INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

1. COLD WEATHER OPERATIONS READY RECKONER DEPARTURE

COLD WEATHER
2. OPERATIONS READY RECKONER: ARRIVAL
3. ELEMENTS OF A STABILIZED APPROACH AND FLIGHT PARAMETER
CALL OUTS
4. COMMUNICATION FAILURE
5. RNP APPROACH READY RECKONER
6. CAT II/III READY RECKONER
7. DISPATCH CRITERIA

Ready Reckoner for Pilots Issued Under the Authority of SVP (Flight Operations)

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

Note:
Given the non-routine nature of the operation, flight crew may refer to this ‘Ready Reckoner’ during the ‘SET-UP’. Items listed
herein constitute a part of the SOP, and need not be verbalized during the T-P-C briefing. However, crew may choose to ‘Scale
Up’ the the T-P-C briefing to highlight, strategy and execution, and specific PF/PM duties, as applicable. For further guidance,
please refer NOTAC 69 (Section 3.2.2).

1. COLD WEATHER OPERATIONS READY RECKONER: DEPARTURE

DE-ICING REQUIRED/ NOT REQUIRED ? If Yes –DE-ICING at bay or other designated spot, DE-ICING procedures
(FCOM, FCTM and OMA) reviewed
- LVTO/ NON-LVTO for Departure
- Is it presently raining/ snowing - Effect on HOT
- RWY condition and T/O PERF calculations
Before commencing De-Icing:
- Type of De-Icing fluid/ HOT data available
- APU/ENG Start: Before/ After DE-ICING but NEVER During
On completion of De-Icing:
- De-Icing report: Receive
- Delay BLEED ‘ON’ after De-Icing
- Flt Control check/ Flap selection only after De-Icing (if Flt control surfaces are obstructed by Icing)
Taxi:
- RWY/Taxiway/Apron contaminated – Max speed 10 Kts
- Avoid large tiller input
T/O:
Thrust reverser cycles – Required/ Not required

2. COLD WEATHER OPERATIONS READY RECKONER: ARRIVAL

Is the approach and landing in Icing conditions? (FCOM, FCTM and OMA) reviewed
Weather Conditions/ Rwy surface condition, Use of Engine/Wing Anti-Ice in descent, Speed corrections for
approach
- Cat II/III for arrival
- Weather conditions analyzed
- RWY condition, crosswind limitations and LDG PERF calculations
Landing:
Reverser use
R/W vacation- Taxi speed limitation (if any).
Taxi:
- Flap retraction – Delay (if Icing)
- RWY/Taxiway/apron contaminated – Max Speed 10 Kts
- Avoid large tiller input

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

3. ELEMENTS OF A STABILIZED APPROACH AND FLIGHT PARAMETER CALL OUTS

3.1 AFTER COMMENCEMENT OF AN APPROACH, A GO-AROUND OR A MISSED APPROACH SHOULD BE CONDUCTED
WHEN:
• Confusion exists or crew co-ordination breaks down
• There is uncertainty about situational awareness
• Checklists are being conducted late or crew is task overloaded
• Any malfunction threatens the successful completion of the approach
• Unexpected wind shear is encountered
• GPWS/ TCAS / ROW
• ATC changes will result in an un-stabilized approach or
• Adequate visual reference are absent at DH or MDA
Note: Failure to recognize the need for a missed approach/ not execute a missed approach when required is a major cause of
approach and landing accident.

3.2 ELEMENTS OF A STABILIZED APPROACH

All flights must be stabilized at FAF for Early Stabilized approach and by 1000 ft for Decelerated Approach. Visual
approach should be stabilized by 500ft above airport elevation. It would be a good idea to convert all these heights to
PFD indicated Baro Alt for better awareness. An approach is stabilized when all of the following criteria are met:

• The aircraft is on the correct lateral and vertical flight path.

