doc #: fod/sosp(a320)/03 revision: 01 dated: 07 sep,...

A320

SKARDU OPERATION SPECIAL PROCEDURES

Issued by: Crew Training Division / Technical Division Flight Operations Department

Doc #: FOD/SOSP(A320)/03 Revision: 01 Dated: 07 Sep, 2018

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A-320 SKARDU OPERATIONS SPECIAL PROCEDURES

Revision 01 07 SEP, 2018

Doc# FOD/SOSP(A-320)/03 Page No. 1

Controlled Document – Do Not copy without prior permission of Director Flight Operations/CoFO

SKARDU OPERATION

SPECIAL PROCEDURES A320 APPROVAL

ACTIVITY NAME DESIGNATION SIGNATURE

Prepared by Capt . Masood Ope l CPT (OPS)

Rev iewed by Capt . Omer Nazi r DCP A320

Rev iewed by Capt . W aseem Pi rzada CPSI

Approved by Capt . Uza i r Khan DFO/CoFO





GENERAL

Preface: Due to difficult topography, high surrounding mountains, augmented by unfriendly weather, PIA flight into Skardu (KDU) need to be flown in accordance with special procedures and with specific crew qualification. For safe operations, the Flight Crew is advised to be well conversant with Normal/Abnormal procedures while operating on this Route. Every endeavor should be made to successfully operate these flights without compromising safety. For continuation of flight, the enroute and KDU weather (Clouds amounts, cloud base, visibility, etc) should be assessed as stipulated in Jeppesen. Flight crew should assess the possibility of following normal descent profile or delaying TOD for overhead descent at KDU.

Preface:

A. Captains:

200 Hrs. in Command on the type.

Briefing by Training/Check Pilot.

One Route Familiarization as an Observer.

One Route Training, while flying in left seat, with Training/Check Pilot qualified for that route.

One Route Check, with Training/Check Pilot qualified for that route.

B. First Officers:

200 Hrs. as First Officer on the type.

Briefing by TraininglCheck Pilot.

One Route Familiarization as an Observer.

One Route Trainings, while flying in Right seat, with Training/Check Pilot qualified for that route.

One Route Check, with Training/Check Pilot qualified for that route.





C. Recency:

If a Captain or First Officer has not operated into Skardu for a period exceeding 6 months, one route training will be required.

Incase Captain or First Officer has not operated into Skardu for a period exceeding 12 months, the initial qualification requirements will apply.

Serviceability of Aircraft Equipment for Dispatch: For flight to KDU, following aircraft equipment should be serviceable ex-ISB:

APU

One H.F. Radio

KDU Data VHF 119.7, HF 5601, NDB 247 KHz ELEV: 7,316 FT AMSL, RWY 14 (12,000 FT x 100 FT) Transition ALT/LVL: 14,000 FT/FL 140 Approach Minima: 1,000 FT AAL Acceleration Altitude: 3,000 FT AAL RAMP-3 Coordinates: N3519.9 E07532.6

Flight Planning: Flight on ISB-KDU-ISB sectors can be planned as IFR/VFR between ISB-KAPMI. However between KAPMI-KDU, the flights must be planned as VFR. Preferably, the Departures/ Arrivals to & from ISB should be IFR (or Radar Vectors) to cater for all weather conditions.

Route:

ISB-KDU: OPIS-RN-J186-SD. OR OPIS-RN-J122-SD OR OPIS-BOBAM 1M-J131-GT-J155-DELDA-J125-SD

KDU-ISB: SD-J186-RN-OPIS





Fight levels: ISB-KDU: i. Normal IFR FL: 290 up to KAPMI, thereafter VFR: FL 275

to KDU. ii. Minimum Level for VMC Flight (e.g. to maintain below

high clouds) o ISB-KAPMI/GT: FL175 o Approaching KDU Valley: FL175

KDU-ISB: o Normal VFR FL 285 from KDU to KAPMI, thereafter IFR

FL 280 to ISB. Weather Minimum

ISB: Published minima's for takeoff/ Landing. If required, PEW/LHE to be designated as Takeoff Alternate.

Enroute:

May be IMC up to KAPMI. Thereafter, flight to KDU should be in VMC. "VFR on Top" is not permitted beyond KAPMI.

KDU: Overhead KDU must be VMC. Visibility 8 km (as per OM). KDU valley: Scattered clouds (3-4 Octas), Approach

Valley Clear/Partly Cloudy (towards DELDA), Mountain/hill tops Visible.

Fuel Requirements:,

Fuel is not available at KDU. On departure from ISB:

Check adequate Block Fuel to cater for return flight as well. Insert Fuel required for return (KDU-ISB) sector as "Reserve Fuel" in FMGS.





CONDUCT OF FLIGHT

1. NORMAL PROCEDURES ISB-KDU

Departure Ex-ISB:

Plan to cross KASMA above FL 160. Before departure, check HF serviceability. Preferably, the departure from ISB should be IFR to

cater for most meteorological conditions. In IFR (visibility < 5km): Plan BOBAM 1M or 1L

according to runway in use departure. Route via BOBAM.

In VFR: May execute visual departure to join Airway J122 to KASMA.

Enroute:

Radio:

Contact KDU on HF soon after KASMA. Obtain latest weather and confirm if there is any conflicting air traffic enroute. Air Traffic on this route will increase during periods when PAF aircraft are flying from KDU Air Base.

On change over from CHERAT, select on VHF 1 frequency 123.40 and make blind position reports. Subsequently monitor said frequency.

Select VHF 2 on freq 121.5.

Closely monitor TCAS for any conflicting air traffic, critical area being KAPMI onwards. When out of CHERAT radio control.

