This document outlines the curriculum for an Airbus A320 SOP (Standard Operating Procedures) course. The course covers various phases of flight from pre-flight preparation in the cockpit to securing the aircraft after landing. Topics include safety inspections, cockpit setup, briefings, performance calculations, engine starts, taxi, takeoff, climb, cruise, descent, various types of approaches and landings. The document provides detailed procedures and checklists for pilots to follow for each phase of flight in line with SOPs for the Airbus A320.
A large number of modern jet aircraft, of all sizes and including Very Light Jets (VLJs)s, routinely cruise at high altitudes.
The record of Accidents and Serious Incidents which have accompanied this increase in high altitude flight has suggested that pilot understanding of the aerodynamic principles which apply to safe high-altitude flight may not always have been sufficient. This applies particularly to attempts to recover from an unexpected loss of control. The subject is introduced in this article and covered in comprehensive detail in the references provided.
From a practical point of view, ‘high altitude’ operations are taken to be those above FL250, which is the altitude at above which aircraft certification requires that a passenger cabin overhead panel oxygen mask drop-down system has to be installed. Above this altitude a number of features begin to take on progressively more significance as altitude continues to increase:
There is a continued reduction in the range of airspeed over which an aircraft remains controllable;
True airspeed (TAS) (and therefore aircraft momentum) increases with altitude. However, the effectiveness of the aerodynamic controls and natural aerodynamic damping are both dependant upon indicated airspeed (IAS) and remain largely unchanged. Therefore, the ability of the aerodynamic flight controls to influence flight path or to recover from an upset is progressively reduced as altitude increases;
In the event of depressurisation, the time of useful consciousness for occupants deprived of oxygen reduces dramatically - see the separate articles on Emergency Depressurisation, and Hypoxia.
At very high altitude, occupants are exposed to slightly increased cosmic radiation. This is covered by the separate article "Cosmic Radiation".
This article focuses on aerodynamics and aircraft handling.
Aircraft Maintenance Manuals for Engineer's by Engr. Malay Kanti BalaMalay Kanti Bala
Aircraft Maintenance Manual is an important document for the Aircraft Maintenance Personnel. For the airworthiness of any flight, we do an inspection, servicing, repair, removal, installation, etc activities by following the approved documents which in manual or AMM. Here the presentation will disclose and familiarise with different manuals
A large number of modern jet aircraft, of all sizes and including Very Light Jets (VLJs)s, routinely cruise at high altitudes.
The record of Accidents and Serious Incidents which have accompanied this increase in high altitude flight has suggested that pilot understanding of the aerodynamic principles which apply to safe high-altitude flight may not always have been sufficient. This applies particularly to attempts to recover from an unexpected loss of control. The subject is introduced in this article and covered in comprehensive detail in the references provided.
From a practical point of view, ‘high altitude’ operations are taken to be those above FL250, which is the altitude at above which aircraft certification requires that a passenger cabin overhead panel oxygen mask drop-down system has to be installed. Above this altitude a number of features begin to take on progressively more significance as altitude continues to increase:
There is a continued reduction in the range of airspeed over which an aircraft remains controllable;
True airspeed (TAS) (and therefore aircraft momentum) increases with altitude. However, the effectiveness of the aerodynamic controls and natural aerodynamic damping are both dependant upon indicated airspeed (IAS) and remain largely unchanged. Therefore, the ability of the aerodynamic flight controls to influence flight path or to recover from an upset is progressively reduced as altitude increases;
In the event of depressurisation, the time of useful consciousness for occupants deprived of oxygen reduces dramatically - see the separate articles on Emergency Depressurisation, and Hypoxia.
At very high altitude, occupants are exposed to slightly increased cosmic radiation. This is covered by the separate article "Cosmic Radiation".
This article focuses on aerodynamics and aircraft handling.