• The aircraft is in the desired landing configuration
• The thrust is stabilized; usually above idle, to maintain the target approach speed along the desired glide path.
• No excessive flight parameter deviation.
• Only small changes in heading/ pitch are required to maintain correct flight path.
• All briefings and checklist are completed. (Before Landing check list is completed –‘to the line‘)

3.3 FLIGHT PARAMETERS

APPROACH
The PM is required to Call Out:
• “SPEED”: If Speed is -0/ +10 kts from target speed.
• “PITCH”: If Pitch attitude > 2.5° nose down or > 10° nose up (7.5° for A321)
• “BANK”: If Bank angle > 7°
• “SINK RATE”: If Descent rate > 1000 ft/min
• “LOC”, “GLIDE” or “COURSE”: If deviation is -1/2 dot LOC or 1/2 dot GS or Course >2.5° respectively
• “CROSS TRACK” If XTK is greater than 0.1NM
• “V/DEV” If vertical deviation is greater than 1/2 dot (50 feet)

LANDING
The PM is required to Call Out:
• "PITCH PITCH": if the pitch attitude approaches or reaches 10° (7.5° for A321).
• "BANK BANK": if the bank angle reaches 7°

GO AROUND:
The PM is required to Call Out:
• “PITCH”: If Pitch attitude < 10° nose up or > 20° nose up
• “BANK”: If Bank angle > 7°
• “SINK RATE”: If no climb rate

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

4. COMMUNICATION FAILURE
4.1 AERODROME SPECIFIC RCF REFER TO SID/STAR/RELEVANT PAGES AS APPLICABLE (JEPPESEN)
4.2 GENERAL (NON-SPECIFIC) COMMUNICATION FAILURE PROCEDURES EXTRACT FROM ICAO
4.2.1 GENERAL RULES
4.2.1.1 An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch on
the appropriate communication channel of, and establish two-way communication as necessary with, the
appropriate air traffic control unit, except as may be prescribed by the appropriate ATS authority in respect of
aircraft forming part of aerodrome traffic at a controlled aerodrome. (ICAO Annex 2, para 3.6.5.1)
Notes 1: SELCAL or similar automatic signaling devices satisfy the requirement to maintain a listening watch.
2: The requirement for an aircraft to maintain an air-ground voice communication watch remains in effect after
CPDLC has been established.
4.2.1.2 If a communication failure precludes compliance with 7.3.1, the aircraft shall comply with the communication
failure procedures, and with such of the following procedures as are appropriate. The aircraft shall attempt to
establish communications with the appropriate air traffic control unit using all other available means. In addition,
the aircraft, when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for such
instructions as may be issued by visual signals. (ICAO Annex 2, para 3.6.5.2)
4.2.1.3 If in visual meteorological conditions, the aircraft shall:
a) Continue to fly in visual meteorological conditions,
b) Land at the nearest suitable aerodrome, and
c) Report its arrival by the most expeditious means to the appropriate air traffic control unit.
(ICAO Annex 2, para 3.6.5.2.1)
4.2.2.2 If in instrument meteorological conditions or when the pilot of an IFR flight considers it inadvisable to complete
the flight in accordance with 7.2.1.3 the aircraft shall:
a) unless otherwise prescribed on the basis of regional air navigation agreement, in airspace where radar is not
used in the provision of air traffic control, maintain the last assigned speed and level, or minimum flight
altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its position over a
compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan;
b) in airspace where radar is used in the provision of air traffic control, maintain the last assigned speed and
level, or minimum flight altitude if higher, for a period of 7 minutes following:
i. the time the last assigned level or minimum flight altitude is reached; or
ii. the time the transponder is set to Code 7600; or
iii. the aircraft’s failure to report its position over a compulsory reporting point; whichever is later, and
thereafter adjust level and speed in accordance with the filed flight plan;
c) when being radar vectored or having been directed by ATC to proceed offset using RNAV without a specified
limit, rejoin the current flight plan route no later than the next significant point, taking into consideration the
applicable minimum flight altitude;
d) proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving
the destination aerodrome and, when required to ensure compliance with e) below, hold over this aid or fix
until commencement of descent;
e) commence descent from the navigation aid or fix specified in d) at, or as close as possible to, the expected
approach time last received and acknowledged; or, if no expected approach time has been received and
acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight
plan;
f) complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and
g) land, if possible, within thirty minutes after the estimated time of arrival specified in e. or the last
acknowledged expected approach time, whichever is later.

Note: The provision of air traffic control service to other flights operating in the airspace concerned will be based on the assumption
that an aircraft experiencing radio failure will comply with the rules in 4.2.2.2.

