Korean Air A318/A319/A320/A321 FCOM Normal Procedures

Comprehensive review flashcards covering standard operating procedures, crew duties, checklists, limitations, and flight phase flows from the Flight Crew Operating Manual.

Division of Duties: Flight Crew Seat Occupancy Assumption

The standard division of duties assumes that the flight crewmember occupying the left seat is the Captain (CAPT) and the flight crewmember occupying the right seat is the First Officer (F/O).

Division of Duties: Flight Phase Classification

Flight crew duties are classified as Pilot Flying (PF) and Pilot Monitoring (PM) from the TAKEOFF phase to the LANDING phase of flight, and as Captain (CAPT) and First Officer (F/O) in all other phases.

Uncovered Abnormality Captain Authority

If an abnormality occurs during flight or ground operations that is not covered by the published procedures, the Captain must use his or her best judgment.

Standard Operating Procedures Panel Scan Sequence Logic

All items of a given procedure are listed in a sequence that follows a standardized scan of the cockpit panels, unless that sequence goes against the action priority logic, to ensure maximum efficiency.

Scan Policy: Inside & Outside Scanning

A scan technique where, as the aircraft descends, outside visual references are used more than the instruments, though pilots must still continuously monitor their flight instruments.

Scan Policy: Inside Scanning

A scan technique where the flight crew continuously and exclusively monitors the internal cockpit flight instruments.

Scan Policy: Automatic Approach Below $1000\,\text{ft}\,\text{HAT}$

In IMC, at night, or after visual reference contact during an automatic approach below $1000\,\text{ft}\,\text{HAT}$, the PF maintains an Inside & Outside scan while the PM maintains an Inside scan.

Scan Policy: Manual Approach Without HUD Below $1000\,\text{ft}\,\text{HAT}$ in IMC

During a manual approach below $1000\,\text{ft}\,\text{HAT}$ in IMC or at night without HUD, the PF maintains an Inside scan while the PM maintains an Inside & Outside scan.

Scan Policy: Visual Reference Callout Threshold

Before reaching DA(H) or MDA(H) + $50\,\text{ft}$, the flight crew scanning Inside & Outside must call 'APPROACH LIGHT INSIGHT' or 'RUNWAY INSIGHT' as soon as the runway environment is sighted.

Scan Policy: Close Parallel Runways Callout

In non-precision or visual approaches to close parallel runways, the flight crew must call 'RUNWAY (runway number) INSIGHT' only after identifying both runways and positively distinguishing the landing runway.

ATC Instruction Memo Policy

Taking a memo of ATC instructions helps manage short-term memory limits; the MCDU scratchpad may be used temporarily, but it must be deleted immediately after use to allow MCDU messages to be displayed.

Audio Control Panel (ACP) Verification Callout

The standard callout 'AUDIO CONTROL PANEL SET, VOLUME SET' must be made after verifying designated switch selections and volume levels whenever headsets are put on, removed, or used for non-ATC communication.

VHF Radio Communications Allocation (VHF 1, 2, 3)

VHF 1 is normally selected for active ATC; VHF 2 is normally selected for emergency ($121.5\,\text{MHz}$), ATIS, or company radio; VHF 3 is dedicated to ACARS datalink.

VHF 3 Voice Mode Restriction

VHF 3 must not be used for voice communications unless VHF 1 and VHF 2 are inoperative, because setting VHF 3 to voice mode temporarily disconnects ATC datalink.

Offside Tuning SEL Light Extinguishment Rule

SEL lights must normally be extinguished after changing or presetting a frequency; whenever offside tuning occurs, the flight crew must verify proper RMP setup and extinguish the SEL lights.

System and Autopilot Selection Principle

The PF must select his/her own side: select AP 1 and System 1 if the Captain is PF, or AP 2 and System 2 if the First Officer is PF.

RVSM Transponder Selection Rule

For RVSM operations, the transponder (XPDR) switch must be selected to the same side as the active Autopilot.

Weather Radar and Terrain Display Monitoring Policy

When adverse weather and terrain/obstacles coexist near the intended path, one pilot monitors weather radar while the other monitors terrain; PM normally selects TERR on the ND.

Electronic Flight Bag (EFB) Simultaneous Preoccupation Restriction

Both flight crewmembers must not become preoccupied with the EFB system at the same time in flight; workload must be apportioned to maintain continuous aircraft monitoring.