Aircraft Maintenance Manuals for Engineer's by Engr. Malay Kanti BalaMalay Kanti Bala
Aircraft Maintenance Manual is an important document for the Aircraft Maintenance Personnel. For the airworthiness of any flight, we do an inspection, servicing, repair, removal, installation, etc activities by following the approved documents which in manual or AMM. Here the presentation will disclose and familiarise with different manuals
Boy Scouts of America - Aviation Merit Badge. This was virtual online merit badge course intended to be mostly instructor lead in an effort educate and entertain the scouts during the COVID-19 Pandemic. Typically scouts would be accomplishing the requirements on their own with minimal instruction from the merit badge councilor
Part 3 of a 5 day course.
NTSB Board Member, Earl Weener Ph. D, discusses why all pilots need to focus on their personal flying habits.
This presentation is part of the release of the NTSB General Aviation Safety Series at the FAA Safety forums during Sun 'N Fun 2012 in Lakeland FL.
0x01 - Newton's Third Law: Static vs. Dynamic AbusersOWASP Beja
f you offer a service on the web, odds are that someone will abuse it. Be it an API, a SaaS, a PaaS, or even a static website, someone somewhere will try to figure out a way to use it to their own needs. In this talk we'll compare measures that are effective against static attackers and how to battle a dynamic attacker who adapts to your counter-measures.
About the Speaker
===============
Diogo Sousa, Engineering Manager @ Canonical
An opinionated individual with an interest in cryptography and its intersection with secure software development.
Have you ever wondered how search works while visiting an e-commerce site, internal website, or searching through other types of online resources? Look no further than this informative session on the ways that taxonomies help end-users navigate the internet! Hear from taxonomists and other information professionals who have first-hand experience creating and working with taxonomies that aid in navigation, search, and discovery across a range of disciplines.
Sharpen existing tools or get a new toolbox? Contemporary cluster initiatives...Orkestra
UIIN Conference, Madrid, 27-29 May 2024
James Wilson, Orkestra and Deusto Business School
Emily Wise, Lund University
Madeline Smith, The Glasgow School of Art
Acorn Recovery: Restore IT infra within minutesIP ServerOne
Introducing Acorn Recovery as a Service, a simple, fast, and secure managed disaster recovery (DRaaS) by IP ServerOne. A DR solution that helps restore your IT infra within minutes.
This presentation by Morris Kleiner (University of Minnesota), was made during the discussion “Competition and Regulation in Professions and Occupations” held at the Working Party No. 2 on Competition and Regulation on 10 June 2024. More papers and presentations on the topic can be found out at oe.cd/crps.
This presentation was uploaded with the author’s consent.
This presentation, created by Syed Faiz ul Hassan, explores the profound influence of media on public perception and behavior. It delves into the evolution of media from oral traditions to modern digital and social media platforms. Key topics include the role of media in information propagation, socialization, crisis awareness, globalization, and education. The presentation also examines media influence through agenda setting, propaganda, and manipulative techniques used by advertisers and marketers. Furthermore, it highlights the impact of surveillance enabled by media technologies on personal behavior and preferences. Through this comprehensive overview, the presentation aims to shed light on how media shapes collective consciousness and public opinion.
5. PRELIMINARY COCKPIT PREPARATION
1 AIRCRAFT SETUP CM2
2 ELEC POWER Battery Check & External power – CM2
3 APU
RMP Setting – PF
Fire Test & Starting – CM2
4 ADIRS CM2
L LIGHTS CM1 + CM2
E EFB CM1 + CM2
A ACCEPTANCE
Recall Warnings & Acceptance – CM1
TECH-LOG, MEL/CDL, QRH (A/C Config Summary, OEB) – CM1 + CM2
P PERFORMANCE Preliminary Takeoff Performance Calculation– CM1 + CM2
BEFORE WALKAROUND PM
6. PRELIMINARY COCKPIT PREPARATION
AIRCRAFT SETUP
WEATHER RADAR 1
This is the only step
that is to be done in
the transit checks.