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

5. RNP APPROACH READY RECKONER

Note:
Given the non-routine nature of the operation, flight crew may refer to this ‘Ready Reckoner’ during the ‘SET-UP’. Items listed
herein constitute a part of the SOP, and need not be verbalized during the T-P-C briefing. However, crew may choose to ‘Scale
Up’ the PLAN section of the T-P-C briefing to highlight, strategy and execution, and specific PF/PM duties, as applicable.

5.1 Company has approval for RNP APCH (LNAV/ VNAV)/ RNP 1/ RNP 2 in addition to RNAV 1/ RNAV 2/ RNAV 5 and
RNAV 10 (RNP 10), (Ensure Approach approved and published as RNAV (GNSS) approach, Crew qualified and current)
STANDARD OPERATING PROCEDURES
 CHECK IF ONLY RNP APCH IS AVAILABLE AT DESTINATION BASED ON RWYS/WEATHER/NAVAIDS
 IF RNP APPROACH PLANNED AT DESTINATION, CHECK:
AT DISPATCH
♦ CREW QUALIFIED FOR RNP APPROACH
♦ RAIM NOTAM FOR OUTAGES / C-NOTAM 4 / MEL / MINIMUM EQUIPMENT REQD
 BOTH CREW QUALIFICATION CHECKED (GROUND TRAINING & SIMULATOR)
 RAIM NOTAMS CHECKED FOR GPS OUTAGE
 C-NOTAM 04 CHECKED FOR DEGRADED APPROACHES
 MEL REVIEWED
 AIRCRAFT STATUS CHECKED FOR DEGRADATIONS
 MINIMUM EQUIPMENT REQUIRED TO START APPROACH CHECKED
 APPROACH FROM DATABASE ON MCDU VALIDATED VERSUS APPROACH CHART FOR TRACKS,
DISTANCES, FPA AND ALTITUDES. NO MODIFICATIONS MADE IN THE FINAL APPROACH SEGMENT
 MINIMA SET AS DA (LNAV/VNAV) OR MDA+50 AND COLD TEMP ADDITIVE, IF REQD ( LNAV )
 IF REQD, COLD TEMP CORRECTED PROCEDURE ALTITUDES TO BE DETERMINED BY BOTH PILOTS
 ATC CLEARANCE OBTAINED FOR APPROACH
APPROACH
 IN CASE TOO STEEP PATH DISPLAYED AFTER FDP – APPROACH TO BE CONDUCTED USING NAV-FPA
PREPARATION
ONLY USING LNAV MINIMA. DISREGARD VDEV OR YOYO INFORMATION ON THE PFD.
 IF PUBLISHED AND/OR CONTINGENCY MISSED APPROACH BASED ON CONVENTIONAL NAVAIDS, THEY
MUST BE OPERATIONAL AND TUNED/SETUP DURING THE APPROACH PREPARATION
 GPS PRIMARY ON AT LEAST 1 FMS
 SPEED TECHNIQUE – APPROACH USING FINAL APP [DECELERATED / EARLY STABILISED] APPROACH
USING NAV-FPA [EARLY STABILISED].
 ALL RESTRICTIONS IN THE CHART (OAT/ MAP etc) TO BE cross checked
 TUNE NAVAIDS AS REQUIRED
 REVIEW CONTINGENCY PROCEDURES FOR APPROACH AND MISSED APPROACH
 REVIEW DEVIATION CALL OUTS ( XTK > 0.1 “CROSS TRACK” ; VDEV > 1/2 DOT “VDEV” ; ALTITUDE
CHECKPOINTS “_ FT HIGH/LOW”)
 DIRECT TO FDP NOT ALLOWED. RADAR VECTORS TO INTERCEPT BEFORE FDP MAY BE ACCEPTED
 “DIRECT TO” CLEARANCE TO INTERMEDIATE FIX (IF) MAY BE ACCEPTED PROVIDED THAT RESULTING
TRACK CHANGE AT THE “IF” DOES NOT EXCEEDS 450
 THE AIRCRAFT MUST BE ESTABLISHED ON THE FINAL APPROACH COURSE NO LATER THAN THE FDP
BEFORE STARTING THE DESCENT (TO ENSURE TERRAIN AND OBSTACLE CLEARANCE)
APPROACH  NAV SPECIFICATION BY FLIGHT PHASE
 INITIAL APPROACH – RNP 1
 INTERMEDIATE APPROACH – RNP 1
 FINAL APPROACH - RNP 0.3
 MISSED APPROACH – RNP 1 (NOT APPLICABLE IF MISSED APPROACH IS BASED ON
CONVENTIONAL NAVAIDS)
INTERMEDIATE  ENSURE APPROPRIATE MODE IS ARMED ( FINAL APP / NAV FPA )
APPROACH
FINAL  ENSURE APPROPRIATE MODE IS ENGAGED
APPROACH  ENSURE RNP VALUE OF 0.3 AFTER CROSSING FDP
 FOLLOW PUBLISHED MISSED APPROACH PROCEDURE. IF MISSED APPROACH CARRIED OUT DUE TO
MISSED
DEGRADATION OF NAVIGATION, FOLLOW PLANNED ALTERNATIVE MISSED APPROACH BASED ON
APPROACH
CONVENTIONAL RADIO NAVAIDS OR AS COORDINATED WITH ATC

