Airbus Standard

Operating Procedures

SOPs

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 1

Disclaimer:

The following document has been produced to be used in

conjunction with Microsoft Flight Simulator 2020 (MSFS2020).
The information within this document has been created to
replicate real-world airline procedures. The intention of this
document is to provide the flight simulator community an in-
depth look at what sort of information is published to real
world commercial airline pilots so that they can perform their
duties legally and safely.

This document has been produced purely for entertainment

purposes and SHOULD NOT be used for real world navigation
or use. Please refer to your company OMA, OMB, FCOM,
FCTM, Aerodrome Briefs and any other relevant NTC (notices
to crew) for real world guidance and procedures.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 2

Contents

Standard Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5

Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 6

Landing Flaps policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 8

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9

Normal Checklist use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9

Task sharing tables per stage of flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 10

Standard Operating Procedures - Expanded

Safety Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 26

Preliminary Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 26

Cockpit Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 37

Before Pushback or Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 47

At Pushback/Start Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 49

Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 51

Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 59

Departure Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 65

Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 67

Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 70

After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 76

Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 77

Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 80

Descent Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 82

Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 86

Approach
Approach General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 92

Approach Cross Reference table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 93

Surveillance Radar Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 94

Stable Approach Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 96

Stable Approach Criteria for Circling Approach . . . . . . . . . . . . . . . . . . . . . . . Page 97

Approach Speed Technique (Decelerated / Stabilised) . . . . . . . . . . . . . . . . . Page 97

Discontinued Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 98

Aircraft Configuration Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 100

Aircraft Guidance Management

Approach using LOC G/S guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 108

Approach using FINAL APP Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 116

Approach using FINAL APP Guidance for RNP AR . . . . . . . . . . . . . . . . . . . Page 120

Approach using FPA Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 128

Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 132

RNAV Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 136

Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page137

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 3

Landing
Manual Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 139

Automatic Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 143

Go Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 147

Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 149

After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 150

Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 155

Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 160

Securing the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 162

Appendix
Runway surface condition code matrix and crosswind limitations . . . . . . . Page 164

RVSM Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 165

Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End of document

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 4

Standard Operating Procedures

The standard operating procedures contained within this document have been
amended from real world Airbus standard operating procedures. The majority of
airlines that operate the Airbus 320 CEO/NEO aircraft use the manufacturers
recommended SOPs. Some airlines amend these SOPs and tweak them to their
preference. Slight variations of these SOPs can be found online and one airlines
procedures may differ slightly to another airlines procedures. However, the basic
procedures remain more or less consistent with each other and there is no right or
wrong way.

The SOPs contained within this document are a combination of Airbus

recommended procedures and procedures from other airlines that operate the
Airbus 320 CEO/NEO. They are not bias toward any particular airline and should be
perfectly useable within MSFS 2020. They also include many references towards
flying the A319 and A321 in case these airframes become more readily available in
the future. Working knowledge of aviation terms and is recommended to understand
the contents of this document.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 5

Limitations

Bank Angle Limitations

Under no circumstances should the bank angle exceed 30° in manual flight. In
exceptional circumstances, this can be increased to the aircraft limit commensurate
with safety considerations.

Wind limitations
• The maximum take-off limitation is 35 knots (including gusts). NEO

• The maximum take-off limitation is 38 knots (including gusts). CEO

• The maximum landing limitation is 38 knots (including gusts).

• The maximum tailwind is 15 knots for take-off and landing.

• Autolands:

• A319

- Headwind of 20 knots (15 knots for Single Engine)

- Tailwind of 10 knots (5 knots with CONF FULL with airport elevation over
5,750 ft or CONF3)

- Cross wind of 20 knots (10 knots for Single Engine)

• A320 CEO

- Headwind of 30 knots

- Tailwind of 10 knots

- Cross wind of 20 knots

• A320 NEO

- Headwind of 20 knots

- Tailwind of 10 knots

- Cross wind of 20 knots (15 knots for Single Engine NEO)

• A321 NEO

- Headwind of 15 knots

- Tailwind of 10 knots

- Cross wind of 10 knots

• Contaminated runways may have lower limitations. See RCAM Table in the
appendix.

More restrictive limitations may be applied by the local authority. Madeira for
example.

A rolling take-off procedure is strongly advised when the crosswind exceeds 20

knots.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 6

Runway surface conditions limitations for take-off and landing

It is strongly advised that take-off is not conducted on the following runway

conditions:

• Wet ice.

• Water on top of compacted snow.

• Dry snow or wet snow over ice.

Landing performance (Dispatch) is not permitted for runways covered with wet ice
or layered contaminants. In these circumstances, two destination alternates with
adequate runway surface conditions shall be selected.

Take off and landing is not permitted on runway reported at RWYCC 0.

Taxi speed limitations

Maximum taxi speed in a straight line is 30 knots.

Maximum speed in a turn should not exceed 10 knots for a 90° turn.

Single engine taxi limitations

Single engine taxi is permitted provided both engines have been run at idle for a
minimum of 3 minutes in order to prevent thermal shock.

Single engine taxiing should be avoided in the following conditions:

• If the taxi surface is slippery.

• Low Visibility Procedures (LVPs) are in force.

• Pushback completed via a ‘powerpush’ with the tug attached to the main landing
gear.

• APU or APU GEN are not serviceable.

• Technical defects affecting any of the following systems:

- Hydraulic: Yellow system electric pump shall be serviceable

- Electrical: GEN 1 shall be serviceable

- Pneumatic/Air conditioning: Air Pack 1 shall be serviceable

- Steering or braking capability

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 7

Landing Flaps Policy

The A320 family aircraft are certified for landing in CONF FULL and CONF3.

A319/320:
If the forecast tailwind at landing is greater than 10 knots, CONF FULL shall be used
for landing.

CONF3 should be considered, depending on the available runway length:

• To improve go-around performance

• If windshear/severe turbulence is considered possible during approach

CONF3 landings also reduce noise on the approach and save fuel. It should be
considered for this purpose provided:

• Care is exercised to achieve a stable approach

• No technical defects affecting landing performance

• No runway contamination

A321:
CONF FULL is preferred for normal operations

CONF3 landings shall not be performed for the purpose of fuel saving.

CAUTION: CONF3 landing increases tail strike risk

CONF3 should only be considered during normal operations, depending on

available runway length:

• To improve go-around performance

• If windshear/severe turbulence is considered possible during approach

To reduce tail-strike risk during CONF3 landing, it is recommended to increase

VAPP to minimum VLS+10 (in flight landing performance shall be computed
accordingly).

CONF3 may also be required as per ECAM or QRH ABN PROCEDURES.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 8

Standard Operating Procedures

General
The following section explains the standard operating procedures (SOPs) to be
followed when operating the aircraft. The items in the given procedures are listed in
sequence and follows a standardised scan of cockpit panels. The task sharing has
been condensed so that the setup of the aircraft for each stage of flight can be
successfully accomplished in a single pilot environment. These ‘scans’ are to be
performed by memory and assumes all systems are operating normally without any
failures present.

Normal checklist
The normal checklist is located at the end of this document for ease of reference or
printing.

