A321 LVO CHECKLIST

 Both crew members must be QUALIFIED and RECENT

 CM1 is PF and CM2 is PM
 Check AIRCRAFT status
 Review NOTAM for any inoperative ground components
 Seat position
 Use of exterior lights: takeoff/ taxi/ landing/ strobe lights - OFF

LOW VISIBILITY TAXI AND TAKE OFF (LVTO)

 Perform LVTO procedures if condition below standard and

at/ above 150 M for CAT C, 200 M for CAT D
 Verify Take Off Alternate
 Both heads up (Taxi)
 NO checklist/administrative work when aircraft is moving
 NO rolling take-off.

APPROACH CAT II/ III

 Complete normal approach briefing.

 Review the weather condition.

CAT DH TDZ RVR MID RVR END RVR

CAT II 100 ft 350 m ADVISORY ADVISORY

CAT III A 50 ft 175 m 125 m ADVISORY

< 50 ft
CAT III B 75 m 75 m ADVISORY
with DH

 Ground facilities: Check HIALS, THRESHOLD light, HIRLS, CL, TDZ.

FOE ‐ LVO Checklist – R18 – 24FEB2023 Page 1/4

 A321 LVO CHECKLIST
 Autoland limitation:

A321 CEO A321 NEO

Aircraft
(A321-231) (A321-272)
40 kt for CAT II,
Max headwind 15 kt
30 kt for CAT III
WIND
Max tailwind 10 Kt 10 kt
LIMITATIONS

Max crosswind 25 kt for CAT II,

10 kt
20 kt for CAT III

GLIDE SLOPE ANGLE within – 2.5º and – 3.15º within -2.5º and -3.25º

Between Between
AIRPORT ELEVATION
-1000 ft and 5750 ft -2000 ft and 9200 ft

below MLW below MLW and at or

ACTUAL LANDING W EIGHT
above 51000 kg

Note: Wind limitation is based on the surface wind reported by ATC. If the wind displayed
on the ND exceeds the above-noted autoland limitations, but the tower reports
surface wind within the limitations, then the autopilot can remain engaged. If the
tower reports a surface wind that exceeds the limitations:
- For A321 CEO: only CAT II automatic approach without autoland can be
performed provided wind conditions are within the limitation. Otherwise, only
CAT I automatic approach without autoland can be performed.
- For A321 NEO: only CAT I automatic approach without autoland can be
performed.
 Use of Auto brake. Autoland warning light test (ILS on)
 CAT I, II, III reversion Mode.
 Review visual reference at DH.

FOE ‐ LVO Checklist – R18 – 24FEB2023 Page 2/4

 A321 LVO CHECKLIST
 Malfunction:
Review failures and associate actions below 1000 Ft AGL
 CAT II Approach

Event Below 1000ft above airport elevation

 Nose wheel steering fault - Continue approach and landing.

 Antiskid fault - Disengage AP at touch down

 Any other failure with amber - Go-around, or

caution - Continue approach and landing
 Downgrade of landing IF visual reference are
capability sufficient
 No LAND mode
 AUTO LAND warning light
 No FLARE mode

 CAT III Approach

Event Below 1000ft above airport elevation

 Nose wheel steering fault - Revert CAT III SINGLE.

 Antiskid fault - Disengage AP at touch down

 Any other failure with amber - Go-around, or

caution - Continue approach and landing IF
 Downgrade of landing capability visual reference are sufficient
 No LAND mode
 AUTO LAND warning light
 No FLARE mode

FOE ‐ LVO Checklist – R18 – 24FEB2023 Page 3/4

 A321 LVO CHECKLIST
CAT II/ CAT III Approval Airport List
‐ All data below are approved by Civil Aviation Authorities (CAA).
‐ Crew must compare with approach chart minima and the higher value
must be used.
‐ Minima approved by CAAV for A321 aircraft:
CAT II: DH: 100’ RVR: 350m
CAT IIIA: DH: 50’ RVR: 175m
CAT IIIB: DH: 20’ (AFM limit 22’) RVR: 75m

CAT II CAT IIIA CAT IIIB

Country Available Airport
(DH - RVR) (DH - RVR) (DH - RVR)
Azerbaijan UBBB 100’ - 350m 50’ - 175m 22’ - 75m
Bahrain OBBI 100’ - 350m - -
Belarus All 100’ - 350m 50’ - 175m 22’ - 75m
ZBAA,ZSHC, ZUUU
ZUCK, ZHCC, ZHHH 100’ - 350m - -
China
ZLXY, ZPPP
ZSPD 100’ - 350m 50’ - 175m -
Egypt All 100’ - 350m 50’ - 175m 22’ - 75m
Hong Kong VHHH 100’ - 350m 50’ - 175m 22’ - 75m
India All 100’ - 350m 50’ - 175m 22’ – 75m
Japan All 100’ - 350m 50’ - 175m 22’ - 75m
Kazakhstan UAAA, UACC 100’ - 350m 50’ - 175m 22’ - 75m
RKSI, RKSS 100’ - 350m 50’ - 175m 22’ - 75m
Korea
RKPC 100’ - 350m - -
Qatar OTHH 100’ - 350m 50’ - 175m 22’ - 75m
Singapore WSSS 100’ - 350m - -
Taiwan RCTP 100’ - 350m - -
Thailand VTBS 100’ - 350m - -
UAE All 100’ - 350m 50’ - 175m 22’ - 75m
Vietnam All 100’ - 350m - -

FOE ‐ LVO Checklist – R18 – 24FEB2023 Page 4/4

 A321 PBN CHECKLIST
PRE-FLIGHT

▪ Check AOC document to verify aircraft is approved for RNAV/RNP, reviews

operating restrictions related to RNAV/RNP Approval
▪ Check the Technical Log entries and MEL restrictions to ensure the aircraft
PBN capability
▪ Check RAIM prediction as required
▪ ATC flight plan: filed, item 10 confirmed “R”
▪ Check the condition of navigation antenna and the conditions of the
fuselage skin in the vicinity of each of these antenna
▪ Verify FMS NAV database validity/currency.

BEFORE PBN AIRSPACE ENTRY

▪ Check to be sure Navigation systems are operative:

RNAV 1/ RNAV 2 RNAV 5 RNAV 10/RNP 10

▪ 1 FMGC ▪ 1 FMGC ▪ 2 FMGCs or 1 FMGC

▪ 1 MCDU ▪ 1 MCDU and 1 BACK UP NAV
▪ 1GPS or 1 ▪ 1 GPS or ▪ 2 MCDUs
VOR/DME 1 VOR/DME or ▪ 2 IRS
or 2 DME 2 DME ▪ 2 NDs (the temporary
▪ 2 IRS ▪ 1 IRS display of ND information via
▪ 1 FD in NAV mode the PFD/ND switch is
▪ 2 NDs (the permitted on PM side)
▪ 2 NDs (the temporary temporary display of
display of ND ND information via ▪ 1 GPS if the flight
information via the the PFD/ND switch is time outside radio
PFD/ND switch is permitted on PM navaid cover is
permitted on PM side) side) longer than:
➢ 6.2 h from the time of
IRS ground
alignment, or;
➢ 5.7 h from the time of
the last radio
position update.