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

5.2 MANAGEMENT OF DEGRADED NAVIGATION

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

6. CAT II/III READY RECKONER

Note:
Given the non-routine nature of the operation, flight crew may refer to this ‘Ready Reckoner’ during the ‘SET-UP’. Items listed
herein constitute a part of the SOP, and need not be verbalized during the T-P-C briefing. However, crew may choose to ‘Scale
Up’ the T-P-C briefing to highlight, strategy and execution, and specific PF/PM duties, as applicable. For further guidance, please
refere to NOTAC 69 (Section 3.2.2).

PRE-REQUISITES:

• Verify Crew qualification and currency

• Aircraft Status (Check on ECAM STATUS page/QRH that the required landing capability is available)
• Weather (Destination & Alternate), check minima’s and wind limitation for auto land
• NOTAMs – Check that the airport meets CAT II/ III requirements as applicable
• ATC clearance for a CAT II/ III approach obtained

Ready Reckoner (SOP Items)

• Approach Ban
• Minimum Visual References applicable to type of approach
• For Landing Distance (LD & FLD) calculation, determining optimum CONF/ AUTO BRAKE/ THR REV combination,
as per SOP.
• Review Planned Designated RWY EXIT TWY & Taxi Route (refer AF specific LVP Routes for ARR RWY).
• Review of task sharing & crew call outs
• Review crew response to failures
• Cabin Crew Briefing

COCKPIT PREP
• Check Seat Position optimum
• FLAP & AUTO BRAKE as required.
• Flight deck lighting dimmed & Use of exterior lights

REVIEW OF FAILURE CASES

Above 1000 FT AGL:
• Downgrading conditions Downgrading from CAT III to CAT II is permitted only if:
- ECAM actions are completed.
- RVR is at least equal to CAT II Minima.
- Briefing is amended to include CAT II procedure and DH.
- Decision to downgrade is completed above 1000’ AGL.
• Downgrading from CAT II to CAT I is permitted only if:
- ECAM actions are completed.
- RVR is at least equal to CAT I Minima.
- Briefing is amended to include CAT I procedure and DH.
- The decision to downgrade is completed above 1000’ AGL.
Note: Switching from one autopilot to another above 1000’ AGL is permitted.
Below 1000 FT AGL and above DH (CAT 2 or CAT 3 SINGLE) or above 100 feet RA / Alert Height (CAT 3 DUAL), a Go-
Around should be performed in case of:
• Amber Caution (single chime), or
• Landing capability degradation
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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

6.1 CALL OUTS

CALLOUTS & CREW ACTIONS –CAT II/III
Flight Conditions CM1Actions/ Calls CM2 Actions/ Calls
OM/DME CROSSCHECK
OM/Equivalent Fix CHECKED
ALT……… FT
CHECKED
1000 FT RA Check FMA displays the aircraft capability 1000 (1)
(CAT2 or CAT3)
AT 350 FT RA LAND (Check ILS course)
DH+100 FT(CATII/CATIII (1)
CHECKED 100 ABOVE
with DH)
(1) (1)
100 FT RA(CATIII) CHECKED / CONTINUE ONEHUNDRED /ALERT HEIGHT
(1)
DH (CATII/CATIII with DH) CONTINUE MINIMUM
AT 40FT RA
Monitor Flare by Flight Instruments FLARE/NO FLARE(2)