The purpose of the normal checklist is to verify the aircraft is set up correctly for the
next stage of flight. This is normally conducted in a multi-crew environment. The
appropriate checklist is requested by the pilot flying (PF) and read out by pilot
monitoring (PM) in a challenge and response fashion. Given the limitations of the
flight simulator, it is not possible to have this interaction so great care must be taken
not to pay lip-service to the required response. As it will be a single pilot operation
in most cases, it is worth running the checklist when the aircraft has stopped prior
to a critical stage of flight (I.e. take-off). When airborne, choose an appropriate low
workload period to run any necessary checklists.

Checklist items with identified response: "AS RQRD" calls for the actual response
for the current condition of the particular system.

e.g. "ANTI ICE........ENGINE ON" would be the response.

For an checklist item with the "___" response, the actual response shall state or add
the value of the parameter.

e.g. "BARO REF........QNH ONE ZERO ONE FOUR" would be the response.

In summary, the normal checklists are NOT “TO DO” lists. They are to be run after
the aircraft has been set up from memory for the next stage of flight.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 9

Task sharing tables for each stage of flight

The following tables itemise each required step to set up the aircraft. These steps are run
from memory in anticipation to running a specific checklist. Items in the SOPs marked by (*)
are the only steps to be completed after a transit stop without flight crew change.
Otherwise the new crew perform all the items.

Note: Some cockpit switches may not be fully functional in MSFS.

SAFTEY EXTERIOR INSPECTION

CM1 (Captain) CM2 (First Officer)

WHEEL CHOCKS .................................. CHECK

L/G DOOR ............................ CHECK POSITION

APU AREA ............................................. CHECK

PRELIMINARY COCKPIT PREPARATION

CM1 CM2

Aircraft setup (safety checks before WEATHER RADAR ...................................... OFF

electrical power up:) PREDICTIVE WINDSHEAR .......................... OFF

ENG MODE selector ............................... NORM

ENG 1, 2 MASTER LEVERS ........................ OFF

L/G LEVER .............................................. DOWN

Both WIPER selectors ................................. OFF

Batteries check/external power: BAT ............................................. CHECK/AUTO

EXT POWER ................................................. ON

APU fire test/APU start: APU FIRE TEST ................................ PERFORM

APU START ........................................ AS RQRD

EXT POWER ....................................... AS RQRD

ADIRS: *All IR MODE selectors ............................... NAV

Air Conditioning: AIR COND panel ................................ AS RQRD

Cockpit check: SECURITY SEARCH .......................... AS RQRD

EMER EQPT .......................................... CHECK

C/B panels ............................................. CHECK

RAIN REPELLENT ................................. CHECK

GEAR PINS and COVERS ..................... CHECK

FAN COWL FLAGS ................................ CHECK

COCKPIT DOOR LOCKING SYS ........... CHECK

*Cockpit lights ................................... AS RQRD *Cockpit lights ................................... AS RQRD

EFB Initialisation:
*EFB ........................................................ START
*EFB ........................................................ START

*OFP ................................ CHECK/DOWNLOAD

*OFP ................................ CHECK/DOWNLOAD

NAV CHART DATABASE ........................ CHECK NAV CHART DATABASE ........................ CHECK

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 10

PRELIMINARY COCKPIT PREPARATION

CM1 CM2

Aircraft Acceptance:
*ECAM RCL pb .................................. PRESS 3s

*ECAM OXY PRESS .............................. CHECK

*ECAM HYD QTY ................................... CHECK

*ECAM ENG OIL QTY ............................ CHECK

TECH LOG & MEL/CDL ITEMS ............. CHECK

*AIRCRAFT ACCEPTANCE ............... PERFORM

PRELIMINARY PERFORMANCE PREPARATION

PF (Pilot Flying) PM (Pilot Monitoring)

Preliminary Performance Determination:

*AIRPORT WEATHER DATA .................. OBTAIN

*MEL/CDL ITEMS ............................... AS RQRD

*MEL/CDL ITEMS ............................... AS RQRD

*RTOW .............................................. COMPUTE

*RTOW .............................................. COMPUTE

*RLDW ............................. COMPUTE AS RQRD *RLDW ............................. COMPUTE AS RQRD

Before Walkaround: *NAV & LOGO LIGHTS .................................. ON

*ACCU/BRAKE PRESS .......................... CHECK

*FLAPS ................................. CHECK POSITION

*SPD BRK LEVER .......................... CHECK RET

*PARKING BRAKE ........................................ ON

*EXTERIOR WALKAROUND ............. PERFORM

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 11

COCKPIT PREPARATION

PF PM

Overhead Panel:
*ALL WHITE LIGHTS ..................... EXTINGUISH

*RCRD GND CTL .......................................... ON

CVR TEST ............................................... PRESS

EVAC sw ................................................... CAPT

EXTERIOR LIGHTS ...................................... SET

*SIGNS panel ............................................... SET

PROBE/WINDOW HEAT ........................... AUTO

LDG ELEV ................................................. AUTO

*PACK FLOW ...................................... AS RQRD

PACK 1 & 2 ......................................... AS RQRD

ELEC panel ............................................ CHECK

BAT ........................................................ CHECK

*FUEL panel ........................................... CHECK

ENG FIRE ..................................... CHECK/TEST

AUDIO SWITCHING ................................ NORM

PA (3rd occupant) ................................. RECEPT

MAINT panel .......................................... CHECK

CTR Instrument Panel:

*ISIS ....................................................... CHECK

*CLOCK ......................................... CHECK/SET

*A/SKID & N/W STRG ................................... ON

Pedestal:
*RMP ....................................... CHECK ON/SET

*ACP ........................................ CHECK ON/SET

*COCKPIT DOOR sw .............................. NORM

SWITCHING panel .................................. NORM

*THRUST LEVERS ...................................... IDLE

*ENG 1, 2 MASTER LEVERS ....................... OFF

*ENG MODE selector .............................. NORM

*PARKING BRAKE ........................... CHECK ON

GRAVITY GEAR EXTN ........... CHECK STOWED

*TRANSPONDER ...................................... STBY

COCKPIT PREPARATION (CONT)

PF PM

FMS Preparartion:
ENGINE & A/C TYPE ............................. CHECK

FM DATABASE VALIDITY ....................... CHECK

*NAVAID DESELECTION .................... AS RQRD

*INIT A ............................................. COMPLETE

*ADIRS POSITION .............................. AS RQRD

*F-PLAN .................... COMPLETE AND CHECK

*RADIO NAV ........................................... CHECK

*INT B .......................... ENTER PLANNED DATA

*PERF .................................................... CHECK

*SEC F-PLAN ....................... AS APPROPRIATE

*FMS PREPARATION ................ CROSSCHECK

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 12

COCKPIT PREPARATION (CONT)

PF PM

Glareshield:
*BARO REF ........................ SET/CROSSCHECK
*BARO REF ........................ SET/CROSSCHECK

*ALTIMETERS ........................................ CHECK

*ALTIMETERS ........................................ CHECK

*FD ................................................... CHECK ON

*FD ................................................... CHECK ON

*LS ...................................................... AS RQRD

*LS ...................................................... AS RQRD

*ND mode & range ............................. AS RQRD

*ND mode & range ............................. AS RQRD

*VOR/ADF selector ............................. AS RQRD

*VOR/ADF selector ............................. AS RQRD

*FCU ............................................................ SET

Lateral Console and Instrument Panel:

OXYGEN MASK ......................................... TEST
OXYGEN MASK ......................................... TEST

PFD/ND BRIGHTNESS ...................... AS RQRD

PFD/ND BRIGHTNESS ...................... AS RQRD

LOUDSPEAKER knob ................................. SET

LOUDSPEAKER knob ................................. SET

*PFD/ND ................................................ CHECK

*PFD/ND ................................................ CHECK

*LDG ELEV (ECAM) ................................ CHECK

*IRS ALIGN ............................................ CHECK

*ECAM STATUS ..................................... CHECK

*FOB ...................................................... CHECK *FOB ...................................................... CHECK

*NAV CHARTS .................................... PREPARE *NAV CHARTS .................................... PREPARE

*COCKPIT PREPARATION CHECKLIST ...................................................................... COMPLETE

BEFORE PUSHBACK OR START

PF PM

Weight and balance:

Preliminary load sheet ........................... OBTAIN
Preliminary load sheet ........................... OBTAIN

W&B data ............................................... CHECK

W&B data ............................................... CHECK

ZFW/ZFW CG ............ ENTER IN SCRATCHPAD

"W&B Validation" ........................... ANNOUNCE

"W&B Validation" .................... "CROSSCHECK"

ZFW/ZFWCG ......................... INSERT IN INIT B

EFB/MCDU TOW .............................. COMPARE EFB/MCDU TOW .............................. COMPARE

Takeoff Performance:
"Performance Validation" ............... ANNOUNCE

Takeoff data ...................................... COMPUTE

Takeoff data ...................................... COMPUTE

Takeoff data ........................... INSERT IN MCDU

TAKE OFF DATA CROSSCHECK ... ANNOUNCE

EFB/MCDU & T/O Perf data ............. COMPARE EFB/MCDU & T/O Perf data ............. COMPARE

SEATING POSITION ............................. ADJUST

SEATING POSITION ............................. ADJUST

MCDU ................................................. PERF TO

MCDU ...................................................... F-PLN

WINDOWS ........................................... CLOSED WINDOWS ........................................... CLOSED

LMC ....................................................... CHECK

LMC ....................................................... CHECK

W&B DATA ................ RE-COMUTE & VALIDATE

W&B DATA ................ RE-COMUTE & VALIDATE

TAKE OFF PERFORMANCE ....... RE-COMPUTE TAKE OFF PERFORMANCE ....... RE-COMPUTE

WELCOME PA (CM1) ........................ PERFORM

EXT POWER ................................ CHECK AVAIL

DOORS ................................... CHECK CLOSED

SLIDES ..................................... CHECK ARMED

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 13

AT PUSHBACK/START CLEARANCE

PF PM

PUSHBACK/START

CLEARANCE ......................................... OBTAIN

(FROM GROUND CREW)
PUSHBACK/START

CLEARANCE ......................................... OBTAIN

(FROM ATC)

BEACON ....................................................... ON
TRANSPONDER ....................................... AUTO

PED ................................................... FLT MODE PED ................................................... FLT MODE

If pushback is not required:

BEFORE START CHECKLIST ....................................................................................... COMPLETE

If pushback is required:
N/W STEER DISC MEMO ....................... CHECK

BEFORE START CHECKLIST ....................................................................................... COMPLETE

ELAPSED TIME ....................................... START

ENGINE START

PF PM

THR LEVERS .............................................. IDLE

ENG START ....................................... MONITOR
ENG MODE selector ........................ IGN/START

ENG 1 START ................................. ANNOUNCE

ENG 1 MASTER LEVER ................................ ON

ENG IDLE PARAMETERS ...................... CHECK

Repeat the start sequence for Eng 2 if OETO

not being performed

ENG MODE selector ............................... NORM

APU BLEED ................................................. OFF

ENG ANTI ICE .................................... AS RQRD

WING ANTI ICE .................................. AS RQRD

APU MASTER ..................................... AS RQRD

Y ELEC PUMP .................................... AS RQRD

On completion of PF after start flow pattern:

GND SPLRS ............................................... ARM

RUD TRIM ................................... CHECK ZERO

FLAPS .......................................................... SET

PITCH TRIM ................................................ SET

If no OETD:
ECAM STATUS ...................................... CHECK ECAM STATUS ...................................... CHECK

AFTER START CHECKLIST .......................................................................................... COMPLETE

TAXI CLEARANCE ................................. OBTAIN

If OETD:
TAXI CLEARANCE ................................. OBTAIN

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 14

TAXI

PF PM

EXTERIOR LIGHTS ...................................... SET

PARKING BRAKE ........................................ OFF

BRAKES ................................................. CHECK

If OETD, at a suitable point and in a straight

line:

ENG 2 START .................................... REQUEST

Y ELEC PUMP ............................................. OFF

APU BLEED .................................................. ON

ENG MODE selector ........................ IGN/START

ENG 2 START ................................. ANNOUNCE

ENG 2 MASTER LEVER ................................ ON

ENG IDLE PARAMETERS ...................... CHECK

ENG MODE selector ............................... NORM

APU BLEED ................................................. OFF

APU MASTER ..................................... AS RQRD

ENG ANTI ICE .................................... AS RQRD

WING ANTI ICE .................................. AS RQRD

ECAM STATUS....................................... CHECK

ECAM STATUS....................................... CHECK

AFTER START CHECKLIST .......................................................................................... COMPLETE

In all cases:
F/CTL ..................................................... CHECK
F/CTL ..................................................... CHECK

ATC CLEARANCE .............................. CONFIRM

PFD/ND .................................................. CHECK

PFD/ND .................................................. CHECK

BOTH FD ......................................... CHECK ON

FMA ....................................................... CHECK

FMA ....................................................... CHECK

AUTO BRAKE ............................................ MAX

TRANSPONDER ........................ CONFIRM/SET

ENG MODE selector .......................... AS RQRD

WX RADAR ................................................... ON

PRED WINDSHEAR ...................................... ON

TERR ON ND ...................................... AS RQRD

TERR ON ND ...................................... AS RQRD

T.O CONFIG pb ...................................... PRESS

T.O MEMO ............................. CHECK NO BLUE

SLIDING TABLE ....................................... STOW

SLIDING TABLE ....................................... STOW

EFB ..................................................... AS RQRD EFB ..................................................... AS RQRD

Departure Briefing (PEDS): T.O PERFORMANCE ......................... CONFIRM

EOSID ................................................ CONFIRM

FMS F-PLN/SID ..................................... CHECK

FCU ALT ................................................ CHECK

TAXI CHECKLIST ........................................................................................................... COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 15

DEPARTURE CHANGE

PF PM

FMS F-PLN/SID .................... REVISE AS RQRD

FCU ALTITUDE .............................. CHECK/SET

FCU ALTITUDE .............................. CHECK/SET

TAKEOFF DATA ..................... REVISE AS RQRD TAKEOFF DATA ..................... REVISE AS RQRD

FLAPS ............................................ CHECK/SET

DEPARTURE RE-BRIEFING ............................................................................................. COMPLETE

