INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

1. BRIEFING OBJECTIVE
2. TAKEOFF BRIEFING
3. COLD WEATHER OPERATIONS BRIEFING-DEPARTURE
4. APPROACH BRIEFING
5. COLD WEATHER OPERATIONS BRIEFING-APPROACH
6. ALAR
7. COMMUNICATION FAILURE
8. RNP APPROACH BRIEFING
9. CAT II/III BRIEFING
10. DISPATCH CRITERIA (ECAM FLOW CHART)

Aide Memoire for Pilots Issued Under the Authority of SVP (Flight Operations)
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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

1. BRIEFING OBJECTIVE

 Departure and Arrival briefings should generate a thought provoking and relevant discussion. The objective of
these briefing is to ensure that flight crew are aware of the details pertinent to the flight and agree upon a
proposed plan of action. The briefing should be RELEVANT, CONCISE and CHRONOLOGICAL. The briefing must
apply to the prevailing situation and not just be delivered by rote. Environmental factors such as weather/
terrain/ winds/ runway condition/ birds/ traffic etc. should be considered in consonance with possible
performance and technical degradations.
 Having reviewed the BIG PICTURE and evaluating existing threats, the briefing should include FIVE main elements
(as applicable) – Tech Status, Performance Limitations, normal / abnormal approach procedures, IAP, ALAR
toolkit (including mitigating actions to perceived threats and specific PM duties). Emphasis on these elements
should be well thought of and could be varied in different situations. Briefings should be completed within 04 –
05 minutes. All efforts must be made to ensure that briefings are completed before pushback / TOD.
 The briefing folders on board are NOT A READ AND DO list. The aim is to deliver the brief from memory in an
interactive manner without skipping any pertinent details. The folder may be kept open and referred to if
required to ensure that all briefing points therein are covered.
 While covering the BIG PICTURE, both pilots need to raise their individual perception of threats for
Departure/Arrival.
 Seat oriented actions for a reject take-off and emergency evacuation procedure will be reviewed for the first
flight of the crew for the day, and is mandatory. Each pilot will call out his/her actions. For subsequent sectors,
the differences with respect to a quick return need to be covered, for example: PF for T/O (LHS/RHS), MSA,
engine out procedures, T/O alternate, overweight landing in case of a return, etc.
 Observers/ACMs sitting in the cockpit need to be briefed for an emergency evacuation - on the use of emergency
equipment, their sequence of exit, and assistance required from them on ground.
 When a parameter is referred to by the PF, both PF & PM must cross check that it has been set or entered
correctly in the MCDU. When discussing navigational procedures, both pilots must refer to the same chart on
their respective EFB/Jepp folder. A part of the EFB SOP includes confirmation of the EFB/Jepp Database, once
this is in congruence, there is no need for the crew to tally chart issue/effective dates.
 Since both pilots have checked the MCDU entries, it is not necessary to review route WPTs, only the route needs
to be verified.
 The SOP for briefings is – PF reads out from the MCDU/ND (plan mode) and the PM crosschecks from the chart/
filed routing on CFP – as applicable.
 It is not necessary to repeat at SOPs, but it is vital to cover any special requirements and notes on the charts, e.g.
RNAV1, GNSS/DME, altitude constraints, etc. and to cross check that these are achievable, for example: PROG
page to confirm NAV Accuracy for PBN, projected compliance with WPT, ALT CSTR on MCDU, etc.
 The approach briefing needs to be ‘Execution Oriented’ and not merely a ‘read out’ of the approach plate.
Example: for an NPA approach, the plan for aircraft configuration (track miles), approach strategy, FCU selections,
PM support, actions at MDA etc. need to be highlighted.
 The cold weather operations briefing (Departure/Arrival) is to be done after standard Take Off/Approach briefing,
when applicable. It is not a checklist but a guide to pilots highlighting some important aspects of cold weather
operations.