FOE ‐ A321 ‐ PBN Checklist – R05 – 21SEP21 Page 1/4

 A321 PBN CHECKLIST
RNP 1 RNP 4 RNP APCH
▪ 1 FMGC ▪ 2 FMGCs or 1 FMGC ▪ 1 FMS
▪ 1 MCDU and 1 BACK UP NAV ▪ 1 GPS
▪ 1 GPS ▪ 2 MCDU ▪ 2 IRS
▪ 2 IRS ▪ 2 IRS ▪ 1 MCDU
▪ 1 FD in NAV MODE ▪ 1 GPS ▪ 1 FD
▪ 2 NDs (the temporary ▪ 2 NDs (the temporary ▪ 1 PFD on the PF side
display of ND information display of ND information
▪ 2 FCU channels
via the PFD/ND switch is via the PFD/ND switch is
permitted on PM side) ▪ 2 NDs (the temporary
permitted on PM side)
display of ND information
via the PFD/ND switch is
permitted on PM side)
If the PF side is affected,
RNP APCH operations are
not permitted.

RNP 2

In oceanic and remote continental areas In continental/ domestic area

▪ 2 FMGCs (or 1 FMGC and ▪ 1 FMGC
1 BACK UP NAV)
▪ 2 MCDUs ▪ 1 MCDU
▪ 2 IRS ▪ 2 IRS
▪ 1 GPS ▪ 1 GPS
▪ 2 NDs (the temporary display of ND ▪ 2 NDs (the temporary display of ND
information via the PFD/ND switch is information via the PFD/ND switch is
permitted on PM side) permitted on PM side)

▪ RNP APCH:
- Check operational minima; RAIM; barometric error; OAT and wind, as
applicable, are within limits; change in approach type (LNAV,
LNAV/VNAV, LPV); related RNP APCH ECAM alerts are not shown.
- Review approach strategy.

IN PBN AIRSPACE

▪ Monitoring to Identify navigation error.

▪ Advise ATC of any deterioration or failure of Navigation equipment:
• In RNP APCH airspace:
FOE ‐ A321 ‐ PBN Checklist – R05 – 21SEP21 Page 2/4
 A321 PBN CHECKLIST
➢ Radar guidance leading to interception of the final axis less than 2NM
before the FAF should NOT be accepted.
➢ Verify and announce that the approach RNP is equal to or greater than
0.3 NM (F/D or A/P).
➢ At or before FAF: Maximum difference between both altimeters is 100ft.
➢ If reversion occurs after the FAF/FAP, go-around is required, unless the
pilot has in sight the visual references required to continue the approach.
• In RNP-1 airspace: The creation of new waypoints by manual entry into the
RNP 1 system by the pilot would invalidate the route and is not permitted.
• In RNAV/RNP-2/5 airspace, the crew should attempt to crosscheck the
aircraft position, where possible with VOR, DME and NDB information, to
confirm an acceptable level of navigation performance in the event of loss
of GPS navigation capability. Otherwise, the flight crew should revert to an
alternate means navigation.
• In RNAV/RNP-4/10 airspace, the RNP-4/10 capability is maintained as
long as flight time in IRS ONLY has not exceeded 5.7 hours (5.2 hours
with INS) or a duration acceptable to the authorities.
• For deviations of greater than 10NM in RNP-10 airspace, when revised
ATC clearance cannot be obtained, initiate a level change based on the
following criteria:
Route center line track Deviation >10NM Level change

EAST 000-179 LEFT DESCEND 300FT

magnetic RIGHT CLIMB 300FT

LEFT CLIMB 300FT

WEST 180-359
RIGHT DESCEND 300FT

• In the event of loss of PBN capability, pilots should invoke contingency

procedure.

CONTIGENCY PROCEDURE

Where the contingency to revert to a conventional arrival procedure is

required, the flight crew should make the necessary preparation. The
following conditions should be considered:
• Failure of the navigation system components including those affecting
flight technical error (e.g. failures of the flight director or autopilot)
• Multiple system failures

FOE ‐ A321 ‐ PBN Checklist – R05 – 21SEP21 Page 3/4

 A321 PBN CHECKLIST
• Failure of the navigation sensors
• Coasting on inertial sensors beyond a specified time limit
• RAIM (or equivalent) alert or loss of integrity function.
In the event of loss of PBN capability, the flight crew should invoke
contingency procedures and navigate using an alternative means of
navigation which may include the use of an inertial system. The alternative
means need not be a PBN system.
Flight crew should ensure sufficient means are available to navigate and
land at the destination or at an alternate aerodrome in the case of loss of
RNP APCH capability.
In the event of failure of one PBN system during a procedure where two
systems are necessary, the flight crew should abort the procedure if the
failure occurs before FAF but may continue the approach if the failure
occurs after FAF.
The flight crew should notify ATC of any problem with PBN navigation
capability.
In the event of communications failure, the flight crew should continue with
procedures in accordance with published lost communication procedures.

POST FLIGHT

Enter PBN significant system faults in aircraft Technical log and make
occurrence report.

FOE ‐ A321 ‐ PBN Checklist – R05 – 21SEP21 Page 4/4

 A321 RVSM CHECKLIST
MINIMUM EQUIPMENT REQUIREMENT

 02 ADRs + 02 DMCs
 01 Transponder
 01 FWC
 01 AP function
 01 FCU channel
 02 PFD (for altitude indication)

FLIGHT PLANING
 Check RVSM approval
 Check ICAO flight plan block 10 (Equipment): filed “W”
 Check MEL requirement
 Reported and forecast weather conditions on the flight route
 Check RVSM operating limitations, if applicable

PRE-FLIGHT

 Review maintenance logs and forms to ensure availability/ serviceability of

RVSM related equipment
 Static sources – Not clogged
 Surrounding skin – Checked for dents, ice, and chipping or bubbling paint
 Pitot tubes – Checked for bends or clogs

BEFORE TAKEOFF

 The aircraft altimeters: Set to local altimeter (QNH) setting

 The aircraft altimeters: the difference within 75 feet of field elevation
 Two PFD…… +/- 20 ft maximum difference

FOE ‐ RVSM Checklist – R08 – 09AUG22 Page 1/6

 A321 RVSM CHECKLIST

IN FLIGHT
 BEFORE ENTERING RVSM AIRSPACE:
 Required equipment for RVSM………………………..…… OPERATIVE
 Altitude setting 1013.2(29.92) on Primary and Standby
 Maximum difference between 2 primary altitudes is 200 ft
 IN RVSM AIRSPACE:
 AP ………………………………………………………..…KEEP ENGAGED
 Altitude alerter – Working properly
 Primary altimeters - Reading within 200 feet of each other
 Level off – Overshoot no more than 150 feet;
 At approximately one hour intervals, crosscheck primary and
stand-by altimeters
‐ Check primary altimeter agreement within 200 ft
‐ At least initial crosscheck should be recorded.