DEPARTURE CHANGE CHECKLIST ............................................................................ COMPLETE

BEFORE TAKEOFF

PF PM

CABIN REPORT .................................. RECEIVE

BRAKE TEMP ........................................ CHECK

BRAKE FANS (if on) ..................................... OFF

LINE-UP CLEARANCE .......................... OBTAIN

TCAS ........................................................ TA/RA

TAKE OFF RUNWAY .......................... CONFIRM

TAKE OFF RUNWAY .......................... CONFIRM

APPROACH ....................... CLEAR OF TRAFFIC

APPROACH ....................... CLEAR OF TRAFFIC

EXTERIOR LIGHTS ...................................... SET

ANTI ICE ............................................. AS RQRD

PACKS 1 & 2 ............................................... OFF

LINE UP CHECKLIST .................................................................................................... COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 16

TAKEOFF

PF PM

TAKEOFF CLEARANCE ......................... OBTAIN

EXTERIOR LIGHTS ...................................... SET

TAKEOFF ....................................... ANNOUNCE

CHRONO ................................................. START

CHRONO ................................................. START

SIDESTICK ......................................... AS RQRD

BRAKES ............................................. RELEASE

THRUST LEVERS ......................... FLX or TOGA

The Capt places their hands on the

thrust levers until V1

DIRECTIONAL CONTROL ........... USE RUDDER

PFD/ND ............................................. MONITOR

Below 80 knots: N1 .......................................................... CHECK

THRUST SET ................................. ANNOUNCE

PFD & ENG INDICATION ................... MONITOR

At 80 knots:
SIDESTICK ......................................... RELEASE

At 100 knots: ONE HUNDRED KNOTS ............... ANNOUNCE

100 knots .................................. CROSSCHECK

ANNOUNCE ................................... "CHECKED"

At V1: V1 ................................................... ANNOUNCE

At VR: ROTATION ............................................. ORDER

ROTATION ......................................... PERFORM

When positive climb: POSITIVE CLIMB ........................... ANNOUNCE

L/G UP ................................................... ORDER

L/G ................................................. SELECT UP

AP ....................................................... AS RQRD

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 17

TAKEOFF (CONT)

PF PM

At the thrust reduction altitude:

THRUST LEVERS .......................................... CL

PACK 1 & 2 ................................................... ON

At F speed:
FLAPS 1 ................................................. ORDER

FLAPS 1 ................................................ SELECT

At S speed:
FLAPS 0 ................................................. ORDER

FLAPS 0 ................................................ SELECT

GND SPLRS ......................................... DISARM

L/G .................................................. CHECK UP

EXTERIOR LIGHTS ...................................... SET

LANDING LIGHTS .............................. RETRACT

SEAT BELT SIGN .................................... CYCLE

AFTER TAKEOFF

PF PM

If the APU was used to supply the air

conditioning during takeoff:

APU BLEED ................................................. OFF

APU MASTER .............................................. OFF

ENG MODE selector .......................... AS RQRD

ANTI ICE ............................................. AS RQRD

CLIMB

PF PM

MCDU ............................................... PERF CLB

MCDU ...................................................... F-PLN

Latest at transition altitude:

SET STD ........................................ ANNOUNCE

BARO REF ..................................... STD CHECK

BARO REF ......................... STD CROSSCHECK

CRZ FL ............................................... AS RQRD

RADAR ................................. AS APPROPRIATE

ENG ANTI ICE .................................... AS RQRD

After passing FL100/10,000 ft:

COST INDEX ............................................ ZERO
LANDING LIGHTS ............ CHECK RETRACTED

SEAT BELTS ....................................... AS RQRD

EFIS OPTION ............................................ ARPT

EFIS OPTION ............................................ ARPT

NAVAIDS ................................................. CLEAR

NAVAIDS ................................................. CLEAR

SEC F-PLN ......................................... AS RQRD SEC F-PLN ......................................... AS RQRD

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 18

CRUISE

PF PM

COST INDEX ................................... RE-INSERT

ECAM MEMO ....................................... REVIEW

ECAM MEMO ....................................... REVIEW

ECAM SD PAGES ................................. REVIEW

ECAM SD PAGES ................................. REVIEW

FLIGHT PROGRESS .............................. CHECK

FLIGHT PROGRESS .............................. CHECK

OFP NAV LOG ................................ COMPLETE

FUEL .................................................. MONITOR

FUEL .................................................. MONITOR

If GPS PRIMARY LOST: ACARS DELAY ................................ COMPLETE

NAV ACCURACY ............................... MONITOR

RVSM ..................................................... CHECK

RADAR ................................. AS APPROPRIATE

DESCENT PREPARATION

PF PM

WEATHER & LDG INFO ......................... OBTAIN

NAV CHARTS ..................................... PREPARE

NAV CHARTS ..................................... PREPARE

STATUS PAGE ....................................... CHECK

LANDING CONDITIONS .................... CONFIRM

LANDING PERFORMANCE ................ AS RQRD

LANDING PERFORMANCE ................ AS RQRD

FMS .................................................... PREPARE

FMS .................................................... PREPARE

GPWS LDG FLAP 3 ............................ AS RQRD

GPWS LDG FLAP 3 ............................ AS RQRD

LDG ELEV .............................................. CHECK

LDG ELEV .............................................. CHECK

AUTO BRK ......................................... AS RQRD AUTO BRK ......................................... AS RQRD

FMS PREPARATION .................. CROSSCHECK

ARRIVAL BRIEFING ......................................................................................................... COMPLETE

RADAR ................... ADJUST AS APPROPRIATE

ANTI ICE ............................................. AS RQRD

DESCENT CLEARANCE ........................ OBTAIN

CLEARED ALTITUDE ON FCU .................... SET

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 19

DESCENT

PF PM

DESCENT ............................................. INITIATE

MCDU .................................... PROG/PERF DES

MCDU ...................................................... F-PLN

DESCENT ........................... MONITOR/ADJUST

TERR ON ND ...................................... AS RQRD TERR ON ND ...................................... AS RQRD

By FL200:
ISIS ..................................................... SET QNH
CPDLC ........................................ DISCONNECT

Before passing 10,000 ft or 10 min prior to PA ....... "Cabin Crew, Prepare cabin for landing"

landing: SEAT BELTS .................................................. ON

On passing 10,000 ft:

EFIS OPTIONS ......................................... CSTR
EFIS OPTIONS ......................................... CSTR

LS pb .................................................. AS RQRD
LS pb .................................................. AS RQRD

NAVAIDS ............................... AS RQRD/CHECK

If GPS PRIMARY LOST:

NAV ACCURACY ................................... CHECK

ENG MODE selector .......................... AS RQRD

SLIDING TABLE ....................................... STOW

SLIDING TABLE ....................................... STOW

EFB ..................................................... AS RQRD EFB ..................................................... AS RQRD

LANDING LIGHTS .............................. AS RQRD

When cleared to descend to an altitude:

SET QNH ....................................... ANNOUNCE
BARO REF ........................ QNH CROSSCHECK

BARO REF .................................... QNH CHECK

APPROACH CHECKLIST .............................................................................................. COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 20

 APPROACH

PF PM

Initial approach:
F-PLN SEQUENCING ........................... ADJUST

Approx 15nm from touchdown:

APPR PHASE ....................... CHECK/ACTIVATE

MANAGED SPEED ................................ CHECK

FLIGHT PATH .................................... MONITOR

SPEED BRAKE lever .......................... AS RQRD

NAV ACCURACY ................................... CHECK

RADAR ................... ADJUST AS APPROPRIATE

(If not GPS PRIMARY)

Intermediate/Final approach:

At green dot:

FLAPS 1 ................................................. ORDER

FLAPS 1 ................................................ SELECT

S SPEED .................................................................................................................... CHECK or SET*

Passing Final Approach Fix (FAF) or Final

Descent Point (FDP): PASSING (FIX NAME) and
ALTITUDE ....................................... ANNOUNCE
PASSING FIX/ALTITUDE .................... CONFIRM

Latest by 2,000 ft / 6nm from runway

threshold (decelerated approach):
FLAPS 2 ................................................. ORDER
FLAPS 2 ................................................ SELECT

F SPEED .................................................................................................................... CHECK or SET*

When FLAPS 2:

L/G DOWN ............................................. ORDER

L/G ............................................ SELECT DOWN

AUTO BRAKE .................................... CONFIRM

GND SPLRS ............................................... ARM

EXTERIOR LIGHTS ...................................... SET

When L/G down:

FLAPS 3 ................................................. ORDER

FLAPS 3 ................................................ SELECT

ECAM WHEEL PAGE ............................. CHECK

For FLAPS FULL landing and when FLAPS 3:

FLAPS FULL .......................................... ORDER
FLAPS FULL ......................................... SELECT

SPEED TARGET ......................................................................................................... CHECK or SET*

A/THR ........... CHECK IN SPEED MODE or OFF

WING A.ICE (if not RQRD) ........................... OFF

LDG MEMO ........................... CHECK NO BLUE

CABIN REPORT ................................ RECEIVED

LANDING CHECKLIST .................................................................................................. COMPLETE

*PF for automatic approach / PM for manual approach

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 21

APPROACH (CONT)

PF PM

FLIGHT PARAMETERS ...................... MONITOR

ANY EXCEEDANCE ....................... ANNOUNCE

At 1,000 ft above TDZE:

AUTO CALLOUT ...... MONITOR or ANNOUNCE

ONE THOUSAND .............................. CONFIRM

At 500 ft RA:
AUTO CALLOUT ...... MONITOR or ANNOUNCE

APPROACH STABLE ..................... ANNOUNCE

APPROACH STABLE ......................... CONFIRM

Or

GO-AROUND ......................................... ORDER

MANUAL LANDING

PF PM

AP ................................................................ OFF

Around 30 ft RA:
FLARE ............................................... PERFORM
ATTITUDE .......................................... MONITOR
THRUST levers ........................................... IDLE

At touchdown:
DEROTATION ....................................... INITIATE

BOTH REVERSER LEVERS ....... REV MAX/IDLE

GND SPLRS ..................... CHECK/ANNOUNCE

DIRECTIONAL CONTROL ................... ENSURE REVERSERS ..................... CHECK/ANNOUNCE

If autobrake is selected: AUTO BRK ........................................ MONITOR

DECELERATION ............... CHECK/ANNOUNCE

If landing without autobrake:

BRAKES ............................................. AS RQRD
DECELERATION ............... CHECK/ANNOUNCE

At 70 knots:
SEVENTY KNOTS .......................... ANNOUNCE
BOTH REVERSER LEVERS ........................ IDLE

At taxi speed:
REVERSERS ............................................ STOW

Before 20 knots:
AUTO BRK ........................................... DISARM

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 22

AUTOMATIC LANDING

PF PM

At 350 ft RA:
LAND on FMA .................. CHECK/ANNOUNCE

ILS COURSE .......................................... CHECK

At 40 ft RA:
FLARE on FMA ................. CHECK/ANNOUNCE
FLARE ............................................... MONITOR

At 30 ft RA:
THRUST IDLE ........................................ CHECK

At 10 ft RA: "Retard"
THRUST LEVERS ....................................... IDLE

LATERAL GUIDANCE ........................ MONITOR

At touchdown:
ROLL OUT on FMA .......... CHECK/ANNOUNCE

GND SPLRS ..................... CHECK/ANNOUNCE

BOTH REVERSER LEVERS ....... REV MAX/IDLE

REVERSERS ..................... CHECK/ANNOUNCE

DIRECTIONAL CONTROL ................. MONITOR

AUTO BRK ........................................ MONITOR

DECELERATION ............... CHECK/ANNOUNCE

At 70 knots:
SEVENTY KNOTS .......................... ANNOUNCE
BOTH REVERSER LEVERS ........................ IDLE

Before 20 knots:
AUTO BRK ........................................... DISARM

End of rollout:
REVERSERS ............................................ STOW

AP ................................................................ OFF

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 23

GO AROUND

PF PM

Simultaneously apply the following three

actions:

THR LEVERS .. TOGA or TOGA then FLEX/MCT

ROTATION (if AP disconnected) ....... PERFORM

"GO-AROUND, FLAPS!" ................ ANNOUNCE

FLIGHT PARAMETERS ...................... MONITOR

FLAPS.............................RETRACT ONE STAGE

FMA .................................. CHECK/ANNOUNCE

FMA ....................................................... CHECK

POSITIVE CLIMB ........................... ANNOUNCE

L/G UP ................................................... ORDER

L/G.......................................................RETRACT

NAV or HDG ....................................... AS RQRD

AP ....................................................... AS RQRD

At G/A thrust reduction altitude:

THRUST LEVERS .......................................... CL

At go-around acceleration altitude:

SPEED TARGET ................................ MONITOR

At 'F' Speed:
FLAPS 1 ................................................. ORDER

FLAPS 1 ................................................ SELECT

At 'S' Speed:
FLAPS 0 ................................................. ORDER
FLAPS 0 ................................................ SELECT

GND SPOILERS ................................... DISARM

L/G ................................................... CHECK UP

EXTERIOR LIGHTS ...................................... SET

AFTER LANDING

PF PM

When vacating the runway:

GND SPLRS ......................................... DISARM

EXTERIOR LIGHTS ...................................... SET

WX RADAR .................................................. OFF

PREDICTIVE WINDSHEAR .......................... OFF

ENG MODE selector ............................... NORM

FLAPS ................................................ RETRACT

TCAS ......................................................... STBY

ANTI ICE ............................................. AS RQRD

PACK 2 ............................................... AS RQRD

GPWS LDG FLAP 3 ..................................... OFF

APU .................... WHEN APPROPRIATE START

FCU pb ............................................. DESELECT

TERR ON ND ............................................... OFF

BRAKE TEMP .................................... MONITOR

BRAKE FAN ........................................ AS RQRD

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 24

 PARKING

CM1 CM2

EXT LIGHTS ................................................ SET

PA .......................................................................