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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

2. TAKEOFF BRIEFING

ASSOCIATED
PF BRIEFING
CROSSCHECK
BIG PICTURE: WHAT’S IMPORTANT/ DIFFERENT/ UNUSUAL FOR THIS TAKE OFF?
Airfield information from FRC/OM-C/ FLIGHT OPERATIONS BRIEF/ NOTAMS…….Reviewed
 Aircraft Type / Engine Type / Tail strike consideration
 MEL/CDL
 Weather/ RWY condition/ Use of Eng/Wing A.Ice/Cold weather Ops applicability
 Terrain, MSA – use of TERR on ND, GPWS actions where applicable
 Push back facing / Power out
 Engine Start – AUTO/ Manual – SET
 Expected Taxi clearance.
INIT B
 ZFW
 Block Fuel
 Take Off Weight – (overweight for immediate return)
 Extra Fuel / Time at Destination
PERF
 T/O RWY, Intersection/ Shift
 Config
 FLEX / TOGA
 V1, VR, V2 V1, V2 on PFD
 TRANS ALT
 THR RED/ ACC/ EO ACC altitude
PROG
 Check NAV Accuracy
FLT PLN
 SID (Chart No., Summary, notes, cautions), First assigned FL, joining airway, RCF ND PLAN mode
OR Jeppesen Charts
 Departure RWY (Left/ Right turn) and RCF
 Route Length, Flying time PM X check CFP
RADNAV
 Selected ND
SEC FPLN
 Planned for _____ (no need to display the SEC FPLN Page)
** Safety Briefing
In the event of any Abnormal/Emergency situation, the PIC will take over controls once the
aircraft is stabilized
Left / Right Seat Take Off, In case of any malfunction, PIC will call STOP / GO
 In case of STOP
 CM1 – THR LVR IDLE, REV and Braking as required.
 Once stopped, cancel REV, Park Brk ON, PA: “ATTN CREW AT STATIONS”
 CM2 – REV GREEN, DECEL, Cancel AUDIO, advise ATC
 CM1 – Announce “ECAM actions”
 Crew Evaluation – If EVAC required, EVAC Checklist on Rwy, OR
If return to bay - P.A: “Passengers & Cabin Crew remain seated”
 In case of GO
 Continue on Engine Out SID/ RWY Heading/ follow SID (as appropriate).
 ECAM actions from 400’/ safe altitude/Max E.O. Alt.
 For immediate return: Radar vectors/ Instrument Appr/ Visual Appr for RWY____
CONCLUSION – Review any threats and specific PM duties as required

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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

3. COLD WEATHER OPERATIONS BRIEFING: DEPARTURE

PF BRIEFING ASSOCIATED CROSSCHECK

BIG PICTURE: WHATS IMPORTANT/DIFFERENT, 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 (Only 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 – reqd/not reqd

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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