Radar – OFF
Windshear / PWS– OFF
Gain knob – AUTO/CAL
Mode Selector – As Required
ENGINE
Masters Switch 1 and 2 – OFF
Mode Selector – NORM
LANDING GEAR Lever – Down
WIPERS Both Selectors – OFF
BATTERY CHECK & EXTERNAL POWER
ELECTRICS
• A/C Not Electrically Supplied for > 6 hours
➢ Batt Voltage Check 2
o Above 25.5 V – Batt 1,2 AUTO
o At or Below 25.5 V – Charge for 20 mins and check again 3
• A/C Electrically Supplied within < 6 hours
➢ Batt 1,2 AUTO 4
o EXT PWR ON if AVAIL light is on.
7. PRELIMINARY COCKPIT PREPARATION
1.Procedures throughout this document refer to Collins WXR-1200. For Honeywell RDR-
4000 (installed in some aircraft like AP-BMX), please refer to the A320 LineTraining
Document.
2.Check batteries voltage with Batt Pb OFF.
3.Charge with Batt Pb on AUTO & EXT PWR ON. Check charging on ELEC page (i.e. battery
contactor closed).
4.Batt voltage >25.5 ensures a charge above 50%. If APU is to be started on batteries
then start within 30 mins of putting Batt Pb on AUTO (delay of more than 35 mins can lead
to battery charge of <25% of max capacity).
8. PRELIMINARY COCKPIT PREPARATION
• RMP
o Power – ON
o Nav Light - OFF
o SEL Light OFF
o FREQ – TUNE (communication frequencies)
• APU
o Fire Test – Perform 1
o Start – Perform 2
o Bleed – ON (temperature as required) 3
APU
9. PRELIMINARY COCKPIT PREPARATION
1. Automatic shutdown of APU & discharge of APU fire extinguisher bottle may occur if
APU FIRE test pb is pressed for more than 3 seconds. APU fire pb switch is lighted
partially if AC power not available.
2. Use ground support & delay APU start. After master switch, wait 3s before selecting
APU START pb. Keep external power on to reduce APU load especially in hot
weather. Follow LIM-APU-Start/Shutdown during refueling/defueling.
3. Do not use APU bleed with LP or HP ground air unit connected. To determine if
HP ground air unit is connected, check BLEED page to see if there is pressure in
the bleed air system.
10. PRELIMINARY COCKPIT PREPARATION
ADIRS
• ALL IR Modes – SEL to NAV
• A complete IRS alignment must be performed in the following cases:
o Before the first flight of the day, or
o When there is a crew change, or
o When the departure airport is located between latitudes 2 ° North and 2 ° South, or
o When the GPS is not available and the NAVAID coverage is poor on the expected route, or
o When the GPS is not available and the expected flight time is more than 3 hours.
• A fast IRS alignment must be performed if:
o A complete IRS alignment is not necessary and
o Difference between IRS position & FMGC position is at or above 5 NM (Position Monitor Page).
LIGHT UP
• Cockpit Lights – As Required
EFB
• Version – Check
• Initialization – Start
11. PRELIMINARY COCKPIT PREPARATION
AIRCRAFT ACCEPTANCE
• RCL – Push for 3 second to recall all cleared/cancelled warnings.
• Technical Log – Check
• MEL/ CDL – Check
• QRH:
o A/C Reg, MSN, Revision & Insertion Date
o OEB – Check
o A/C CONFIG SUMMARY – Check (Ops Data)
• A/C Acceptance – Perform
PRELIMINARY PERFORMANCE
• IPAD:
o Jeppesen FD Pro – Check Updated
o Fly Smart – Check Updated
o Digital Crew App:
▪ Operator’s Data – EO SID Check Updated
▪ Manuals – Check Updated
• Airfield Data – Obtain
• Preliminary Performance – Compute and Cross Check
• NAV Charts – Prepare
• Contingencies – Discuss (EO SID etc.)
44. After start, to avoid thermal shock,
operate the engine at idle or near idle
for at least 2 min before advancing
the thrust lever to high power. Taxi
time at idle may be included in the
warm-up period.
AFTER START