POST FLIGHT

 Any malfunctions or deviations………………….……………….... REPORT

‐ Any malfunction or loss of required equipment
‐ Any deviation involving the function that enable the aircraft to maintain
altitude.

RVSM NUMBER

72 hours Time to submit Flight Level Deviation Report.

75 feet Maximum difference between altimeters and field elevation.
150 feet Maximum assigned flight level overshoot.
200 feet Maximum difference between primary altimeter readings.
245 feet Maximum Altimetry System Error.
300 feet Maximum Assigned Altitude Deviation or Total Vertical Error.
1000 fpm Recommended maximum rate of climb or descent, last 1000 feet.

FOE ‐ RVSM Checklist – R08 – 09AUG22 Page 2/6

 A321 RVSM CHECKLIST
IN-FLIGHT CONTIGENCY PROCEDURES
Weather Encounters and Aircraft System Failures
Initial Pilot Actions in Contingency Situations
Initial Pilot Actions when unable to maintain flight level (FL) or unsure of
aircraft altitude-keeping capability:
 Notify ATC and request assistance as detailed below.
 Maintain cleared flight level, to the extent possible, while evaluating the
situation
 Watch for conflicting traffic using all available means (visually, by
reference to TCAS…)
 Alert nearby aircraft by illuminating exterior lights (commensurate with
aircraft limitations)
Severe Turbulence and/or Mountain Wave Activity (MWA) Induced
Altitude Deviations of Approximately 200 Feet or Greater
 When experiencing severe turbulence and/or MWA induced altitude
deviations of approximately 200 ft or greater, pilot will contact ATC and
state “Unable RVSM due [state reason]” (e.g., turbulence, mountain
wave).
 If not issued by the controller, request vector clear of traffic at adjacent
FLs.
 If desired, request FL change or reroute.
 Report location and magnitude of turbulence or MWA to ATC.
MWA Encounters – General
 Contact ATC and report experiencing MWA.
 If so desired, pilot may request an FL change or reroute.
 Report location and magnitude of MWA to ATC.
NOTE: MWA encounters do not necessarily result in altitude deviations on the
order of 200 ft. The guidance above is intended to address less significant MWA
encounters.

Wake Turbulence Encounters

 Contact ATC and request vector, FL change, or, if capable, a lateral

offset.

FOE ‐ RVSM Checklist – R08 – 09AUG22 Page 3/6

 A321 RVSM CHECKLIST
“Unable RVSM Due Equipment”
Failure of Automatic Altitude Control System, Altitude Alerter,
or All Primary Altimeters
 Contact ATC and state “Unable RVSM due equipment.”
 Request clearance out of RVSM airspace unless operational situation
dictates otherwise.
One Primary Altimeter Remains Operational
 Cross-check standby altimeter.
 Notify ATC of operation with single primary altimeter.
 If unable to confirm primary altimeter accuracy, follow actions for failure of
all primary altimeters.
Transponder Failure
 Contact ATC and request authority to continue to operate at CFL.
 Comply with revised ATC clearance, if issued.

FOE ‐ RVSM Checklist – R08 – 09AUG22 Page 4/6

 A321 RVSM CHECKLIST
RVSM IMPLEMENTATION PROGRAM IN CHINA
China RVSM Conversion Table

FOE ‐ RVSM Checklist – R08 – 09AUG22 Page 5/6

 A321 RVSM CHECKLIST
Entering or leaving Chinese FIRs
 Dispatchers and pilots shall identify the transition area on the particular
route that will be used into China airspace
 Example: China RVSM FL for entering Chinese FIR from ICAO RVSM FLs

 Example: Corect China RVSM FL for entering Chinese FIR from Metric
CVSM FLs. (CVSM: Conventional non-RVSM vertical sepatation minimum.)

FOE ‐ RVSM Checklist – R08 – 09AUG22 Page 6/6

 A321EFB
A350 EFBCLASS
CLASS1 1TYPE
TYPEB BCHECKLIST
CHECKLIST

FLIGHT PREPARATION
▪ iPad……………………………………………………………………….……...ON
▪ iPad FUNCTIONS…………………………………………….………… CHECK
(Sleep/wake button, Side Switch, Volume buttons, Home screen, screen,
brightness, dimming, zooming, panning, scrolling and rotation, close
background apps).
▪ iPad BATTERY…………………………………………………………….CHECK
▪ STAND-BY BATTERY…………………………………………………. CHECK
▪ iPad DATA UP TO DATE (VNA EDOC/EFF/FLYSMART/FD PRO)..CHECK (BOTH)

▪ MEL/CDL item (if required)………………………………….……… CHECK

+ AIRBUS OLB ............................................................................. DISPLAY
+ MEL/CDL ITEMS ................ CHECK DISPATCH CONDITIONS (BOTH)
+ MEL ITEMS ................................................................... SELECT (BOTH)
+ CDL ITEMS ....................................... SELECT and COMPLETE (BOTH)

▪ TAKE-OFF PERF…………………….……….COMPUTE & CROSS CHECK

▪ FD Pro…….……………………………….…….DISPLAY & CROSS CHECK
(Terminal chart, Flight Route).
▪ EFF…………………………………………………………………..…..CONFIRM
▪ iPad SETTING / AIRPLANE MODE…………………………….….ON (BOTH)
▪ iPad MOUNTING DEVICES………………………………………..…….CHECK

BEFORE LINE-UP UNTIL 500FT AGL

▪ iPad……………………………………………………………....STOW (BOTH)
(iPad is still powered-on with the appropriate charts displayed).

FROM 500FT AGL UNTIL APPROACH

▪ iPad…………………………………………………………………………….USE
▪ STAND-BY BATTERY...………………………………………………AS RQRD

DESCENT PREPARATION
▪ AIRBUS LANDING ......................................................................... DISPLAY
▪ IN-FLIGHT MODE ............................................................................. OBTAIN
▪ LANDING PERF .......................................... COMPUTE and CROSSCHECK

FOE – A321 – EFB CLASS 1 TYPE B Checklist – R03 – 27DEC19 Page 1/2
 A321EFB
A350 EFBCLASS
CLASS1 1TYPE
TYPEB BCHECKLIST
CHECKLIST

APPROACH
Prior to 400 Ft AGL (for precision approach) or MDA + 100 Ft (for non-precision
approach ) on final until a/c slows down to taxi speed:
▪ iPad…………………………………………………….…………..STOW (BOTH)
(iPad is still powered-on with the appropriate charts displayed).

