jar airbus a320 cockpit preparation procedure

And don’t forget to check the brakes temperature since this is part of the brake check as well PF let the speed increase too much before performing the brake check, this check must be done “as soon as the aircraft starts to move” in order to take immediate action in case of a loss of braking, if parking brake short and successful applications are needed after the loss of both normal and alternate braking even a speed as low as 3kts may cause a severe stop, the lowest the speed the better when using the parking brake to stop the aircraft.: PF answers “0.1UP SET”instead of answering “28% SET” When reading the after start checklist PF answer to PITCH TRIM setting in THS degrees instead of CG percentage as clearly indicated in the checklist by the % symbol e.g.Next point is a small mistake not that relevant but interesting since most of the pilots I’ve seen from different airlines around the world do it wrong. PM starts his/her after start flow pattern before engines are stabilized at idle and before PF sets the ENG MODE selector to NORM, as well some pilots request ground crew to disconnect before all PF and PM actions are completed.Here comes one of the bad habits I hate the most and it’s quite common in several airlines in China, however I haven’t seen it that often in other countries Only for the engines without AVAIL indication the grey background disappearing will be the only reference for starting the other engine or for moving the mode selector to NORM Flight crew doesn’t wait for both, the AVAIL indication and the grey background on N2 disappears in order to start the other engine or before moving the ENG MODE selector to NORM.After cross checking and setting QNH flight Crew doesn’t check altitudes for maximum differences between altimeters (PFDs, ISIS or mechanical standby altimeter).Flight crew doesn’t cross check EFIS CONTROL PANEL or FCU “when both flight crew members are seated”.Briefing in disorder is one of the most common bad habits I’ve found within pilots from different airlines, refer to my article Briefing in Disorder 👈🏼.F-PLN A page: Flight crew forget to insert the forecast winds for accurate flight plan and optimum level calculations.INIT A page: Flight crew doesn’t modify the tropo, gnd temp or crz fl temp to agree with forecast.Flight crew doesn’t deselect unreliable navaids according to NOTAMs at the DATA_POSITION MONITOR_ SEL NAVAIDS page.SYS 2 must be selected when using AP2 but only during RVSM operations, for flights with a cruising level below RVSM, SYS 1 should be selected according to FCOM-PRO-NOR-SOP-06 PF selects ATC SYS 2 when RVSM operations are not expected.

Flight crew forget to set parking brake ON before the walkaround.

Pilot monitoring (PM) scans the overhead panel while performing this items in absolutely no order and without knowing the flow sequence is designed with a specific order due to a specific reason.

Checking the wheel chocks, L/G doors and APU area is the first thing we should be doing when we arrived to the aircraft, but let’s face it, specially when pilots arrived to the aircraft through a jetway some will totally skip this inspection, and probably will only notice this items when going down for the exterior walk around.

The references shown below correspond to the last Airbus 320 Manuals (AFM, FCOM, FCTM, QRH) revisions up to March 2018 So lets start from the beginning, focusing in Normal Procedures only (the following are specifically for A320 family however some may apply too for A330 or other Airbus aircraft) For “Part 2” I’ll focus on Abnormal Procedures This article is about the common mistakes I’ve noticed several airlines around the world have in common for “Part 1” I will just focus in the normal procedures, some may affect the safety while some others may not be so relevant but may be good to correct them just for a better standardization.

We live in such a small world, smaller than you think and A320 pilots are like a big family living in a big house We learnt a procedure from our older brother who copied his older sister, who heard from her mother, who was told by her sister that her father showed to her what was the correct way to do it.

Jar airbus a320 cockpit preparation procedure