AT 30 FT RA Monitor Thrust Reduction THRUST IDLE CHECK

AT 10 FT RA <<RETARD>> MOVE the THRUST LEVERS to IDLE Monitor engine parameters
AUTO CALLOUT MONITOR LATERAL GUIDANCE(3)
ROLLOUT
SPOILERS
BOTH THRUST LEVERS-REV IDLE/ MAX (As Required)
REVERSE GREEN
AT TOUCHDOWN
DECEL
BOTH THRUST LEVERS-REV IDLE
70 KTs
BEFORE 20 KT Disengage AUTO BRK (use brake pedals)

AT TAXI SPEED REVERSERs -STOW

END OF ROLLOUT DISCONNECT AP(4)
(1)
MINIMUM
GO AROUND – FLAPS FLAPS..........
DH/GO AROUND
POSITIVE CLIMB
GEAR UP GEAR UP

1
MONITOR the radio automatic callout, if available.
2
Between 50 and 40 feet: Check “FLARE” is Displayed on the FMA. If NO FLARE mode at 30 FT, discontinue the approach or
perform a manual landing if visual references are acquired.
3
Monitor the lateral guidance by using external reference.
4
When leaving the runway at the latest, once planned exit taxiway is identified and to follow taxiway center line lights.

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

TABLE - REPORTED AND RELEVANT RVR (Minimum Values for a type of operation)

RVR
Type of operation
Touch-downzone Mid zone Roll-out zone
Cat I 550m 125m 125m
Cat II 300m 125m 125m
Cat IIIA 175m 125m 125m
CAT IIIB 75m 75m 75m

Notes:
1 Minimum RVR of 75m corresponds to AFM roll-out guidance system limitations.
2 The values underlined in bold font are required for the type of operation.
3 Specific Rwy RVR Applicability - Refer on board minima file.
……………………………………………………………………………………………………………………………………………………………………………
AERODROME LIGHTING AND RUNWAY MARKING REQUIREMENTS FOR TAKE-OFF

TABLE - RVR/VISIBILITY FOR TAKE-OFF (COMMERCIAL TRANSPORT AEROPLANES)

Take-off RVR/Visibility
Facilities RVR/VIS 1
Cat A, B, C & D
Adequate Visual reference 2 (Day only) 6 500m
Runway edge lights or Runway centre line markings 3,6 400 m
Runway edge lights and Runway centre line markings 3,6 300 m
Runway edge lights and Runway centre line lights6 200 m
Runway edge lights and Runway centre line lights and relevant RVR information 4,6 150 m

High intensity Runway edge lights and Runway centre line lights (spacing 15 m or less) and relevant
125 m
RVR information 4,6

Notes:
1 The TDZ RVR/VIS may be assessed by the pilot by counting number of edge/centre line lights (Refer OM-A,7.3.4).
2 Adequate Visual reference means, that a pilot is able to continuously identify the take-off surface and maintain
directional control.
3 For night operations at least runway edge lights or centre line lights and runway end lights are available.
4 The required RVR must be achieved for all relevant RVR reporting points (touchdown, mid- point and stop-end/roll-
out). The governing RVR shall be the lowest of the reported RVRs
5 The facilities and conditions of Table 1 required will be as per the lowest RVR reported in any zone (e.g. if the RVR
is 400/300/300 representing the three zones, then the 300 m will be the RVR for reckoning facilities and conditions
of Table 1. If the RVR is 300/150/Not Reported, then 150 m will be the reckoning RVR and as the RVR is below 200
m all three RVRs are required).
6 Take-off shall not be conducted with visibility/RVR less than Category I conditions (550m RVR or 800m Visibility
when RVR is not reported) unless low visibility procedures are enforced.

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

7. DISPATCH CRITERIA

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 INTERGLOBE AVIATION LIMITED FLT/OPS/RR-AIRBUS

READY RECKONER (AIRBUS) ISSUE I, Rev 01

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