ACCU PRESS ........................................ CHECK

"CABIN CREW DISARM DOOR FOR ARRIVAL"

PARKING BRK .............................................. ON

ANTI ICE ...................................................... OFF

Y ELEC PUMP ............................................. OFF

ENG 1, 2 MASTER LEVERS ........................ OFF

SLIDES ............................... CHECK DISARMED

SEAT BELTS ................................................ OFF

BEACON LT ................................................. OFF

ELAPSED TIME ........................................ STOP

WING LIGHT ............................................... OFF

TRANSPONDER ................... STBY/CODE 2000

PACK 1 & 2 .................................................. OFF

PHONE ........................................................ ON
FUEL PUMPS/XFR ............................. AS RQRD

EFB TRANSMITTING MODE ........................ ON EFB TRANSMITTING MODE ........................ ON

PARKING CHECKLIST .................................................................................................. COMPLETE

ECAM STATUS ...................................... CHECK

IRS PERFORMANCE ............................. CHECK

TECH LOG ...................................... COMPLETE FUEL QUANTITY ................................... CHECK

BRAKE FAN ........................................ AS RQRD

APU BLEED ........................................ AS RQRD

EXT POWER ................................................. ON

APU ............................................................. OFF

SECURING THE AIRCRAFT

CM1 CM2

PARK BRAKE .................................. CHECK ON

EFB ..................................................... AS RQRD

EFB ..................................................... AS RQRD

DU's ............................................................. DIM

DU's ............................................................. DIM

All IR MODE selectors ................................. OFF OXY CREW SUPPLY ................................... OFF

EXTERIOR LIGHTS ..................................... OFF

APU BLEED ................................................. OFF

APU MASTER .............................................. OFF

EMER EXIT LT ............................................. OFF

NO SMOKING ............................................. OFF

BAT 1 & 2 ..................................................... OFF

SECURING THE AIRCRAFT CHECKLIST .................................................................... COMPLETE

If GPU Available:

MAINT BUS .................................................. ON

EXT PWR ..................................................... OFF

Keeping the consistency and discipline with the SOPs ensures that items and tasks
do not get missed and the flight is performed as economically and safely as
possible. It takes a while for these scans to become embedded into memory and
although it seems like a lot to learn, the rewards are there once mastered! 




Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 25

Standard Operating Procedures - Expanded

Safety Exterior Inspection

This inspection ensures that the aircraft and its surroundings are safe for operations.
On arriving at the aircraft check for obstructions in the vicinity, e.g. engineering
activity, refuelling, etc.

WHEEL CHOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

If the wheel chocks are not in position, the flight crew must check that the parking
brake is set with sufficient accumulator pressure.

LANDING GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK POSITION

WARNING: Do not pressurise the green hydraulic system without clearance
from ground personnel, if any gear door is open. Remember that the green
hydraulic system is pressurised if the yellow system is pressurised and the
PTU is on AUTO.

APU AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Observe that the APU inlet and outlet are clear.

Preliminary Cockpit Preparation

The prelim cockpit preparation is completed as flow patterns

The flight crew performs the preliminary cockpit preparation to ensure that all
required safety checks are completed.

Aircraft setup

These checks shall be completed before electrical power is applied to the aircraft
systems. 



Weather Radar

RADAR sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WINDSHEAR/PWS sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF



ENG
ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
ENG 1, 2, MASTER LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

L/G
L/G Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

WIPERS
Both WIPER Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 26

Preliminary Aircraft Setup Flow:

1. RADAR & PRED W/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

2. ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
3. ENG 1 & 2 MASTER LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. L/G LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
5. BOTH WIPER selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 27

Batteries Check/External Power
• IF the aircraft has not been electrically supplied for 6 h or more, perform the
following check:
• BAT 1 pb and BAT 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
• BAT 1 and 2 Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ABOVE 25.5v
Battery voltage above 25.5 v ensures a charge above 50%. This is also the
minimum charge required for APU FIRE TEST/APU START

WARNING: Do not perform APU fire test if battery voltage is at or below 25.5v
as this may result in the discharge of the APU fire extinguisher bottle.

• IF the battery voltage is at or below 25.5 v:

A charging cycle of about 20 min is required.

• BAT 1 pb and BAT 2 pb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

• EXT PWR pb-sw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check on the ELEC SD page, that the battery contactor is closed and the
batteries are charging.

After 20 mins

• BAT 1 + 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
• BAT 1 and 2 Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ABOVE 25.5v
• BAT 1 + 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

• If battery voltage is above 25.5 v:

• BAT 1 pb and BAT 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
If the APU is started on batteries only, it should be started within 30 mins
after the selection of batteries to AUTO (35 mins after battery selection to
AUTO, the battery charge is less than 25% of maximum capacity)

• IF the aircraft has been electrically supplied during the last 6 h:

• BAT 1 pb and BAT 2 pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

• If AVAIL light in on:

• EXT PWR pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 28

APU fire test/APU test

WARNING: The automatic shutdown of the APU and the discharge of the APU
fire extinguisher bottle may occur if the flight crew presses the APU fire test
pb for more than 3 seconds.

APU FIRE TEST

APU FIRE pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN and GUARDED
AGENT lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
APU FIRE TEST pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS and MAINTAIN
TEST RESULT:

Check that the APU fire detection and extinguishing system is operative:

• APU FIRE warning on (if AC power available)

- ECAM APU FIRE displayed

- CRC (Continuous Repetitive Chime - Audio Master warning)

- MASTER WARNING LIGHT

• APU FIRE pb sw lighted red

• SQUIB light and DISCH light on

APU start
• If EXT PWR light is on:
Starting the APU should be delayed to shortly before ENG start for noise or fuel
saving reasons unless APU is required for air conditioning.

CAUTION: Aerodrome local procedures regarding APU usage shall be

respected.

APU MASTER pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
APU START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note: Wait at least 3s before selecting APU START pb sw

EXT PWR pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

The flight crew should keep ON the external power units to reduce the APU load,
particularly in hot weather conditions.

• If EXT PWR light is off:

APU MASTER pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
APU START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note: Wait at least 3s before selecting APU START pb sw

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 29

ADIRS
*ALL IR MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV
A complete IRS alignment must be performed in the following cases:

• Before the first flight of the day

• When there is a crew change

• When the GPS is not available and the NAVAIDS coverage is poor on the
expected route, or

• When the GPS is not available and the expected flight time is more than 3 hours

A fast IRS alignment must be performed if a complete IRS alignment is not

necessary and the difference between the IRS position and the FMGC position is at
or above 5nm (see MCDU POSITION MONITOR page)

To perform an alignment, the aircraft must be stopped on ground. Do not align the
IRS during engine start, or while the engines are running or with the slats extended
(see parking)

In the case of aircraft movement during the IRS alignment, the flight crew must
perform a new full alignment.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 30

Overhead Panel Flow Pattern:

1. BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check/AUTO
2. EXT POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. APU FIRE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
4. ALL IR MODE selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 31

Air conditioning
If available, ground air unit is preferable for air conditioning in cold or hot weather
conditions.