AFTER LANDING
▪ iPad……………………………………………………………………. USE

PARKING
▪ iPad………………………………………………………………..OFF (BOTH)

POST-FLIGHT
▪ REPORTS…………………………………………………………….AS RQRD
▪ iPad……………………………………………………………….. HAND OVER

ABNORMAL OPERATION
VOICE COMMUNICATION CHECKLIST…………………………………. USE

FOE – A321 – EFB CLASS 1 TYPE B Checklist – R03 – 27DEC19 Page 2/2
 A321 ONE ENGINE TAXI OUT CHECKLIST

GENERAL

This procedure is not applicable in case of:

Malfunction in the following systems: Airport / Aircraft conditions:
 Braking  Adverse Weather Condition
 Hydraulic  Restriction of Airport
 Nose wheel steering  Positive slope
 Electric system  Slippery taxiway
 Engine  Low Vis Operation
 Auto Start  Actual TOW > MLW
 APU Bleed

PROCEDURE

START ENGINE 1

CM1 CM2

Apply normal engine start procedure

AFTER ENGINE 1 START

Apply the “AFTER START” normal procedure, delay the ECAM STATUS check
and the wing anti-ice setting until all engines are started.
CM1 CM2

ENG MODE selector……………..NORM GND SPOILERS………..……..…ARM

APU BLEED………………..……..….OFF RUDDER TRIM……...………… ZERO
CEO 10s after APU BLEED OFF FLAPS………………….........….SET
CEO ENG 1 BLEED……………….ON PITCH TRIM………….…………...SET
APU ……………....……KEEP RUNNING ECAM DOOR PAGE……....…CHECK
ENG ANTI-ICE……………………….OFF CEO X BLEED……………….OPEN
WING ANTI-ICE…….…….…………OFF Y ELEC PUMP …………………….ON
CLEAR TO DISCONNECT…….ANNOUNCE

FOE ‐ A321 ‐ One Engine Taxi out Checklist – R07 – 05AUG22 Page 1/3
 A321 ONE ENGINE TAXI OUT CHECKLIST
TAXI OUT WITH ONE ENGINE

CM1 CM2
When visual signal from Ground Mechanic received and crosschecked by crew:
APPLY THE “TAXI” NORMAL PROCEDURE, BUT:
‐ Delay the flight controls check until all engines are started
‐ Arm the autobrake after the flight controls check.

BEFORE ENGINE 2 START

-If engines have been shut down for more than 2 hours, start engine 2 at least 5
mins before takeoff.
-Start ENG 2 when taxiing in a straight line, max speed 10kts from Y ELEC
PUMP OFF until ENG 2 MASTER lever ON.

CM1 CM2

Y ELEC PUMP……………………..OFF
APU BLEED…………….…….……..ON
 After 10s
ENG MODE selector……….……..IGN
After all amber crosses ( CEO except N1 and
N2) and messages have disappeared on the
engine parameters (upper ECAM display) and
ENG SD page:
ENG 2 MASTER lever…………..…ON

AFTER ENGINE 2 START

APPLY THE “AFTER START” NORMAL PROCEDURE, INCLUDING:

‐ ECAM STATUS check
‐ Selection of the ENG 2 anti-ice and wing anti-ice, as required.

CM1 CM2

ENG MODE selector……...…….NORM

CEO X BLEED…………..…….AUTO
APU BLEED ………..…...…………OFF
CEO 10s after APU BLEED OFF
CEO ENG 2 BLEED…………….ON
APU MASTER switch….…... AS RQRD
WING ANTI-ICE…………..…AS RQRD

FOE ‐ A321 ‐ One Engine Taxi out Checklist – R07 – 05AUG22 Page 2/3
 A321 ONE ENGINE TAXI OUT CHECKLIST
ENG ANTI-ICE…………....…AS RQRD
ECAM STATUS………..………CHECK

NORMAL AFTER START C/L

FLT CTL………...……..……CHECK

AUTO BRAKE……...………..….…MAX

FOE ‐ A321 ‐ One Engine Taxi out Checklist – R07 – 05AUG22 Page 3/3
 A321/ AT72 BACK UP APPROACH PROCEDURES
VOICE COMMUNICATION CHECKLIST
(Apply for Class I Type B Abnormal Procedure – both iPad fail)

Airport
Active Runway
Runway Length & Width
Approach Procedure
ATIS Frequency
Weather Required for Approach Category
Minimum Sector Altitude and Bearing to Field
Approach Control Frequency
Tower Frequency
Ground Frequency
Navigation Frequency Approach Procedures
Additional Navigation Frequency& ID/ Posit
Additional Navigation Frequency& ID/ Posit
Final Approach Course
Minimum Altitude@ Location
Glide Slope Intercept Altitude
Step-down Altitude/ Distance
Step-down Altitude/ Distance
MDA
Missed Approach Point DME
Missed Approach Point Timing @ Approach Air speed
Airport Elevation
Runway Elevation
Missed Approach Procedures:

Notes:

FOE ‐ A321/ AT72 ‐ Back up Approach Procedures Voice Communication – R01 – 15AUG17 Page 1/2
 A321/ AT72 BACK UP APPROACH PROCEDURES
VOICE COMMUNICATION CHECKLIST

Intentionally left blank

FOE ‐ A321/ AT72 ‐ Back up Approach Procedures Voice Communication – R01 – 15AUG17 Page 2/2
 A321 RUNWAY CONDITION ASSESSMENT MATRIX (RCAM)

RUNWAY CONDITION ASSESSMENT MATRIX (RCAM) - Source: ICAO Doc 9981

Assessment criteria Downgrade assessment criteria
Pilot report
Runway Aeroplane deceleration or of
Condition Runway surface description directional control runway
code observation braking
action
6 • DRY --- ---
• FROST
• WET (The runway surface is covered by Braking deceleration is normal
any visible dampness or water up to and for the wheel braking effort
including 3 mm depth) applied AND directional control GOOD
5
Up to and including 3 mm depth:
is normal.
• SLUSH
• DRY SNOW
• WET SNOW

−15ºC and Lower outside air temperature: Braking deceleration OR

GOOD TO
4 directional control is between
• COMPACTED SNOW MEDIUM
Good and Medium.
• WET (“slippery wet” runway)
• DRY SNOW or WET SNOW (any
depth) ON TOP OF COMPACTED SNOW Braking deceleration is
More than 3 mm depth: noticeably reduced for the
• DRY SNOW MEDIUM
3 wheel braking effort applied OR
• WET SNOW directional control is noticeably
Higher than −15ºC outside air reduced.
1
temperature :
• COMPACTED SNOW

More than 3 mm depth of water or slush: Braking deceleration OR MEDIUM TO

2 • STANDING WATER directional control is between POOR
• SLUSH Medium and Poor.

ICE
2 Braking deceleration is
significantly reduced for the
POOR
1 wheel braking effort applied OR
directional control is
significantly reduced.
2
WET ICE Braking deceleration is minimal
• WATER ON TOP OF COMPACTED SNOW 2 LESS
to non- existent for the wheel
0 2 THAN
• DRY SNOW or WET SNOW ON TOP OF ICE braking effort applied OR
POOR
directional control is uncertain.
1
Runway surface temperature should preferably be used where available.
2
The aerodrome operator may assign a higher runway condition code (but no higher than
code 3) for each third of the runway, provided that the appropriate procedures is followed.