EFB Data Conflict Resolution Rule

In case of a data discrepancy or conflict between the two EFBs, flight crews are advised to use the performance and flight data from the EFB with the later effective date.

Portable EFB Mounting Requirement

Portable EFBs must be secured on their cockpit window mounts prior to takeoff and landing at or below $10\,000\,\text{ft}$.

HUD Lighting Setting for Taxi, Takeoff, and Landing

For taxi, HUD lighting may need to be fully dimmed to spot obstacles; for takeoff and landing, it must be adjusted to blend into the background so outside visual references remain clear.

HUD Flight Instrument Scanning Responsibilities

The PF must continue normal flight instrument scanning without exclusively focusing on HUD symbology; the PM must always include the PFD, ND, E/WD, and SD in their visual scan.

GPS PRIMARY Availability Standard

GPS PRIMARY availability is demonstrated to be available $100\%$ of the time with 24 healthy satellites for RNP 1, RNP 2, RNP 4, RNP APCH, and RNP AR operations.

Ground-Based Prediction Program Requirement

A ground-based prediction tool must be used to check GPS PRIMARY availability for intended procedures when required by regulations for RNAV(RNP), mountainous terrain, or when fewer than 24 satellites are healthy.

Safety Exterior Inspection General Purpose

Ensures that the aircraft and its surrounding ramp environment are safe for operation by checking for obstructions, engineering maintenance, or refueling activities upon arrival at the aircraft.

Safety Exterior Inspection: Wheel Chocks Missing Action

If wheel chocks are not in position during the safety exterior inspection, the Captain must verify that the parking brake is set with sufficient hydraulic accumulator pressure.

Landing Gear Doors Hydraulic Pressurization Warning

If any landing gear door is open, the flight crew must not pressurize the hydraulic systems until clearance is obtained from ground personnel.

Safety Exterior Inspection: APU Area Check

The Captain must visually observe from the ground that the APU air inlet and exhaust outlet are completely clear of obstructions.

Preliminary Cockpit Preparation Transit Asterisk (*) Steps

Items marked with an asterisk (*) are the only procedural steps required to be completed during a transit stop where no flight crew change takes place.

Cockpit Security Search

A physical search performed for suspicious items upon entering the flight deck before exterior inspection and cockpit prep, covering 20 specified areas including floors, ceilings, document bins, and seat pockets.

Aircraft Setup: Engine Master Levers and Mode Selector

During preliminary setup, the First Officer verifies that ENG 1 and ENG 2 MASTER levers are OFF and the ENG MODE selector is set to NORM.

Battery Voltage Threshold ($25.5\,\text{V}$)

When aircraft power has been off for $6\,\text{h}$ or more, checking battery voltage above $25.5\,\text{V}$ ensures that battery charge is above $50\%$.

Battery Charging Procedure ($\le 25.5\,\text{V}$)

If battery voltage is at or below $25.5\,\text{V}$, a charging cycle of about $20\,\text{min}$ is required by setting BAT 1 and 2 pb-sw to AUTO with EXT PWR ON, verifying charging on the ELEC SD page.

APU Start on Batteries Time Limit

If the APU is started on batteries only, it must be started within $30\,\text{min}$ after setting batteries to AUTO; after $35\,\text{min}$, battery charge drops below $25\%$ capacity.

APU Fire Test Duration Warning ($> 3\,\text{s}$)

Automatic shutdown of the APU and discharge of the APU fire extinguisher bottle may occur if the flight crew presses the APU FIRE test pushbutton for longer than $3\,\text{s}$.

APU Fire Test Operative Indications

Continuous repetitive chime (CRC), MASTER WARN flash, ECAM APU FIRE alert, APU FIRE pb-sw lit red, and both SQUIB and DISCH indicator lights illuminated.

APU Start Pushbutton Sequence Delay

The flight crew must wait at least $3\,\text{s}$ after selecting the APU MASTER SW pb-sw to ON before selecting the APU START pb-sw to ON.

External Power Load Reduction Policy during APU Operation

Flight crews should keep external power units connected and ON alongside the APU to reduce APU electrical load, particularly during hot weather conditions.

APU Bleed Activation Restriction with Ground Air Units

APU BLEED must not be switched ON if ground personnel confirm that a Low Pressure (LP) or High Pressure (HP) ground air unit is connected to the aircraft.

Complete IRS Alignment Criteria

Mandatory before the first flight of the day, during crew changes, if departure is between latitudes $2^\circ\text{N}$ and $2^\circ\text{S}$, when GPS is unavailable with poor NAVAID coverage, or when GPS is unavailable and flight time exceeds $3\,\text{h}$.