4. APPROACH BRIEFING
PF BRIEFING ASSOCIATED CROSSCHECK
BIG PICTURE: WHAT’S IMPORTANT/ DIFFERENT/ UNUSUAL FOR THIS ARRIVAL?
Airfield information from FRC/ OM-C/ FLIGHT OPERATIONS BRIEF/ NOTAMS…….Reviewed
 Aircraft Technical STATUS/ Applicable normal or abnormal approach procedure. STS page
 Weather, RWY, runway condition, expected approach, Company Minima. (If STS displayed)
FUEL
FUEL PRED page: Extra fuel/ time, Min EFOB for diversion, Landing weight Crosscheck CFP - PM
DESCENT
 TOD, Descent mode FPLN page
 MSA, TERR on ND required/ not required, GPWS actions where applicable
 Radar vectors / DME Arc / Overhead approach OR Jeppesen Chart /
 STAR - Chart No/, Summary description, notes, cautions ND PLAN mode
 RCF
APPROACH: Type
ILS : NPA: VISUAL:
Ident, Inbound Crs, DME Fix Ident, Inbound track Intercept Circuit altitude
MDA/DH altitude & FAF Descent and Straight in profile/ Arrival MCDU / ND / PFD - PF
Airfield Elev/ Threshold Elev deceleration profile, Intercept radial - plan of joining the Jeppesen Chart - PM
Highest obstacle/ Caution altitude visual cct pattern / point
Final Approach Point FPA/ RWY track and ac config at which the
GS angle/ MAP/ PAPI/ ALS Managed or selected Appr pattern is planned to be
Missed Appr procedure FCU mode / ND setting intercepted.
Minima for GS out with PM calls DME-Altitude Missed appr procedure.
appropriate brief MAP & Missed Appr proc
 Approach strategy – Decelerated or Early Stabilized
 Review Discontinued Approach, Soft Go Around.
 Use of AP for Go Around is highly recommended. Review Go Around Actions
PF- Select TOGA, pitch 150(AEO)/12.50(OEI), announce “Go Around Flaps”. Announce FMA. PFD/ND
PM- Select flaps one step up. Check and announce positive climb. Monitor FMA, pitch, speed & V/S.
PF- Announce “gear up”. AP and NAV mode as required. Thrust lever to climb at THR RED ALT.
Retract flaps as per SOP.
PM-Retract gear at PF command. Monitor and retract flaps as per schedule.
 If suspected, review wind shear actions/ EGPWS
 When landing in Low Visibility review CAT II / III briefing
 Cold Weather Operations Applicability
RADNAV
Selected RAD NAV
PROG
GPS Primary / NAV ACCU required for PBN
PERF
Flap Configuration, Vapp, Tail strike consideration GPWS Flap mode (as reqd)
GENERAL
Landing distance vs LDA/ Runway vacation point. Auto brakes & reverse usage Jeppesen Chart / EFB
Expected RWY exit, further taxi, & hotspots
SET (if applicable)
CONCLUSION
Review ALAR, specific procedures, any additional PM duties
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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

5. COLD WEATHER OPERATIONS BRIEFING: APPROACH

PF BRIEFING ASSOCIATED CROSSCHECK

BIG PICTURE: WHATS IMPORTANT/DIFFERENT, Is 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 Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

6. ALAR

6.1 APPROACH AND LANDING RISK AWARENESS TOOL

Elements of this tool should be integrated, as appropriate with the standard approach briefing prior to the TOD to improve
awareness of factors that can increase the risk of an accident during approach and landing. The numbers of warning
symbols (X) that accompany each factor; indicate a relative measure of risk. Generally, greater the number of warning
symbols, indicates greater the risk presented by that factor. The factors listed below are not to be read from top to
bottom. PF shall only cover the risk factors which are relevant for this approach and brief the mitigating actions.

Flight Crew
Long duty period .............................................................................................................................................................. XX

Airport Services and Equipment

No approach radar service ............................................................................................................................................... XX
No current local weather report ...................................................................................................................................... XX
Unfamiliar airport or unfamiliar procedures ................................................................................................................... XX
Minimal or no approach lights or runway lights .............................................................................................................. XX
No visual approach-slope guidance---e.g. VASI/PAPI ...................................................................................................... XX
Foreign destination
Possible communication/language problems .................................................................................................................. XX

Expected approach
Non precision approach
Especially with step-down procedure ............................................................................................................................ XXX
Visual approach in darkness ............................................................................................................................................ XX
Late runway change ......................................................................................................................................................... XX
No Published STAR ............................................................................................................................................................. X

Environment
Hilly terrain or mountainous terrain ................................................................................................................................ XX
Visibility restrictions; e.g. Darkness, fog, haze, IMC, low light, mist smoke .................................................................... XX
Visual illusions-e.g. Sloping terrain, wet runway, heavy rain .......................................................................................... XX
Wind conditions--- e.g. cross wind, gusts, tail wind, wind shear ..................................................................................... XX
Runway conditions—e.g. Wet, contaminated ................................................................................................................. XX
Birds ................................................................................................................................................................................ XX

Aircraft equipment
No EGPWS ...................................................................................................................................................................... XXX
No Radio altimeter ......................................................................................................................................................... XXX
No wind shear warning system .......................................................................................................................................... X
No TCAS .............................................................................................................................................................................. X

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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

6.2 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
 EGPWS
 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.