FOE ‐ A321 - RCAM – R01 – 14SEP20 Page 1/1

 DE-ICING/ ANTI-ICING CHECKLIST
PRE-FLIGHT

 LATEST REPORTED ICING CONDITIONS...........................CHECK

(METAR, ATIS, ATC reports, SNOWTAM, PIREP, AIRMET, SIGMET…)
 NOTAMs for airport equipment outages (if applicable)..............CHECK
 AIRPORT PROCEDURES for de-icing/ anti-icing……………CHECK
(taxiing, deicing areas/pads and communications)
 TECHLOG entries and MEL/CDL items………….….…....……CHECK
 COLD WEATHER PROCEDURE………………………………..APPLY
 Safety exterior inspection;
 Preliminary cockpit preparation;
 Exterior walk around ( PIC MUST do walkaround).
 AIRCRAFT ASSESSMENT.…………..………………….…AS RQRD
 Clean aircraft concept (VNA Deicing and anti-icing program);
 PIC MUST ensure that all aircraft critical areas are free of frozen
contaminants;
 TAKEOFF must not be attempted if the aircraft has frozen contaminants
adhered to the wings, propellers, control surfaces, engine inlets or other
critical surfaces.
 OPERATION LIMITATION/ RESTRICTION…………………..CHECK
(power plant, fuel freezing, crosswind, climb performance….)
 DE-ICING/ ANTI-ICING DECISION ………….……….……AS RQRD
 De-cing/ anti-icing area;
 Method of de-icing/ anti-icing (using 01 step or 02 step process);
 The treatment required (special de-icing procedures…).
 EXTRA FUEL…………………..…………….…....…...……AS RQRD
(For taxiing or operating icing systems or from excess drag or weight
caused by ice formation…)

PRIOR TO THE APPLICATION OF DE-ICING/ ANTI-ICING

FLUILD
 COMMUNICATION with ground personnel……………....ESTABLISH
 CONFIG THE AIRCRAFT for de-icing/ anti-icing….…………VERIFY
 AIRFRAME DEICING/ANTI-ICING PROCEDURE ON GROUND…...APPLY
 FCOM PRO-NOR-SUP-SUP -ADVWXR – For A350;
 FCOM PRO-NOR-SUP -ADVWXR – For A321;
 FCOM Supplementary Procedures - Adverse Weather – SP.16 - For B787;

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 DE-ICING/ ANTI-ICING CHECKLIST

POST DE-ICING/ANTI-ICING

 GROUND EQUIPMENT……………………………..………..REMOVE
 “ALL CLEAR” signal from ground personnel.……....…..….. RECEIVE
 DE-ICING/ ANTI-ICING REPORT from ground personnel…...RECEIVE
The information from ground personnel, who performed the deicing/ anti-icng
and post application check, must include:
+ The type of fluid used
+ The ratio of fluid to water (e.g. 75/25)
+ The time of the Holdover beginning
+ The result of the post application check
 Holdover times (HOT)……………………….…………………..APPLY

TAXIING
PRE-TAKEOFF
 THE INTENSITY OF PRECIPITATION.……....………….. OBSERVE
 Ice warning systems (ECAM message)…………....………….. CHECK
 SUFFICIENT DISTANCE from the preceding aircraft…….. MAINTAIN

PRE TAKE-OFF CHECK

 THE WX CONDITIONS….………….…… Continually MONITOR (PIC)

 Holdover times (HOT)…………………….…………………..CHECK
 FUNCTIONAL FLIGHT CONTROL…………………………..CHECK
 TAKEOFF CONFIG (Slat/flap extension)..…...……………….. VERIFY

IN-FLIGHT

 FLIGHT IN ICING CONDITIONS ……………………………..…APPLY

POST FLIGHT

 TECHLOG..…………………………….……....……..…….. RECORD
 REPORT………………………………………………..………AS RQRD

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
Table 50: Allowance Times for SAE Type III Fluids1,2
Applicable Outside Air Temperature
Precipitation Types or
METAR -5 °C and Below -5 to - Below -
Combinations
Codes above 10 °C 10 °C3
Light Ice Pellets -PL 10 minutes 10 minutes

Light Ice Pellets Mixed with -PLSN, -

10 minutes 10 minutes Caution:
Light Snow SNPL
Light Ice Pellets Mixed with -PLFZDZ,
No
Light Freezing Drizzle or -FZDZPL, 7 minutes 5 minutes
Moderate Freezing Drizzle FZDZPL allowance
times
Light Ice Pellets Mixed with -PLFZRA,
7 minutes 5 minutes currently
Light Freezing Rain -FZRAPL
exist
Light Ice Pellets Mixed with -PLRA, -
7 minutes4
Light Rain RAPL

Moderate Ice Pellets (or Small

PL, GS 5 minutes 5 minutes
Hail5)
NOTES
1 These allowance times are for use with undiluted (100/0) fluids applied unheated on aircraft with rotation
speeds of 100 knots or greater.
2 Takeoff is allowed up to 90 minutes after start of fluid application if the precipitation stops at or before the
allowance time expires and does not restart. The OAT must not decrease during the 90 minutes to use this
guidance in conditions of light ice pellets mixed with either: light freezing drizzle, moderate freezing drizzle,
light freezing rain, or light rain.
3 Ensure that the lowest operational use temperature (LOUT) is respected.
4 No allowance times exist in this condition for temperatures of 0 °C and below; consider use of light ice
pellets mixed with light freezing rain.
5 In the US, small hail is reported by METAR as GR and the remarks section is used to indicate “GR LESS
THAN ¼”. Outside of the US the METAR code GS is used to indicate small hail when it is less than 5 mm
and GR to indicate hail when it is 5mm or greater. If METAR does not report an intensity for small hail, use
the “moderate ice pellets or small hail” allowance times. If METAR reports an intensity with small hail, the
ice pellet condition with the equivalent intensity can be used, e.g. if light small hail is reported, the “light ice
pellets” allowance times can be used. This also applies in mixed conditions, e.g. if light small hail mixed
with light snow is reported, use the “light ice pellets mixed with light snow” allowance times.

CAUTIONS
• The responsibility for the application of these data remains with the user.
• Fluids used during ground de/anti-icing do not provide in-flight icing protection.
• This table is for departure planning only and should be used in conjunction with pretakeoff check
procedures.
• Allowance time cannot be extended by an inspection of the aircraft critical surfaces.