Do not use APU BLEED if the ground personnel confirms that a LP or HP ground
unit is connected to the aircraft.

Whenever possible, where ambient condition do not make the cabin environment
uncomfortable, leave the APU bleed and air conditioning PACKs off until
immediately prior to engine start.

To reduce APU bleed air/pack contamination events, the procedure below shall be
applied when using APU bleed with air conditioning packs on ground.

External power may be kept ON to reduce the APU load, especially in hot
conditions.

When APU BLEED pb sw in ON, keeping the EXT PWR pb ON enables to increase
the bleed air flow of the APU, thus improving the efficiency of the air conditioning.

X BLEED selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

APU BLEED pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Use of the APU BLEED should be delayed for at least ONE minute after APU start to
allow for APU thermal stabilisation.

PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU BLEED pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Use of Air Conditioning PACK(S) shall be delayed for at least ONE minute after
selection of APU BLEED to exhaust any contaminates.

PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
In hot weather ambient conditions, both air conditioning PACKs may need to be
used to achieve a comfortable cabin environment.

Zone temperature selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Full range temperature is 6° - 24°C (42.8° - 75.2°F)

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 32

Cockpit check
SECURITY SEARCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
EMER EQPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Rear and Overhead CIRCUIT BREAKERS (C/B) Panel . . . . . . . . . . . . . . . CHECK
RAIN REPELLENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CAUTION: Never use rain repellent to wash the windshield and never use it on
a dry window.

GEAR PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

FAN COWL FLAGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

(CEO) Check that the two fan cowl flags/keys are on board and correctly stowed

(NEO) NEO aircraft do not require fan cowl keys. An ECAM Caution "ENG 1(2) FAN
COWL NOT CLSD is displayed when an engine fan cowl is not closed.

*COCKPIT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Set INT LT, FLOOD LT, INTEG LT (including glareshield and FCU)

EFB initialisation
*EFB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that the Aircraft EFB battery level.

Download flight plan from external if necessary.

*OFP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Download OFP onto EFB if necessary.

NAV CHART DATABASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Download route navigation charts if necessary.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 33

Aircraft Acceptance
*RCL pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS 3s
This action recalls all the warnings that the flight crew cleared or cancelled during
the last flight

ECAM pages
On the DOOR sd page:
*OXY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PRESSURE
• IF OXY pressure is half boxed in amber:
• MIN FLT CREW OXY CHART . . . . . . . . . . . . . . . . . . . . . CHECK PRESSURE
Verify that the pressure is sufficient for the flight (refer to FCOM limitations)

On the HYD sd page:

*RESERVOIR FLUID LEVEL . . . . . . . . . . . . . . . CHECK WITHIN NORMAL RANGE
Note: The volume of the hydraulic fluid in the reservoirs may change with
Outside Air Temperature. As a result, the reservoir fluid level that appears on
the HYD SD page may be outside of the normal range with no HYD RSVR LO
AIR PR or HYD RSVR LO LVL ECAM warning. If the fluid level is outside of the
normal range, contact Maintenance Control to determine if service is required.

On the ENG sd page:

*ENG OIL QTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(CEO): Check that the oil quantity is at or above 9.5 qt + estimated consumption or
0.5 qt/h

(NEO): Check that the minimum oil quantity is the highest value of:

• 10.6 qt

• 8.9 qt + estimated consumption of 0.5 qt/h

Note 1: (NEO) if the engines have been shut down for more than 60 mins,
decrease the above quantities by 3 qt to take into account the oil thermal
expansion.

Note 2: (NEO) if the engine oil quantity indication does not appear on the END
SD page, set the ENG 1 and 2 FADEC GND PWR pb sw on the overhead
maintenance panel to ON. After the check of the engine oil quantity, set the
ENG 1 and 2 FADEC GND PWR pb sw to OFF.

AIRCRAFT TECH STATUS MEL/CDL ITEMS . . . . . . . . . . . . . . . . . . . . . . . CHECK

*AIRCRAFT ACCEPTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 34

Preliminary Performance Determination
*AIRPORT INFORMATION & WEATHER DATA . . . . . . . . . . . . . . . . . . . . . OBTAIN
Obtain departure airport data for the take off performance calculations. This should
include Airfield weather and departure runway.

*MEL/CDL items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW AS RQRD

*RTOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPUTE
Using performance software, calculate the Regulated Take Off Weight (RTWO) and
compare that to the planned TOW from the OFP

*RLW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPUTE AS RQRD

Using preliminary weather for destination and alternate, compute the Regulated
Landing Weight or Distance against the planned landing weight.

Note: The computation of the RLW is not required if the flight crew can ensure
that the RLW is limited by the maximum structural landing weight. This is only
applicable when DRY or WET runway surface conditions are expected.

Before Walkaround
*NAV & LOGO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Set to NAV & LOGO 1. Set NAV & LOGO 2 only if NAV & LOGO 1 fails

*ACCU PRESS indicator and BRAKES PRESS indicator . . . . . . . . . . . . . CHECK

Check for normal indications

The ACCU PRESS must be in the green band. If required use the electric pump on
the yellow hydraulic system to recharge the brake accumulator.

*FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK POSITION

Check the upper ECAM display to confirm that the FLAPS position agrees with the
lever position.

*SPD BRK LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK RET

Check speed brake lever is RETRACTED and DISARMED.

*PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
*EXTERIOR WALK AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 35

Before Walk Around Flow Pattern:

1. NAV & LOGO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

2. ACCU/BRAKE PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK POSITION
4. SPD BRK LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK RET
5. PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 36

Cockpit Preparation

Overhead panel
During the scan sequence of the overhead panel:
*ALL WHITE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH
With exception of Air Conditioning PACK(S) and CTR TANK PUMPS/XFR VALVEs
until refuelling is completed, it is a general rule to turn off all of the white lights
during the scan sequence; therefore, these actions are not listed here.

During the scan of the overhead panel, check also that the only amber lights are the
GEN FAULT lights

RCRD
*RCRD GND CTL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note: Before engine start, the RCRD GND CTRL pb sw may revert to AUTO in
the case of electrical transient between EXT PWR and APU GEN. In that case,
the flight crew must set the RCRD GND CTL pw sw back to ON.

LOUDSPEAKER VOLUME KNOB . . . . . . . . . . . . . . . . . . . . . . . OFF (BOTH SIDES)

ACP INT/RAD sw (CAPT & FO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to INT

INTERPHONE VOLUME RECEPTION KNOB (CAPT & FO) . . . . . . . . . . .RELEASE
Turn the volume to a minimum.

CVR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESS and MAINTAIN

Note: The parking brake must be ON to perform the CVR test.

The CVR test is successful when an audio test signal is heard through the
loudspeakers and the CVR TEST pb is pressed and maintained.

EVAC
CAPT and PURS/CAPT EVAC sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT

EXTERIOR LIGHTS
STROBES sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
BEACON sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NAV & LOGO sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
REMAINING EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

SIGNS
*SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Delay until refuelling has been completed if applicable.

