Author Topic: SOP (Standard Operating Procedure) for A320-214 and A319-115  (Read 10537 times)

Chris Liu

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    • Intercity Airways
For non-aircraft specific SOP, please click here
Intercity Airways operating procedures are as outlined by the CAA, EASA, ICAO and airframe manufacturer documentation (such as the AOM, FCOM and FCTM), as applicable. On this page we only set out procedures that deviates from these sources or areas which they do not cover.

• A320v2: Seats 156 passengers (Y144@31" 6 abreast and J12@37" 4 abreast) and 6 crew (2 flight crew and 4 cabin crew)
• A319: Seats 128 passengers (Y120@32" 6 abreast and J8@38" 4 abreast) and 5 crew (2 flight crew and 3 cabin crew)

• ICAO equipment (item 10) TBC (including PBN)

Fuel Planning should be done using the provided fuel planner (Aerosoft) or by using SimBrief (available through ACARS) ensuring a Final Reserve of 1000 kg. The following fuel burn figures should be used when calculating fuel required:
• APU - 2 kg / minute
• Single Engine Taxi - 7 kg / minute
• Twin Engine Taxi - 10 kg / minute
• Holding at 1500 ft - 40 kg / minute
• Approach - 17 kg / minute
Typically this would typically equate to trip fuel plus 2200 kg.

Cost Index 18


APU Usage Where possible a ground power unit should be connected and APU time should be kept to a minimum. The APU should only be started within 5 minutes of engine start and should be shutdown as soon as both engines have been started. If a single engine taxi is being performed then the APU should remain on until Eng 2 has been started. The APU should then be restarted after landing and shutdown as soon as a ground power unit is connected and supplying electrical power to the aircraft. The APU may be used on stand where a ground power unit is either unavailable or unserviceable.

Pushback and Startup Eng 1 should be started first during pushback, and if a long taxi or hold is anticipated then a single engine taxi should be performed with Eng 2 started at around 3 minutes of expected take off time. The APU needs to remain on during single-engine taxi

Landing lights are to be retracted whenever exceeding 250 KIAS because of noise issues (logo/tail light can remain on at all speeds below FL100). They also increase drag by 2-3% when extended.

Takeoff with Flaps 1+F, packs off and calculated Flex Temp (temp can be either calculated by the MCDU (Airbus X) or by using Roland Wukovits Takeoff Performance Calculator (Download Here)).

Climb/Descent Use managed mode if able (Alt selected pushed in)

Land Flaps Full, if gusty conditions are expected or a high go-around climb rate is required then Flap 3 is acceptable. Flaps Full should always be used if the runway is contaminated.

Autobrakes must be used, generally on LO unless landing on a short runway or taking an early exit.

Crosswind Limitations Maximum crosswind for takeoff and landing is 38 Kts (including gusts) and a rolling takeoff is strongly advised when the crosswind exceeds 20 Kts.

For non-aircraft specific SOP, please click here
« Last Edit: Thu 15 Mar 2018, 11:30 by Chris Hulme »