orders follow (or. 17.5 if no FD) Airborne at initial climb: Announce “WINDSHEAR TOGA” TOGA thrust AP if engaged, keep engaged SRS orders follow (or 17.5° pitch up if no FD) DO NOT CHANGE FLAPS, SLATS, GEAR CONFIGURATION UNTIL OUT OF THE WINDSHEAR CAREFULLY MONITOR THE FLIGHT PATH SMOOTHLY RECOVER TO NORMAL CLIMB OUT OF WINDSHEAR

Every 24 months, within 3 months of expiry.

The final Approach Fix

when above MSA, OR, radar identified.

PFD1 and 2, +/-20ft PFD 1,2 and mechanical standby, +/-300ft PFD1,2 and ISIS, +/-60ft

1 Continue the approach with the other (gps primary) AP/FD 2 Conduct a missed approach unless visual

When deviating more than 0.1NM from the published track

5NM preflight, FCOM table for post flight (5Nm or less is always OK)

Domestic TO Perth: 75% All other domestic : 50% East coast Aus to/fm NZ : 50% All other International : 100%

Decide if AC has been electrically supplied during the last 6 hours or not. All bats off. Check bat voltage of all Bat1, 2 and APU bat. If above 25.5, all bats on. if Below 23.5, charge the batteries by turning them back on and connecting ground power for 20 minutes. If between 23.5 and 25.5 and AC HAS been supplied for 6 hours or more, charge the batteries for 20.

Less than 3 seconds. - APU FIRE Warning: (If AC on) Ecam Continuous Chime Master Warning light - APU Fire p/b RED - Squib + disch lights on (total of 5 lights and 1 noise)

You get 3 start attempts after which you must wait 60 minutes before starting again. If the initial APU start attempt fails, it is recommended to wait 3 minutes after APU master switch on to Push APU start to attempt the second start. If fuelling is in progress, you cannot attempt a start after a failed start or Auto Shut Down until fuelling stops.

41,450 ft for elec only (aircraft ceiling) 22,500 ft for bleed and elec (one pack) 17,500 ft for bleed and elec (both packs)

Turnaround with no crew change, airport not within 2° of equator, GPS is avail

No

12 qts + 0.56 per hour flight time

A full 3 start attempts automatic start is = to a cycle. 30 second pause between cycles is required. After two failed cycles, this pause extends to 10 minutes between cycles. Starter must not be run when N2 is above 30%

Captain announces stop Closes both thrust levers Selects maximum available reverse FO check and announces the reverser checks and announces decel monitors the auto brakes cancels any audio warnings Once the aircraft has stopped: Captain stows the reverser Sets the park brake makes the alert PA “attention all passengers remain seated and await further instructions” Orders the ecam actions FO Notifies ATC with fire services if necessary Locate the QRH for Emergency evacuation procedure and perform exam actions on Capt command.

72kts

Vertical speed positive and Rad Alt increased

When there is evidence of ice accretion such as on the visual indicator, or the wipers, or with SEVERE ICE DETECTED ecam.

- one gear in excess of 800° - left side avg different than right side avg by > 200° - one brake temp greater than 600° or less than 60° and the other same-gear brake has >150° diff

230kts up to and including FL140 240 kts above FL140 up to and including FL200 265 kts above FL200

+/-1000kg. +/-200kg trim tank, and up to750kg of unusable fuel in the centre wink tank which doesn’t count towards the +/-1000.

HW max drop of 5 or more ANY increase in tailwind OAT increase by 2 or more QNH Drop of 2 or more Weight increase over calculated. if operating at PERFORMANCE LIMIT OR STRUCTURAL , ANY CHANGE adverse.

8 items) - Flight fuel to destination - contingency fuel (5% flight fuel to max 2T) - Taxi Fuel - fixed reserve - holding fuel - arrival allowance - approach fuel - alternate fuel

240kts up to FL200 then 260kts up to M.78

72 knots, it arms with the ground spoilers.