Fast IRS Alignment Threshold ($\ge 5\,\text{NM}$)

A fast IRS alignment must be performed when complete alignment is not required and the position difference between the IRS and FMGC is at or above $5\,\text{NM}$ on the MCDU POSITION MONITOR page.

Aircraft Movement during IRS Alignment

Any aircraft movement while an IRS alignment is in progress will automatically restart the alignment; the flight crew must perform a new full alignment with the aircraft completely stationary.

FMGS Pre-Initialization Internal Test Duration

At electrical power-up, the FMGS and FCU run internal self-tests for $3\,\text{min}$; flight crews must not press pushbuttons or MCDU keys until tests complete and 'PLEASE WAIT' clears.

Thales FMS Active Database Validity

On Thales FMS, if 'CHECK DATA BASE CYCLE' triggers, the active database is invalid; on Day 1 of AIRAC Cycle #2, Cycle #2 must be selected prior to the first flight of the day.

MCDU Flight Number Entry Syntax

For ATC compliance, the flight crew must enter the exact entire flight number from the flight plan without spaces on the MCDU INIT page (e.g., KAL787 or KAL1234).

Maximum Takeoff Weight (MTOW) Placard Discrepancy Policy

The Captain verifies that the MTOW on the cockpit placard matches the OFP exactly; if any discrepancy exists, maintenance must replace the placard with the correct one before departure.

Recall Pushbutton (RCL pb) 3-Second Action

Pressing the RCL pushbutton for $3\,\text{s}$ recalls and displays all ECAM warnings and cautions that were cleared or cancelled by the flight crew during the previous flight.

Logbook Taxi-In Icing Time Check ($\le +3^\circ\text{C}$)

In ground icing with OAT at $+3^\circ\text{C}$ or below, the crew checks the previous flight's recorded taxi-in time to establish the remaining taxi-out time before engine ice-shedding acceleration is due.

Operational Engineering Bulletins (OEB) Review Mandate

All flight crewmembers must jointly review and discuss all operational engineering bulletins and associated non-standard operational procedures applicable to the specific aircraft.

Hydraulic SD Page: Fluid Level High OAT Acceptance

If the outside air temperature is above $20^\circ\text{C}$, thermal expansion makes a fluid level above the normal green range (up to half of the normal range) acceptable without maintenance servicing.

Engine Oil Quantity Indication Absence Action

If engine oil quantity does not display on the ENG SD page during preliminary prep, press the ENG 1 and 2 FADEC GND PWR pb-sw on the overhead maintenance panel, check oil, and press pb-sw again.

Flight Control Surfaces and Lever Agreement Warning

If flight control surface positions shown on ECAM do not agree with the control handle positions, the crew must consult maintenance before applying hydraulic power.

Hot Brakes Parking Brake Application Restriction ($500^\circ\text{C} / 350^\circ\text{C}$)

When any brake temperature is above $500^\circ\text{C}$ (or above $350^\circ\text{C}$ with brake fans running), avoid applying the parking brake unless operationally required, to protect wheel structures.

Yellow Electric Pump Safety Warning

Because the yellow electric hydraulic pump pressurizes both yellow and green hydraulic systems (via PTU), ground crew clearance must always be obtained before turning the pump ON.

Rain Repellent Windshield Caution

Never use rain repellent to wash the cockpit windshield, and never apply rain repellent to a dry windshield under any circumstances.

Landing Gear Downlock Pins Check

During preliminary cockpit preparation, the Captain must verify that all three landing gear downlock pins are onboard and safely stowed in their container.

Emergency Equipment Inspection Scope

Both crewmembers check that life vests, crash axe, PBE, lockwired portable fire extinguisher in green, oxygen masks, flashlights, escape ropes, and fireproof gloves are stowed and ready.

Circuit Breakers Overhead and Rear Panels Check

The Captain verifies that all circuit breakers on the overhead and rear circuit breaker panels are fully pushed in and set, resetting tripped breakers as authorized.

Exterior Walkaround Inspection Purpose

Ensures the general structural integrity of the aircraft, absence of fluid leaks (fuel, oil, hydraulics), closure of ground service doors, and removal of protective gear before flight.

Exterior Walkaround Parking Brake Condition

The parking brake must be set to ON during the walkaround to allow accurate physical inspection of the main landing gear brake wear indicator pins.

