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AIRBUS

Attachments

AAVA Checklist FCOM

AIRBUS

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:

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:

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:

Compliance is required for all flights conducted under AAVA policy.

5. OPERATING PHILOSOPHY

Airbus procedures emphasize:

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:

Abnormal or emergency conditions take precedence over the Normal Checklist.

7. NOTES
AIRBUS

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

BOEING

Attachments

AAVA Checklist FCOM

BOEING

Cold Weather Operations - Boeing

AAVA – FLIGHT OPERATIONS MANUAL

COLD WEATHER OPERATIONS – BOEING 737 SERIES (73x)

FOR FLIGHT SIMULATION USE ONLY

1.0 GENERAL

This section defines cold weather operational standards for all AAVA Boeing 737 series aircraft (including 737-700/800/900 variants). Procedures reflect Boeing FCOM/FCTM guidance and simulation-appropriate best practices.

Cold weather operations apply when any of the following exist:
– OAT/TAT at or below 10°C
– Visible moisture (rain, snow, ice crystals, fog)
– Frost or ice present on aircraft surfaces
– Operations from contaminated taxiways or runways

The Clean Aircraft Concept applies at all times.

2.0 CLEAN AIRCRAFT CONCEPT

An aircraft must not depart unless all critical surfaces are free from contamination.

The Captain is responsible for confirming the aircraft is clean after deicing/anti-icing and prior to takeoff.

2.1 CRITICAL SURFACES

The following must be free of frost, ice, snow, or slush:

– Wing leading edges, upper wing surfaces
– Horizontal stabilizer, elevators
– Vertical stabilizer, rudder
– Slats, flaps, flap tracks
– Engine inlets, spinner, fan blades
– AoA vanes, pitot probes, static ports
– Flight controls and fairings

2.2 CLEAN AIRCRAFT VERIFICATION

A Clean Aircraft Check is required when:
– Frozen precipitation continues after deicing
– Holdover time is near expiration
– A delay occurs after deicing
– Fluid effectiveness is uncertain

Verification may be completed from:
– Flight deck (within HOT)
– Cabin overwing windows (HOT expired or heavy precipitation)

Left wing root is used as the reference point (first area sprayed, oldest fluid).

3.0 GROUND DEICING / ANTI-ICING

3.1 OVERVIEW

Deicing removes contamination.
Anti-icing protects against further accumulation.

Clear coordination between Flight Crew and Ground Deicing Personnel is required.

3.2 APPROVED FLUID TYPES
Type I Fluid

– Hot glycol mixture
– Used primarily for deicing
– Short holdover time
– Smooth glossy appearance indicates active protection

Type IV Fluid

– Thickened, long-lasting anti-ice fluid
– Applied after Type I
– Provides extended protection before takeoff
– Designed to shear off during takeoff roll

3.3 HOLDOVER TIME (HOT)

Holdover Time begins when the final anti-icing application starts.
HOT expires when the fluid can no longer prevent frozen contamination.

Precipitation anticipated at application time affects HOT selection.

3.4 ENGINE & AIRFRAME CONFIGURATION
Engines Running Deicing

– May be conducted only when the spray zone is safe
– Crew and Ground Team must coordinate carefully
– If APU is inoperative, crew may shut down the engine on the side being sprayed
– Perform crossbleed start after completion

Flaps During Deicing

The Boeing 737 uses flap angles (1°, 5°, 10°, 15°, 25°, 30°, 40°).

– For uniform protection, extend flaps to 15° prior to deicing when contamination on flap areas exists
– If contamination is present on upper wing surfaces, extending to 15° does not risk damage
– If flaps remain at 15° for flap-area contamination removal, do not retract until contamination is removed

CAUTION:
Retracting flaps below 15° with contamination present can cause flap track damage.

4.0 IN-FLIGHT ICING OPERATIONS

4.1 WING ANTI-ICE OPERATION

Boeing WAI may be used in two ways:

Primary Method — Deicer Mode

Activate WAI when ice is observed on:
– Window frames
– Wiper arms
– Side window posts
– Wing leading edges

This method:
– Produces clean leading edges
– Minimizes runback ice
– Reduces fuel and thrust penalties

Secondary Method — Anti-Icer Mode

Use WAI before ice accumulation during prolonged exposure in moderate or severe icing.