Weather Radar:

Approaching KAGLO Captain Selects "TERRAIN" mode and F/O selects weather mode.

If FMGS performance is doubtful, KAPMI position additional reference, ISB VOR Radial 021/119 nm may be

used.

Flight Level may have to be varied up 1 down based on





prevailing weather/ clouds. For Flight Levels above FL 290, coordinate with LHE Control. For FMGS en-route descent calculations, feed following restrictions in FMGS.

Speed 250KTS below FL200. BIREB: 210KTS 15,000FT. Overhead KDU: 170KTS 9,300 FT.

Descent:

APU:

When descending below FL 250, start APU.

If "Cold Soak" prevents APU start, 2nd attempt is to be made at a lower altitude.

In Case APU does not start, confirm serviceability of start cart for departure from KDU.

If Start cart is un-serviceable: DIVERT back to ISB.

If required, up to Flaps 1 may be used below FL 200 and speed reduced for shorter radius of turn while maneuvering initially during descent in the Indus valley after BIREB.

Entering KDU valley, use HDG mode to maneuver the aircraft visually.

Approach And Landing at KDU: Landing at KDU is restricted to runway 14 only (Max 10

KTS of tailwind), after reporting overhead KDU.

NOTE: STRAIGHT IN LANDING FOR RWY 14 - NOT PERMITTED.

After crossing BIREB (Zulu bend), start decelerating by "ACTIVATING APPROACH PHASE".

KDU Tower can be contacted on VHF after BIREB. When descending through FL 140, set KDU QNH. Plan to reach overhead KDU at 9,300 FT (2000 FT AGL)

with Flaps 1. Make a level turn to join left downwind for RWY 14 at

9,300 FT.





Select Flaps 2, gear down, Flaps 3. Approaching ridge on the right, select Flaps FULL. Turn right (Approximate HDG 350°) and start descending

with Shallow ROD. Complete LDG Checklist. Adjust HDG/Track/ROD to complete the left base turn. Roll out on Final 800-900 FT AGL, for landing on

RWY 14.

Delayed Descend: If "Overhead Descend" is required at KDU. Initially descend at 210 KTS with speed brakes. Once below FL 200, select Flaps 1. While descending below the hill tops, activate approach

phase. Position for left downwind RWY 14 at 9,300 FT.

Missed Approach:

Climb on RWY HDG. Maintain Flaps 1 /selected speed. At 9,300 FT, turn to join left downwind RWY 14. Complete normal circuit for another landing on RWY 14

2. KDU-ISB

Departure ex-KDU

Takeoffs are restricted to RWY 14 only (Max 10 KTS of tailwind).

Set thrust reduction/acceleration as 8300/10300.

Make a left turn and clean up. Maintain green dot speed by flying on selected speed.

Reaching beginning of SHIGAR Valley, make a left climbing turn towards KDU NDB.

From overhead KDU, proceed outbound 299° to DELDA (NAV).

Once out of FL 205, accelerate to maintain "max rate climb", climbing to FL 285.





3. Enroute: Radio:

Initially VHF and then HF with KDU up to KAPMI Give a blind Position Report on VHF-1 123.40; thereafter

monitor frequency for any conflicting traffic in the area. VHF-2 Stays on 121.5.

After KAPMI contact CHERAT Approach. If Climbing above FL: 290: Need to coordinate with LHE

Control also. Closely Monitor TCAS for any conflicting air traffic,

critical area being KDU-KAPMI before entering CHERAT Control Zone.

Over KAPMI, change to IFR FL 280, in coordination with CHERAT.

Descent, Approach and Landing at ISB: Follow standard procedure to land at ISB.





2. ABNORMAL PROCEDURES

Critical point (C1"s): CP's for ISB-KDU and KDU-ISB sectors are fixed as follows:

Engine Failure / Fire: DELDA

Pressurization Failure: KAPMI

ISB-KDU

Engine Failure / Fire: o UPTO CP (DELDA):

Initiate left turn, carry out abnormal check list, drift down and proceed to ISB through normal return route.

o PAST CP (DELDA) Carry out abnormal checklist, drift down and proceed on normal route to land at KDU.

Pressurization Failure: o UPTO CP (KAPMI) Initiate left descending turn, carry out abnormal

checklist. Once on normal return route towards ISB,

accelerate to MMO / VMO. Descend to and maintain FL 205 up to KAGLO. Thereafter, descend to and maintain FL 185 up to

DUBEB. Thereafter, descend to 12,500 FT or below and

proceed to land at ISB. o PAST CP (KAPMI): Carry out abnormal checklist. Proceed towards,

KDU. Descend along Indus Valley to FL 175 up to

DELDA. Thereafter, descend to and maintain FL 155 until

entering KDU Valley.

Thereafter, descend and arrive overhead KDU at 9,300 FT, make left downwind and land on RWY 14.





KDU-ISB

Engine Failure / Fire On Take Off:

Carry out engine fail procedure. Maintain RWY HDG until abeam Kidney Hills. Turn left Easterly HDG in the valley keeping green dot

speed. Climb to 9,300 FT. Approaching SHIGAR Valley, turn back towards KDU

activate approach phase , select flaps 1 and join left downwind for RWY 14.

Select flaps 2 and then flaps three. Gears can be delayed in case of high temperatures and weight. Refer "circling approach with one engine inoperative"

ABN 80.01A End of downwind select gears down and follow normal

procedure. Make left base to land on RWY 14.

En route:

o UPTO CP (DELDA)

Carry out the emergency procedure, drift down, and make a left turn to land at KDU.

o PAST CP (DELDA)

Carry out the emergency procedure, drift down and proceed to ISB though normal return route.

doc #: fod/sosp(a320)/03 revision: 01 dated: 07 sep,...

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