# AIRBUS **Attachments** - AAVA Airbus A3XX Checklist - Airbus QRH (Quick Reference Handbook) - Fenix CFM QRH - Fenix IAE QRH **AAVA Checklist FCOM** # A3XX Series Checklist #### **AAVA – AIRBUS A3XX FAMILY** ##### **NORMAL PROCEDURES** ##### **INTRODUCTION** --- ##### **1. GENERAL** This section provides the procedural philosophy and standardized operating framework for the use of the **AAVA A3XX Normal Checklist**. The procedures contained herein reflect Airbus operational doctrine adapted for simulation use within **American Virtual Airlines (AAVA)**. They are intended to support safe, consistent, and predictable aircraft operation across the A319/A320/A321 series. --- ##### **2. PURPOSE** The Normal Checklist ensures that all pilots adhere to a uniform set of actions and system verifications during the conduct of normal operations. Its objectives are to: - Confirm aircraft configuration is correct for each phase of flight. - Reinforce Airbus “**NO BLUE**” ECAM philosophy. - Support proper flight deck discipline, monitoring, and crew coordination. - Maintain operational consistency across all AAVA Airbus flights. The checklist is not a replacement for pilot flows or the pilot’s knowledge of Airbus systems. It is used **after flows**, serving as a verification tool. --- ##### **3. SCOPE** The checklist covers all phases of flight: - **Pre-Flight** - **Cockpit Preparation** - **Before Start / After Start** - **Taxi / Before Takeoff / Takeoff** - **Climb / Cruise / Descent** - **Before Landing / Landing / After Landing** - **Parking / Securing the Aircraft** - **Go-Around** These procedures are based on Airbus methodology and may include simulation-adapted variations where appropriate. --- ##### **4. AAVA APPLICATION** The Normal Checklist shall be used by all AAVA Airbus pilots to ensure: - Standardization across the fleet - Alignment with AAVA operational expectations - A common procedural baseline regardless of experience level - Professionalism in cockpit management and system handling Compliance is required for all flights conducted under AAVA policy. --- ##### **5. OPERATING PHILOSOPHY** Airbus procedures emphasize: - **Automation Management** (Use the automation; monitor the automation) - **Energy Awareness** - **Flight Mode Awareness** - **ECAM Discipline** - **Task Sharing** - **Workload Management** The checklist reinforces these principles by ensuring aircraft configuration, annunciations, and system states match expected Airbus standards. --- ##### **6. CHECKLIST USE** The AAVA A3XX Normal Checklist is used in **challenge-and-response format** unless otherwise noted. The checklist: - Is performed at designated procedural gates (marked by phase-of-flight) - Verifies completion of pilot flows - Ensures essential items are set correctly - Provides a consistent reference regardless of A3XX variant - May be used by single-pilot simulation crews in a read-and-do manner where required Abnormal or emergency conditions take precedence over the Normal Checklist. --- ##### **7. NOTES** - Items may be adapted for simulation practicality without altering Airbus intent. - When in doubt, pilots should refer to the corresponding FCOM or QRH sections in AAVA manuals. - The checklist may be revised by AAVA Operations as procedures, software, or aircraft packages evolve. # Cold Weather Operations - AIRBUS ### **AAVA – FLIGHT OPERATIONS MANUAL** ### **COLD WEATHER OPERATIONS** **FOR FLIGHT SIMULATION USE ONLY** --- #### **1.0 GENERAL** This section describes the operational standards for AAVA aircraft during cold weather operations. It includes ground deicing/anti-icing, in-flight icing protection, and contaminated-runway considerations. Procedures are aligned with Airbus operational philosophy and tailored for simulation realism, safety, and standardization across the AAVA fleet. Cold weather considerations include: – OAT or TAT at or below 10°C – Visible moisture (rain, snow, ice pellets, freezing fog) – Frost, ice, or snow accumulation – Operations on contaminated taxiways or runways All cold-weather operations adhere to the **Clean Aircraft Concept**. --- #### **2.0 CLEAN AIRCRAFT CONCEPT** The aircraft **shall not depart** unless all critical surfaces are verified free of frost, ice, snow, or slush. The **Captain** is responsible for confirming the aircraft is clean and safe for departure. ##### **2.1 CRITICAL SURFACES** The following surfaces must be contamination-free: – Wing leading edges and upper wing surfaces – Horizontal stabilizer – Vertical stabilizer – Slats, flaps, and fairings – Ailerons, elevators, and rudder – Engine inlets, spinner, and fan blades – Probes, ports, and sensors ##### **2.2 CLEAN AIRCRAFT VERIFICATION** A Clean Aircraft Check is required when: – Frozen precipitation continues after deicing/anti-icing – Holdover time (HOT) is nearing expiration – A delay occurs prior to takeoff – Fluid effectiveness is uncertain Verification methods: – **Flight Deck Check** (within valid HOT) – **Cabin Check** (HOT expired or heavy snowfall) via overwing windows, referencing the left wing root — the oldest application point --- #### **3.0 GROUND DEICING / ANTI-ICING** ##### **3.1 OVERVIEW** Deicing removes contamination. Anti-icing prevents new accumulation. Both require clear coordination with Ground Deicing Personnel. ##### **3.2 APPROVED FLUID TYPES** **Type I Fluid** – Hot glycol mixture – Used primarily for **deicing** – Provides limited holdover time – Smooth glossy film = effective – Slush/roughness = fluid failure **Type IV Fluid** – Thickened, long-lasting anti-ice fluid – Used after Type I for extended HOT – Shears off naturally during takeoff roll – No performance penalty for Airbus aircraft ##### **3.3 HOLDOVER TIME (HOT)** HOT begins when the **final** anti-icing application starts. HOT expires when the fluid can no longer prevent the accumulation of frost, ice, snow, or slush. Precipitation **anticipated** at the time of application must be considered when determining HOT applicability. ##### **3.4 ENGINE & FLAP CONFIGURATION** – Deicing with engines running requires a safe spray zone and coordination with Ground Personnel. – Flaps should normally be set to the **planned takeoff configuration** prior to deicing. – If flaps must remain in a contamination-removal configuration, ensure all contaminants are cleared before returning to a normal takeoff configuration. **CAUTION:** Do not retract flaps/slats if contamination remains in flap tracks or fairings. --- #### **4.0 IN-FLIGHT ICING OPERATIONS** ##### **4.1 WING ANTI-ICE (WAI)** Airbus WAI may be used in two ways: ##### **Primary Method — Deicer Mode** Activate WAI when ice is visible on: – Window frames – Center windshield post – Wiper arm areas – Wing surfaces Advantages: – Produces cleanest airfoil – Minimizes runback ice – Reduces thrust and fuel penalties ##### **Secondary Method — Anti-Icer Mode** Activate WAI **before** ice accumulation only during extended operations in **moderate to severe** icing. ##### **General Notes** – WAI is normally not required below **–40°C SAT** – At high altitudes, turn WAI **OFF** when no longer needed – Prolonged icing operations with flaps extended is not recommended --- #### **5.0 ENGINE ANTI-ICE (EAI)** Engine anti-ice shall be used when: – OAT/TAT ≤ 10°C **and** visible moisture is present – Ice is detected visually or by performance change – Conditions conducive to icing exist (clouds, precipitation, fog, slush spray) Indicators of possible engine icing: – Fan vibration – N1/N2 fluctuation – Reduced thrust for given lever position – Increased EGT --- #### **6.0 DESCENT IN ICING CONDITIONS** During descent or holding in **moderate to severe icing**, with thrust below stable parameters: Every ~15 minutes: – Increase one engine at a time to **at least the minimum required N1** to shed accumulated ice – Maintain increased thrust for several seconds This clears the spinner, fan blades, and inlet areas. --- #### **7.0 APPROACH, LANDING & CONTAMINATED RUNWAY OPERATIONS** ##### **7.1 FLAP RETRACTION AFTER LANDING (AIRBUS)** If ice accumulation is observed or suspected after landing: – Do **not** retract directly from **CONF FULL** or **CONF 3** to **UP** – Maintain at **CONF 1** until surfaces and tracks are confirmed clear of ice When contamination is removed, the flaps may be retracted from **CONF 1 → UP**. ##### **7.2 REVERSE THRUST USE** On contaminated or slippery runways: – Apply reverse thrust as needed for a **safe stop** – Below 60 kt, reduce reversers smoothly when conditions permit ##### **7.3 TAKEOFF FROM CONTAMINATED RUNWAYS** – Use **maximum takeoff thrust** – Within 5 minutes of takeoff (or combined with takeoff roll), conduct: – Engine run-up to **at least the minimum N1 stabilization range** for several seconds – Ensure engine stabilization prior to applying takeoff thrust – During a rejected takeoff, rudder provides primary directional control to approximately 60 kt ##### **7.4 SAFETY PRIORITY** During landing or a rejected takeoff on contaminated surfaces: **Stopping the aircraft is always the highest priority.** --- #### **END OF SECTION**