General Notes

– WAI is unnecessary below –40°C SAT
– Turn WAI OFF when clear of icing
– Avoid prolonged icing operation with flaps extended

5.0 ENGINE ANTI-ICE (EAI)

EAI must be used when:
– OAT/TAT ≤ 10°C and visible moisture exists
– Ice is detected or suspected
– Conditions conducive to icing exist

Indicators of engine icing:
– Fan vibration
– Increasing EGT at constant thrust
– N1/N2 instability
– Engine spool-up sluggishness

Use ENGINE ANTI-ICE switches ON as required.

6.0 DESCENT IN ICING CONDITIONS

When descending or holding in moderate or severe icing with low thrust:

Every ~15 minutes:
– Increase thrust on each engine separately to a minimum of 70–80% N1
– Maintain increase for several seconds

This sheds ice from:
– Spinner
– Fan blades
– Inlet lips

7.0 APPROACH, LANDING & CONTAMINATED RUNWAY OPERATIONS

7.1 FLAP RETRACTION AFTER LANDING (BOEING 737)

If ice accumulation is present after landing:
– Do not retract flaps below 15°
– Maintain flaps at 15° until ice is removed from:
– Flap surfaces
– Tracks
– Fairings

Once contamination is removed, flaps may be retracted to UP.

7.2 REVERSE THRUST USE

On slippery or contaminated runways:
– Use reverse thrust as required for a safe stop
– Reduce reverse thrust smoothly below 60 kt, depending on deceleration rate

7.3 TAKEOFF FROM CONTAMINATED RUNWAYS

– Use maximum takeoff thrust
– Within 5 minutes of takeoff:
– Perform an engine run-up to ~50% N1 for at least 5 seconds
– Confirm stable engine operation
– During a rejected takeoff, rudder provides primary directional control to approximately 60 kt

7.4 SAFETY PRIORITY

During landing or a rejected takeoff in contamination:
Stopping the aircraft is always the highest priority.

Light Usage (All Equipment)

Please see the enclosed guidance and attachment for AAVA light usage.

Light Usage (All Equipment)

Quick Reference Light Usage

AAVA – FLEET OPERATIONS MANUAL

NORMAL PROCEDURES

EXTERIOR LIGHT USAGE (ALL AIRCRAFT)

1. GENERAL

This section provides the standard AAVA policy for the use of exterior aircraft lighting during all phases of ground and flight operations. These procedures ensure visibility, collision avoidance, and operational uniformity across the entire AAVA fleet.

The guidance in this section aligns with common airline industry practice and reflects the lighting logic illustrated in the AAVA Light Usage Quick Reference chart (Page 1)

LIGHT USAGE QUICK REF

.

2. PURPOSE

The objectives of standardized AAVA light usage are to:

These procedures apply to all phases of ground and flight operations unless safety considerations dictate otherwise.

3. SCOPE

This procedure applies to the following exterior light groups:

The Quick Reference chart should be used for detailed task-specific confirmation (Page 1)

LIGHT USAGE QUICK REF

4. OPERATING PHILOSOPHY

AAVA lighting standards follow these principles:

Lighting should not distract other crews or create unnecessary glare.

5. LIGHT USAGE BY PHASE OF OPERATION
5.1 Pre-Taxi (Power On, At Stand)
5.2 Taxi (Day)

(Based on the DAY row of the Quick Reference chart, Page 1)

5.3 Taxi (Night)

(From NIGHT row in chart)

5.4 Runway Crossing

(Per RWY CROSSING row)

5.5 Line-Up and Wait
5.6 Takeoff

(From TAKEOFF / LANDING row)

5.7 Climb (Flaps Retracted to FL100)

(From FLAPS UP TO FL100 row)

5.8 Above FL100

(From FL100 & ABOVE row)

5.9 Approach / Landing
5.10 After Landing
5.11 Parking / Shutdown
6. CAUTIONS & NOTES

(As shown in chart footnotes, Page 1)

LIGHT USAGE QUICK REF

C – Do not use landing or strobe lights on the ground if they are distracting to other pilots.
(NG) – Do not extend retractable landing lights when runway surfaces are contaminated or when clutter may cause damage.
N – If certain lights become distracting in adverse weather conditions, discontinue their use.
N’ – Wheel Well Lights ON for crew change or exterior inspection only.

7. AAVA STANDARDIZATION NOTES