Exterior Walkaround 21-Point Inspection Sequence

A clockwise exterior walkaround inspecting LH fuselage, nose, nose gear, RH fuselage, lower center fuselage, RH wing/engine, empennage, APU, LH empennage/gear, and LH wing/engine.

Walkaround: Oxygen Overboard Discharge Indicator

A visual indicator disc on the LH forward fuselage that must be checked GREEN, indicating that the crew oxygen bottle has not suffered thermal or pressure over-discharge.

Walkaround: Nose Landing Gear Safety Pin

The ground lock safety pin on the nose landing gear assembly must be visually verified REMOVED during the external walkaround.

Walkaround: Center Tank Magnetic Fuel Level Indicator

Magnetic fuel level measuring sticks located under the lower center fuselage and wings must be inspected and confirmed FLUSH with the aircraft skin.

Walkaround: Engine Cowl Door Latch Flags

The fan cowl doors must be closed and latched with the latch flags inspected in the closed/flush position and red warning flags removed.

Walkaround: Engine Drain Mast Fuel Leak Evaluation ($5\,\text{min}$)

If a fuel leak from an engine drain mast is reported during start, run the engine at idle for $5\,\text{min}$; if the leak stops within $5\,\text{min}$, the aircraft may dispatch without maintenance action.

Walkaround: Fuel Ventilation Overpressure Disc

A blowout disc located near the surge tank air inlet on each wingtip leading edge that must be inspected intact to ensure wing tank overpressure has not occurred.

Walkaround: Tail Impact Lower Fuselage Check

A mandatory physical inspection of the aft lower fuselage structure beneath the tail to confirm there is no evidence of runway tailstrike or scrape damage.

Walkaround: APU Fire Extinguisher Overpressure Indicator

A red discharge disc at the APU tailcone compartment that must be checked IN PLACE, confirming the APU fire bottle has not discharged overpressure to the atmosphere.

Walkaround: VHF 2 and Radio Altimeter Antennas Inspection

Visual inspection on the RH aft fuselage confirming that the VHF 2 antenna and Radio Altimeter (RA) antennas are undamaged and clean.

Engine Ground Run-Up Hazard Zones: HL8505 NEO

Safety diagram depicting the engine inlet hazard zone ($20\,\text{ft} / 6.1\,\text{m}$) and high-velocity exhaust blast areas ($684\,\text{ft} / 208\,\text{m}$ above $65\,\text{mph}$) at takeoff thrust.

Engine Ground Run-Up Hazard Zones: HL8004 CEO

Safety diagram depicting the engine inlet danger area ($17\,\text{ft} / 5.18\,\text{m}$) and exhaust blast zone ($240\,\text{ft} / 74\,\text{m}$ above $68\,\text{mph}$) at takeoff thrust.

Engine Ground Run-Up Hazard Zones: HL8356 CEO

Safety diagram depicting the engine inlet danger area ($32.8\,\text{ft} / 10\,\text{m}$) and exhaust blast zone ($602\,\text{ft} / 184\,\text{m}$ above $68\,\text{mph}$) at takeoff thrust.

Cockpit Preparation Flow Pattern

The standardized scan path performed during cockpit preparation, originating on the overhead panel, moving down through center panels, center pedestal, and across the glareshield.

Overhead Panel Scan: White Lights Rule

As a fundamental operating rule during the overhead panel cockpit preparation scan, all white lights across all system pushbuttons (except on the MAINTENANCE panel) must be extinguished (OFF).

Overhead Panel Scan: Amber Lights Exception

During the overhead panel scan prior to engine start, the only illuminated amber lights permitted are the generator fault (GEN 1 FAULT and GEN 2 FAULT) lights.

Cockpit Voice Recorder (RCDR GND CTL pb-sw) Setting

The First Officer sets the RCDR GND CTL pb-sw to ON during cockpit preparation to manually power the CVR and DFDR on the ground before engine start.

EVAC Switch Setting

The evacuation command switch on the overhead panel is set to the CAPT position during cockpit preparation so that evacuation signaling can only be initiated from the flight deck.

Cabin Signs Switches Setting

Set the SEAT BELTS switch to ON when aircraft refueling is completed; set the EMER EXIT LT switch to ARM; other signs as required.

Pack Flow Selector LO Setting Criteria ($< 168$ Occupants)

On the air conditioning overhead panel, select LO flow if passenger and crew occupancy is below 168; select HI for abnormally hot/humid conditions; select NORM for all other operations.