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 FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
Table 51: Allowance Times for SAE Type IV Ethylene Glycol (EG) Fluids1,2

NOTES
1 These allowance times are for use with undiluted (100/0) EG based fluids. The following fluids are EG based;
AllClear ClearWing EG, ASGlobal 4Flite EG, AVIAFLUID AVIAFlight EG, CHEMCO ChemR EG IV, CHEMCO
ChemR Nordik IV, Clariant Max Flight AVIA, Clariant Safewing EG IV NORTH, Dow EG106, JSC RCP Nordix
Defrost EG 4, JSC RCP Nordix Defrost NORTH 4, and Newave Aerochemical FCY-EGIV. If the glycol type is
unknown, the allowance times for SAE Type IV PG fluids should be used.
2 Takeoff is allowed up to 90 minutes after start of fluid application if the precipitation stops at or before the
allowance time expires and does not restart. The OAT must not decrease during the 90 minutes to use this
guidance in conditions of light ice pellets mixed with either: light freezing drizzle, moderate freezing drizzle, light
freezing rain, or light rain.
3 No allowance times exist for EG based fluids when used on aircraft with rotation speeds less than 100 knots.
4 Ensure that the lowest operational use temperature (LOUT) is respected.
5 No allowance times exist in this condition for temperatures of 0 °C and below; consider use of light ice pellets
mixed with light freezing rain.
6 In the US, small hail is reported by METAR as GR and the remarks section is used to indicate “GR LESS THAN
¼”. Outside of the US the METAR code GS is used to indicate small hail when it is less than 5 mm and GR to
indicate hail when it is 5mm or greater. If METAR does not report an intensity for small hail, use the “moderate
ice pellets or small hail” allowance times. If METAR reports an intensity with small hail, the ice pellet condition
with the equivalent intensity can be used, e.g. if light small hail is reported, the “light ice pellets” allowance times
can be used. This also applies in mixed conditions, e.g. if light small hail mixed with light snow is reported, use
the “light ice pellets mixed with light snow” allowance times.
7 No allowance times exist in this condition for temperatures of 0 °C and below.

CAUTIONS
• The responsibility for the application of these data remains with the user.
• Fluids used during ground de/anti-icing do not provide in-flight icing protection.
• This table is for departure planning only and should be used in conjunction with pretakeoff check
procedures.
• Allowance time cannot be extended by an inspection of the aircraft critical surfaces.

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
Table 52: Allowance Times for SAE Type IV Propylene Glycol (PG) Fluids1,2

NOTES
1 These allowance times are for use with undiluted (100/0) PG based fluids applied on aircraft with rotation
speeds of 100 knots or greater. All Type IV fluids are PG based with the exception of AllClear ClearWing
EG, ASGlobal 4Flite EG, AVIAFLUID AVIAFlight EG, CHEMCO ChemR EG IV, CHEMCO ChemR Nordik
IV, Clariant Max Flight AVIA, Clariant Safewing EG IV NORTH, Dow EG106, JSC RCP Nordix Defrost EG
4,JSC RCP Nordix Defrost NORTH 4, and Newave Aerochemical FCY-EGIV, which are EG based. If the
glycol type is unknown, the allowance times for SAE Type IV PG fluids should be used.
2 Takeoff is allowed up to 90 minutes after start of fluid application if the precipitation stops at or before the
allowance time expires and does not restart. The OAT must not decrease during the 90 minutes to use this
guidance in conditions of light ice pellets mixed with either: light freezing drizzle, moderate freezing drizzle,
light freezing rain, or light rain.
3 No allowance times exist for PG based fluids when used on aircraft with rotation speeds less than 100 knots.
4 No allowance times exist for PG based fluids when used on aircraft with rotation speeds less than 115 knots.
5 Ensure that the lowest operational use temperature (LOUT) is respected.
6 No allowance times exist in this condition for temperatures of 0 °C and below; consider use of light ice pellets
mixed with light freezing rain.
7 In the US, small hail is reported by METAR as GR and the remarks section is used to indicate “GR LESS
THAN ¼”. Outside of the US the METAR code GS is used to indicate small hail when it is less than 5 mm
and GR to indicate hail when it is 5mm or greater. If METAR does not report an intensity for small hail, use
the “moderate ice pellets or small hail” allowance times. If METAR reports an intensity with small hail, the
ice pellet condition with the equivalent intensity can be used, e.g. if light small hail is reported, the “light ice
pellets” allowance times can be used. This also applies in mixed conditions, e.g. if light small hail mixed with
light snow is reported, use the “light ice pellets mixed with light snow” allowance times.
8 No allowance times exist in this condition for temperatures of 0 °C and below.

CAUTIONS
• The responsibility for the application of these data remains with the user.
• Fluids used during ground de/anti-icing do not provide in-flight icing protection.
• This table is for departure planning only and should be used in conjunction with pretakeoff check procedures.
• Allowance time cannot be extended by an inspection of the aircraft critical surfaces.

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
TABLE 53: SNOWFALL INTENSITIES AS A FUNCTION OF PREVAILING VISIBILITY

NOTES
1 The METAR/SPECI reported visibility or flight crew observed visibility will be used with this visibility table to establish snowfall intensity for Type I, II, III
and IV holdover time guidelines, during snow, snow grain, or snow pellet precipitation conditions. This visibility table will also be used when snow, snow
grains, or snow pellets are accompanied by blowing or drifting snow, or when snow is mixed with ice crystals or freezing fog in the METAR/SPECI.
2 The use of Runway Visual Range (RVR) is not permitted for determining visibility used with the holdover tables.
3 Some METARs contain tower visibility as well as surface visibility. Whenever surface visibility is available from an official source, such as a METAR, in
either the main body of the METAR or in the Remarks (“RMK”) section, the preferred action is to use the surface visibility value.
Example for how to read and use the table: CYVO 160200Z 15011G17KT 1SM -SN DRSN OVC009 M06/M08 A2948
In the above METAR the snowfall intensity is reported as light. However, based upon the “Snowfall Intensities as a Function of Prevailing Visibility” table,
with a visibility of 1 statute mile, at night and a temperature of -6°C, the snowfall intensity is classified as moderate. The snowfall intensity of moderate - not
the METAR reported intensity of light - will be used to determine which holdover time guideline value is appropriate for the fluid in use.

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
Table 57: Type IV Fluids Tested for Anti-Icing Performance and Aerodynamic Acceptance