6.3 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‘)

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 (7.50 for A321)
 “BANK”: If Bank angle > 7°
 “SINK RATE”: If Descent rate > 1000 ft/min
 “LOC”, “GLIDE” or “COURSE”: when deviation is-
1/2 dot LOC or 1/2 dot GS or Course >2.5° - respectively

LANDING
The PM is required to Call Out;
 "PITCH PITCH", if the pitch attitude approaches or reaches 100 (7.50 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 Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

7. COMMUNICATION FAILURE
7.1 AERODROME SPECIFIC RCF REFER TO SID/STAR/RELEVANT PAGES AS APPLICABLE (JEPPESEN)
7.2 GENERAL (NON-SPECIFIC) COMMUNICATION FAILURE PROCEDURES EXTRACT FROM ICAO
7.3 GENERAL RULES
7.3.1 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)
NOTE 1: SELCAL or similar automatic signaling devices satisfy the requirement to maintain a listening watch.
NOTE 2: The requirement for an aircraft to maintain an air-ground voice communication watch remains in effect
after CPDLC has been established.
7.3.2 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)
7.3.2.1 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)
7.3.2.2 If in instrument meteorological conditions or when the pilot of an IFR flight considers it inadvisable to complete
the flight in accordance with 7.3.2.1 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 7.3.2.2.

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 INTERGLOBE AVIATION LIMITED Issue-II, Revision 00

BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

8. RNP APPROACH BRIEFING

8.1 Company AOP specifies approval for RNP APCH (LNAV/ VNAV)/ RNP 1/ RNP 2 in addition to RNAV 1 /
RNAV 2 & RNAV 5 and RNAV 10 (RNP 10)

The RNP approach briefing should be used as a checklist for setting up and briefing the RNAV (GNSS) approach.
 Approach approved and published as RNAV (GNSS) approach
 Crew qualified and current
PHASE OF
OPERATING PROCEDURES
FLIGHT
 Check availability of RNAV (GNSS) approach and alternative approach procedures at
destination and alternates
 Check weather forecasts for destination and alternate.
Flight
 LNAV/VNAV minima is applicable for company operations and OAT should be above required
Preparation
for approach
 Check NOTAMs for availability of GPS and other Nav aids and GPS RAIM prediction for the day
 MEL effect
 Check FMS database version is current
 Check 2 FMS and 2 GPS receivers availability
 EGPWS operative (if the procedure is in terrain/obstacle environment)
Pre-Flight  Enter Flight Plan or Route
Checks  Load expected RNAV (GNSS) approach into FMS F-PLN and check apparent accuracy of the
procedure content against approach plate. Only loaded procedure from FMS database must
be flown and procedure must not be amended by any user entries.
 Check predicted RAIM at destination on PREDICTIVE GPS page
 Confirm revised ETA (within RAIM Prediction Window)
 Check status of system and satellite coverage on GPS MONITOR page
 Check GPS PRIMARY available and EPE/EPU on PROG page
 Check loaded procedure for:
- Any published OAT limit
- Waypoint sequence and correct vertical profile coded into FMS database with
appropriate altitude and speed constraints, if any
- Reasonableness of the tracks and distances
- Accuracy of the inbound course and length of final segment
Approach - Identification of any fly-over waypoint
Preparation - Correct presentation of procedure on ND map display in PLAN mode
- Correct Final approach FPA
- RWY threshold is missed approach point
- Correct altitude at the runway threshold
 Minima set in PERF-APP page to published Minimum (For LNAV/VNAV App with DA)
 Add 50 feet to minimum for approach with MDA.
 Plan for conventional approach on SEC F-PLAN, if available
 Complete approach briefing