Battery Charging Current Verification ($< 60\,\text{A}$)

$10\,\text{s}$ after cycling both BAT pushbuttons to AUTO during cockpit preparation, verify on the ELEC SD page that battery charging current is below $60\,\text{A}$ and decreasing.

Fuel Center Tank Mode Selector Auto Warning

If the FUEL CTR TK MODE SEL pb-sw is left in MAN on the ground while transfer valves are not OFF, center tank fuel transfer will not stop when wing tanks fill, creating a fuel spillage hazard.

Engine Fire Test Operative Indication Scope

Continuous chime, MASTER WARN lights, ECAM alert, red ENG FIRE pb lights, SQUIB and DISCH lights illuminated, and FIRE lights on the pedestal ENG MASTER panel illuminated.

Third Occupant Audio Control Panel PA Setting

The First Officer sets the 3rd occupant ACP PA reception knob to RECEPT with volume at or above medium to ensure all cabin attendant announcements are recorded on the CVR.

Integrated Standby Instrument System (ISIS) Check

Inspect ISIS brightness, IAS, altimeter reading, barometric setting, and attitude display; ensure no error flags appear, and avoid using the ISIS speed bugs function.

Clock Datalink Time Precision Requirement ($\pm 1\,\text{s UTC}$)

To meet ATC datalink precision, the clock must run in GPS mode, or run in INT mode synchronized with GPS at least once daily to maintain time drift within $\pm 1\,\text{s UTC}$.

ATC and TCAS Ground Mode Selection (STBY)

ATC transponder and TCAS must remain in STBY on the pedestal until reaching the runway holding point to prevent RF interference with airport ground radar surveillance systems.

CPDLC / ATC Datalink Message Erase Function

The First Officer erases stored datalink messages during cockpit preparation to prevent previous flight CPDLC instructions from being confused with current flight clearances.

FMGS Departure Runway Selection Restriction

On the MCDU departure page, flight crews are instructed to select only a runway associated with an ILS or NO NAVAIDS.

Takeoff Shift Distance (T.O SHIFT) Entry Purpose

Inserted on the PERF TAKEOFF page when departing from an intersection (even with GPS PRIMARY active) to reinforce flight crew awareness of available takeoff runway length reduction.

Takeoff Pitch Trim / THS Reminder CG Disagree Alert

Entering the takeoff THS setting into the MCDU arms the flight control logic to trigger the 'PITCH TRIM/MCDU/CG DISAGREE' ECAM alert if actual trim disagrees with loadsheet CG.

Secondary Flight Plan (SEC F-PLN) Setup Strategy

Routinely copies the active flight plan, but is modified for immediate return on engine failure, diversion route if departure is below landing minima, or anticipated runway change during taxi.

Gross Weight MCDU Insertion Responsibility

Characteristic speeds (Green Dot, F, S, VLS) are computed directly from ZFW and ZFWCG entered on MCDU INIT B; this data must be carefully checked under Captain responsibility.

Noise Abatement Departure Procedure 2 (NADP 2) Parameters

Under NADP 2, thrust reduction altitude (THR RED) is set to $1000\,\text{ft}\,\text{AFE}$, acceleration altitude (ACC) is set to $1000\,\text{ft}\,\text{AFE}$, and Green Dot speed is preselected on PERF CLB.

Destination QNH Pre-Entry Pressurization Caution

Always enter destination QNH into the PERF APPR page, never QFE; the Cabin Pressure Controller uses this QNH to compute cabin pressurization, and entering QFE corrupts the profile.

EFB vs MCDU Green Dot Speed Discrepancy Meaning

A discrepancy between the Green Dot speed calculated by the FMGS and that calculated on the EFB takeoff performance tool indicates an underlying difference in Takeoff Weight (TOW).

EFIS CP Barometric Reference Difference Limits ($\pm 20\,\text{ft} / \pm 100\,\text{ft}$)

Maximum allowable barometric altitude differences on the ground are $\pm 20\,\text{ft}$ between the two PFDs and $\pm 100\,\text{ft}$ between ISIS and either PFD.

Lateral Consoles Oxygen Mask Test Warning

Before testing the flight crew oxygen masks on the lateral console, inform ground crew on the intercom that a loud noise may be heard in their headsets.

ECAM REGUL LO PR Indication Verification

After completing the mask test, check that REGUL LO PR is NOT displayed on the DOOR/OXY page to confirm that the low-pressure supply valve is fully open.