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
CAUTIONS AND NOTES FOR TABLE 57
CAUTIONS
• These tables list fluids that have been tested with respect to endurance time performance (Holdover
Times), anti-icing performance (Water Spray Endurance Testing/High Humidity Endurance Testing)
and aerodynamic acceptance (Type I: SAE ARP6207 §3.4.1, AMS1424 §3.5.2 and §3.5.3; Type II/
III/ IV: SAE ARP5718 §FOREWARD, AMS1428 §3.2.4 and §3.2.5) only. These tests were
conducted by APS Aviation Inc. (www.apsaviation.ca) and Anti-icing Materials International
Laboratory (AMIL) (www.uqac.ca/amil). The end user is responsible for contacting the fluid
manufacturer to confirm all other SAE AMS1424/1428 technical requirement tests, such as fluid
stability, toxicity, materials compatibility, etc. have been conducted. These technical requirement
tests are typically conducted by Scientific Material International (SMI) (www.smiinc.com) and AMIL,
or any acceptable source.
• LOUT data provided in these tables is based strictly on the manufacturer’s data; the end user is
responsible for verifying the validity of this data.
• Type I fluids supplied in concentrated form must not be used in that form and must be diluted.
NOTES
1 PG = conventional glycol (propylene glycol); EG = conventional glycol (ethylene glycol); DEG =
conventional glycol (diethylene glycol); NCG = non-conventional glycol (organic non-ionic diols and
triols, e.g. 1,3-propanediol, glycerine) and mixtures of non-conventional glycol and conventional
glycol; NG = non-glycol (e.g. organic salts) and mixtures of non-glycol and glycol.
2 Expiry date is the earlier expiry date of the Aerodynamic Test(s) or Water Spray Endurance Test.
Fluids that are tested after the issuance of this list will appear in a later update.
3 The values in this table were determined using test results from pre-production fluid samples when
available. In some cases, the fluid manufacturer requested the publication of a more conservative
value than the pre-production test value. The lowest operational use temperature (LOUT) for a given
fluid is the higher (warmer) of:
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given
aircraft type; or
b) The actual freezing point of the fluid plus its freezing point buffer (Type I = 10 °C/18 °F; Type
II/III/IV = 7 °C/13 °F).
Note: LOUTs are rounded to the nearest half degree Celsius and the values in degrees Fahrenheit
are calculated to the nearest whole degree.
4 The LOUT for Type I fluids that are intended to be diluted is derived from a dilution that provides the
lowest operational use temperature. For other Type I dilutions, determine the freezing point of the
fluid and add a 10 °C freezing point buffer, as a dilution will usually yield a higher and more
restrictive operational use temperature. Consult the fluid manufacturer or fluid documentation for
further clarification and guidance on establishing the appropriate operational use temperature of a
diluted fluid.
5 Type I concentrate fluids have also been tested at 50/50 (glycol/water) dilution.
6 If uncertain whether the aircraft to be treated conforms to the low speed, the middle speed or the
high speed aerodynamic test, consult the aircraft manufacturer. The aerodynamic test is defined in
SAE AS5900 (latest version).
7 The viscosity values in this table are those of the fluids provided by the manufacturers for holdover
time testing. For the holdover times to be valid, the viscosity of the fluid on the wing shall not be
lower than that in this table. The user should periodically ensure that the viscosity of a fluid sample
taken from the wing surface is not lower than that listed.
8 The alternate viscosity method should only be used for field verification and auditing purposes;
when in doubt as to which method is appropriate, use the manufacturer method. Viscosity
measurement methods are indicated as letters (in parentheses) beside each viscosity value. Details

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
of each measurement method are shown in the table below. The exact measurement method
(spindle, container, fluid volume, temperature, speed, duration) must be used to compare the
viscosity of a sample to a viscosity given in this table.
Fluid Temp.*
Method Brookfield Spindle* Container Speed Duration
Volume *
a LV1 (with guard leg) 600 mL low form (Griffin) 575 20 °C 0.3 rpm 10.0
beaker mL*** minutes
b LV1 (with guard leg) 600 mL low form (Griffin) 575 20 °C 0.3 rpm 33.3
beaker mL*** minutes
c LV2-disc (with guard leg) 600 mL low form (Griffin) 425 20 °C 0.3 rpm 10.0 minut
beaker mL*** es
d LV2-disc (with guard leg) 150 mL tall form 135 20 °C 0.3 rpm 10.0 minut
(Berzelius) beaker mL*** es
e SC4-34/13R small sample adapter 10 mL 20 °C 0.3 rpm 10.0
minutes
f SC4-34/13R small sample adapter 10 mL 0 °C 0.3 rpm 30.0
minutes
g SC4-31/13R small sample adapter 10 mL 20 °C 0.3 rpm 10.0
minutes
h SC4-31/13R small sample adapter 10 mL 20 °C 0.3 rpm 30.0
minutes
i SC4-31/13R small sample adapter 10 mL 0 °C 0.3 rpm 10.0
minutes
j SC4-31/13R small sample adapter 9 mL 20 °C 0.3 rpm 15.0
minutes
k SC4-31/13R small sample adapter 9 mL 0 °C 0.3 rpm 10.0
minutes
l SC4-31/13R small sample adapter 9 mL 0 °C 0.3 rpm 30.0
minutes
m SC4-31/13R small sample adapter 9 mL 0 °C 0.3 rpm 65.0
minutes
n LV0 ultra low adapter 16 mL 20 °C 0.3 rpm 10.0
minutes
o LV1 big sample adapter 50 mL 20 °C 0.3 rpm 10.0
minutes
p LV1 big sample adapter 55 mL 20 °C 0.3 rpm 10.0
minutes
q LV2-disc big sample adapter 60 mL 20 °C 0.3 rpm 10.0
minutes
* Spindle must be attached to a Brookfield viscometer model equipped with an LV spring.
** Sample temperature will affect readings; ensure sufficient time is allowed for sample to reach thermal
equilibrium before starting test. Use of a cooling bath strongly recommended.
*** If necessary, adjust fluid volume to ensure fluid is level with notch on the spindle shaft.
CAUTIONS AND NOTES FOR TABLE 57 (CONT’D)
9 Aerodynamic Performance and Anti-Icing Performance test data has expired; fluids listed in italics
will be removed from this listing four years after expiry.
10 Manufacturer has not provided fluid information as required in SAE ARP5718B; fluid may be
removed from this listing in subsequent revisions.
11 Manufacturer has indicated fluid was not tested.

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FAA HOLDOVER TIMEGUIDELINES WINTER 2022-2023
12 For UCAR™ ADF XL54, refer to primary site qualification of UCAR™ ADF Concentrate.
13 For UCAR™ PG ADF Dilute 55/45, refer to primary site qualification of UCAR™ PG ADF
Concentrate.
14 Dow UCAR™ ADF Concentrate, sold under the product name Inland ADF Concentrate, qualified
from 2015-09-04.
15 Refer to preproduction qualification of SafeTemp® ES Plus submitted by HOC Industries,
qualified from 2017-11-20.
16 Manufacturer has not provided an alternate method for measuring viscosity. Please use the
Manufacturer Method.