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 DIR-TO may be accepted to IF (Intermediate fix) provided resulting track change at IF does
not exceed 45°
 DIR-TO to FAF is not acceptable
 When APPR is selected on the FCU, verify:
- Correct FMA display (APP NAV green, FINAL blue). Correct TO waypoint on the ND.
- Correct lateral flight plan and cross track error (XTK). Correct V-DEV indication.
- Blue descent arrow at FAF, and correct F-PLN, including blue track, armed for Missed
Approach
 Check RNP requirement vs EPE/EPU on PROG Page (less than 0.3nm) prior to FAF
Intermediate
 When passing the FAF, verify:
and
- Correct altitude indication and set Go around altitude
Final Approach
- Correct FMA display (FINAL APP green if Managed approach)
- Correct TO waypoint on ND
 When stabilized on the final descent, Monitor the approach laterally and vertically using
required RAW data (distance to runway, altitude, FPV)
 The distance-altitude scale on the chart is checked against the TO-WPT by the PM on ND
 The PM monitors X-TRK error and VDEV and calls deviation; If
- X–TRK error exceeds .1NM
- VDEV> ½ Dot
 Disconnect AP and FD at or prior MDA/DA and continue visually
 Continue with published Missed Appr Proc (check RNP requirement) or as directed by ATC
Missed
 Inform ATC if RNAV navigation capability is lost
Approach
 The waypoint sequencing is automatic if in NAV mode

8.2 MANAGEMENT OF DEGRADED NAVIGATION

 Failure messages appearing on the scratchpad of MCDU/ND/ECAM
 In VMC or if adequate visual references required to continue the approach are available; maintain final approach
mode and confirm visually.

For RNAV (GNSS) approaches with LNAV minima and LNAV/VNAV minima:
- Use the appropriate remaining AP/FD in the following cases:
 GPS PRIMARY LOST on one ND
 NAV ACCUR DOWNGRAD on one FMGS.

- Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually:
 GPS PRIMARY LOST on both NDs
 XTK > 0.3 NM
 NAV FM/GPS POS DISAGREE on ECAM
 NAV ACCUR DOWNGRAD on both FMGS.

For RNAV (GNSS) approaches with LNAV/VNAV minima:

Discontinue the approach in the case of deviation of 75 ft below the vertical path (V/DEV > ¾ dot).

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BRIEFING GUIDE (AIRBUS) Date: 29 August 2019

9. CAT II/III BRIEFING

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

BRIEFING
 Approach Briefing as per S.O.P
 Approach Ban
 Minimum Visual References applicable to type of approach
 Vacation point/ Taxi route
 Brief review of task sharing & crew call outs
 Review crew response to failures
 AUTO BRAKE MED and MAX REV
 Cabin Crew Briefing

COCKPIT PREP
 Press to Test “ Auto-land” light
 Check Seat Position optimum
 Auto Brakes set to ‘MED’
 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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9.1 CALL OUTS

CREW CALLOUTS–CAT II/III

Flight Conditions CM1Actions/ Calls CM2 Actions/ Calls
OM/DME CROSSCHECK
OM/Equivalent Fix CHECKED
ALT……… FT
1000 FT RADIO CHECKED 1000 FT
350 FT RA LAND(Check ILS Ident & Inbound course)
(1)
DH+100 FT(CATII) CHECKED ONE HUNDRED ABOVE
(1) (2) (1) (2)
100 FT RA(CATIII) CHECKED / CONTINUE ONEHUNDRED /ALERT HEIGHT
(1)
DH CONTINUE MINIMUM
30 FT RA FLARE/NO FLARE
Monitor Thrust Reduction & Flare by Flight Instruments Monitor Auto Call Outs
10 FT RA AUTO CALLOUT
Retard THRUST LEVERS to idle Monitor engine parameters
<<RETARD>>
ROLLOUT SPOILERS
REVERSE GREEN
At touch down Select MAX reverse thrust
DECEL
70 Kts
At end of roll Out Disengage AP<60Kt Disengage Auto Brake
(1)
MINIMUM
GO AROUND - FLAPS FLAPS..........
DH/GO AROUND
GEAR UP POSITIVE CLIMB
GEAR UP

(1) (2)
Monitor auto call out if available CAT III B NO DH

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

Note:
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

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10. DISPATCH CRITERIA

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Intentionally
Left
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