FOE ‐ De-icing/ Anti-icing Checklist_R04_03-Jan-2022 Page 21/21

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 DEPRESSURIZATION PROCEDURE VIA A599, W144 OVER CHINA
SEGMENT: ADBAG - IGNAK (NORTHWEST BOUND)
(Only Applicable for A321 aircraft)
TEMP CORRECTION
TEMP CORRECTION Procedure calculation based on
ISA+20 FL167
FL156 ISA+20 FL120
FL130 12mins Passenger Chemical Oxygen System
ISA+15 FL160
FL170 ISA+15 FL122
FL133 Radius NM
ISA+10 FL163
FL173 ISA+10 FL125
FL135
DADOL Ground Speed (Based on Bank Angle 15°)

ISA FL170
FL180 ISA FL130
FL140 480 12.5
ISA-10 FL176
FL188 ISA-10 FL134
FL146 500 13.6
ISA-20 FL183
FL196 ISA-20 FL139
FL152 520 14.7
FLIGHT LEVEL (FL)

Con nuing Procedure

Returning Procedure

SGM TUVKI ZAT

FL170 FL170
LXI VEDPO IGNAK
FL130
FL100 FL120
ZGNN (270 NM) FL100 ZUUU (80 NM)
VVNB (230 NM) 74NM 99NM 55NM 70NM 54NM ZUCK (125 NM)
ZPPP (56 NM)
Returning Procedure Continuing Procedure
1a.Return to land at Kunming (ZPPP) or 1.Descend to FL170, maintain until ZAT; then
1b.Descend to Fl170, maintain until TUVKI then SGM; then 2a.Descend to FL130, maintan until VEDPO; then descend to
2b.Descend to FL120, maintain until LXI; then FL100 or
3b.Descend to FL100 and should proceed to Hanoi (VVNB) 2b.Descend to FL130, maintan until IDSID; then descend to
FL100, then
or Nanning (ZGNN). 3.Proceed to Guiyang (ZUGY) or Chongqing (ZUCK).
CHANGES: Reissued. Rev 01 - 29 Oct 2021
 DEPRESSURIZATION PROCEDURE VIA G212, A599 OVER CHINA
SEGMENT: LUVEN - ADBAG (SOUTHEAST BOUND)
(Only Applicable for A321 aircraft)
Procedure calculation based on
ISA+20 FL167 ISA+20 FL130 12mins Passenger Chemical Oxygen System
ISA+15 FL170 ISA+15 FL133 Radius NM
ISA+10 FL173 ISA+10 FL135
TUVKI Ground Speed (Based on Bank Angle 15°)

ISA FL180 ISA FL140 480 12.5

7.2
ISA-10 FL188 ISA-10 FL146 500 13.6
7.8
ISA-20 FL196 ISA-20 FL152 520 14.7
8.5
FLIGHT LEVEL (FL)

Con nuing Procedure

Returning Procedure

ZAT SGM
FL170 FL170
VEDPO IDSID LXI
ZUGY (110 NM) FL130
ZUCK (150 NM) FL120 FL100
ZUUU (135 NM) FL100 ZGNN (270 NM)
ZUTF (115 NM) 5NM 70NM 59NM 99NM 74NM VVNB (230 NM)
ZPPP (60 NM)
Returning Procedure Continuing Procedure
1.Descend to FL170, maintain until ZAT; then 1a.Proceed to land at Kunming (ZPPP) or
2a.Descend to FL130, maintain until VEDPO, then descend to FL100, 1b.Descend to FL170, maintain until SGM; then
proceed to Chengdu (ZUUU) or Chengdu (ZUTF) 2b.Descend to FL120, maintain until LXI; then
2b.Descend to FL130, maintain until IDSID; then descend to FL100, 3b.Descend to FL100 and should proceed to Hanoi (VVNB)
proceed to Chongqing (ZUCK) or Guiyang (ZUGY) or Nanning (ZGNN).

CHANGES: Reissued. Rev 01 - 29 Oct 2021

 DEPRESSURIZATION PROCEDURE VIA B330 OVER CHINA
SEGMENT: JTG - JTA (NORTHWEST BOUND)
(Only Applicable for A321 aircraft)
Procedure calculation based on
ISA+20 FL167 ISA+20 FL130 12mins Passenger Chemical Oxygen System
ISA+15 FL170 ISA+15 FL133 OMBON Radius NM
Ground Speed (Based
ISA+10 FL173 ISA+10 FL135 on Bank Angle 15°)

ISA FL180 ISA FL140 480 7.2

12.5
ISA-10 FL188 ISA-10 FL146 500 7.8
13.6
ISA-20 FL196 ISA-20 FL152
FLIGHT LEVEL (FL)

520 8.5
14.7
Con nuing Procedure
Returning Procedure

MEXAD ELPAN
BESMI
FL170 FL170 XIXAN AKMAT
FL150
FL140
FL100
ZUTF (90 NM) FL100 ZLLL (40 NM) ZLIC (180 NM)
ZUUU (80 NM) 99NM 97NM 48 NM 30NM ZLIC (200 NM) ZBHH (410 NM)
ZLXY (350 NM)
Returning Procedure Continuing Procedure
1.Descend to FL170, maintain until MEXAD; then 1.Descend to FL170, maintain until ELPAN; then
2.Descend to FL100 and should proceed to Chengdu (ZUUU) 2.Descend to FL150, maintain until BESMI; then
or Chengdu (ZUTF). 3a.Descend to FL140, maintain until XIXAN; then descend to FL100
and proceed to Lanzhou (ZLLL) or Yinchuan (ZLIC) or Xi’an (ZLXY).
3b.Or descend to FL140, maintain until AKMAT, then descend to FL100
maintain until YBL then proceed to Yinchuan (ZLIC)/ Hohhot (ZBHH).
CHANGES: Reissued. Rev 03 - 29 Oct 2021
 DEPRESSURIZATION PROCEDURE VIA B330 OVER CHINA
SEGMENT: JTA - JTG (SOUTHEAST BOUND)
(Only Applicable for A321 aircraft)
Procedure calculation based on
ISA+20 FL167 ISA+20 FL130 12mins Passenger Chemical Oxygen System
ISA+15 FL170 ISA+15 FL133 OMBON Radius NM
Ground Speed (Based
ISA+10 FL173 ISA+10 FL135 on Bank Angle 15°)

ISA FL180 ISA FL140 480 7.2

12.5
ISA-10 FL188 ISA-10 FL146 500 7.8
13.6
ISA-20 FL196 ISA-20 FL152
FLIGHT LEVEL (FL)

520 8.5
14.7
Con nuing Procedure
Returning Procedure

ELPAN MEXAD
BESMI
AKMAT XIXAN FL170 FL170
FL150
FL140
ZLLL (40 NM) ZUTF (90 NM)
YBL FL100 ZUUU (80 NM)
ZLIC (180 NM) ZLIC (200 NM) 30NM 48 NM 97NM 99NM FL100
ZBHH (410 NM) ZLXY (350 NM)
Returning Procedure Continuing Procedure
1. Descend to FL170, maintain until ELPAN; then 1. Descend to FL170, maintain until MEXAD; then
2. Descend to FL150, maintain until BESMI; then 2. Descend to FL100 and should proceed to Chengdu (ZUUU)
3a. Descend to FL140, maintain until XIXAN; then descend to FL100
and proceed to Lanzhou (ZLLL) or Yinchuan (ZLIC) or Xi’an (ZLXY). or Chengdu (ZUTF).
3b. Descend to FL140, maintain until AKMAT, then descend to FL100
maintain until YBL then proceed to Yinchuan (ZLIC)/ Hohhot (ZBHH).

CHANGES: Reissued. Rev 03 - 29 Oct 2021