*NO SMOKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

Note: Leaving the NO SMOKING Sign to ON prevents the emergency batteries
from charging.

*EMERG EXIT LT selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 37

PROBE/WINDOW HEAT
PROBE/WINDOW HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AUTO

CABIN PRESS
LDG ELEV knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

AIR COND
*PACK FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Select:

• LO if the number of passengers is:

• 319/320 below 130

• 321 below 160

• HI for abnormally hot and humid conditions

• NORM for all other operating cases

If the APU is supplying air HI flow is automatically selected regardless of switch

position.

ELEC BAT Check

Scan and check there are no AMBER lights, except GEN FAULT lights

ELEC sys SD page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

BAT 1 pb sw and BAT 2 pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
This action initiates a charging cycle of the batteries.

10 s after setting the BAT pb sw to ON, check on the ELEC SD page that the current
charge of the battery is below 60 A and is decreasing.

• IF the charge of at least one battery is not below 60 A:

Wait until the end of the charging cycle of the batteries and perform this check
again.

*FUEL
CAUTION: (NEO) If the FUEL MODE SEL pb sw is unduly left in the MAN
position on ground, when the CTR TK L XFR pb sw and CTR TK R XFR pb sw
are not in the OFF position:

There is a possibility of fuel spillage. In this configuration, the center tank fuel
transfer will not stop when the wing tanks become full.

FUEL MODE SEL pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AUTO

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 38

ENG 1 & ENG 2 FIRE
ENG 1 FIRE pb sw and ENG 2 FIRE pb sw . . . . . . . . . CHECK IN and GUARDED
AGENT 1 and AGENT 2 light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
ENG 1 TEST pb and ENG 2 TEST pb . . . . . . . . . . . . . . . . . PRESS and MAINTAIN
The flight crew should maintain the TEST pb pressed during the time of the test.

TEST RESULT
Check that all the ENG FIRE detection and extinguishing systems are operative:

• CRC (Continuous Repetitive Chime - Audio Master warning)

• MASTER WARNING LIGHT flashes

• The ECAM displays the ENG 1 FIRE, ENG 2 FIRE alerts

• All ENG FIRE pb sw turn red

• SQUIB light and AGENT light on

• All DISCH lights of the AGENT pb come on

• All FIRE lights on the ENG MASTER panel come on.

Audio Switching and Vent Panel

AUDIO SWITCHING selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
VENT ALL lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK OFF
ACP 3 PA reception knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECEPT
This allows cabin attendant announcements to be recorded on the CVR.

For proper recording, set volume at or above medium range.

Maintenance Panel
ALL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
Check lights out. If not out, select associated pb sw to OFF.

Center Instrument panel

*ISIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Adjust brightness, check IAS, altimeter readings, altimeter setting and attitude
display.

Check no flags - Reset attitude if necessary.

Note: Use of the ISIS bugs function is not recommended.

Clock
*Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/SET

Nosewheel Steering
*A/Skid and N/W STRG sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 39

Pedestal
RMP/ACP
*RMP/ACP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Green NAV light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
COM Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TUNE
Use VHF 1 for ATC (only VHF is available in emergency electrical configuration), VHF
2 for ATIS, company frequencies and monitoring the Guard frequency (121.5). VHF 3
is normally devoted to ACARS (DATA).

INT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS OUT/VOLUME CHECK

VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HF (if required for flight) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check transmission and reception

• Do not transmit on HF during refuelling

Cockpit Door
*COCKPIT DOOR sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM

Switching Panel
All selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM

ENG
*Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
ENG 1 & 2 MASTER Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
*ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

Parking Brake
*PARKING BRAKE handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
*BRAKE PRESS indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check for normal indication on the ACCU and BRAKE PRESS indicator.

GRAVITY GEAR EXTN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STOWED

ATC TRANSPONDER
*TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
TRAFFIC sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABV
ALT RPTG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
To prevent possible interference to radar surveillance systems, TCAS should not be
selected before the holding point/lining up.

CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2000
SYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Select SYS 1 or 2 according to which Pilot is PF for the next sector.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 40

FMS Preparation
At electrical power up, the FMGS's and FCU run through various internal tests.
Allow enough time (3 minutes) for tests completion and do not start to press push
buttons until the tests are over. If the "PLEASE WAIT" message appears, do not
press any key until the message disappears.

ENGINE and AIRCRAFT TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

FM Database validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
*NAVAID DESELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
NAVAID DESELECTION is not required if GPS PRIMARY. If not in GPS Primary and
if NOTAMs warn of any unreliable DME or VOR/DME, select MCDU DATA, then
POSITION MONITOR. Access the SEL NAVAID page, and deselect the related
navaid.

*FLIGHT PLAN INITIALZATION/INIT A . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

• Uplink route via ACARS

• Check/modify alternate (ALTN)

• Enter flight number

• Enter Cost Index

• LEAVE Cruise Altitude blank

- Leaving the Cruise Altitude blank ensure that when the winds are downloaded,
all winds at various FLs are downlinked allowing more accurate FMGC
computations. If the Cruise FL is entered, only the cruise FL winds will be
downloaded.

• IRS INIT

- Confirm or insert position coordinates for the IRS alignment.

Alignment based on GPS position available:

- The position initialitzation is automatic. The position for the initialization of the IRS
is the GPS position. However the flight crew can manually override the automatic
position initialization. The IRS crosschecks the flight crews manual entry with the
GPS position.

WINDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWNLOAD AS APPROPRIATE

Enter CLB, CRZ and DES winds if time permits in order to enable accurate ECON
speed and fuel computations. History winds for climb may be used if appropriate. If
time does not permit, the OFP wind component may be entered in the INIT B page.
This will only affect TRIP FUEL/TIME computations.

Note: Uplink of WIND - Select WIND REQUEST to download all FL winds.

TROPO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
GND TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
Aircraft fitted with FMS R2 have a "GND TEMP' field at LSK 6R. The ground
temperature should be entered here to optimise the climb.

CRZ FL/TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT

Once the winds have been downloaded, enter Planned CRZ FL and CRZ TEMP.
Modify if necessary taking into account actual gross weight.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 41

*F-PLN A page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
The flight crew must check, modify or insert (where applicable) the F-PLN in the
following order, according to the data given by ATIS, ATC or MET.

• Lateral revision at departure airport. Select RWY, SID and TRANS (if applicable)

• Lateral revision on WPT for ROUTE modification if necessary

• Vertical revision. Check or enter climb speed limits according to ATC clearance

• Enter step altitude as appropriate

• Lateral revision at arrival airport. Insert expected RWY, approach and STAR

Check the F-PLN using the F-PLN page and ND PLAN mode versus the OFP and or
navigation chart

Check TIME & DIST at bottom of F-PLAN page and compare against OFP for any
major discrepancies.

Check EFOB and compare against OFP

*RADIO NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT AS NECESSARY


Check the VOR, ILS and ADF turned by the FMGC.

Modify them if required and check that the correct identifier is displayed on the ND
and PFD (ILS). If unsatisfactory, go through the audio check and compare with the
morse identifier. 



*INIT B
ZFW/ZFW CG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
Enter the estimated ZFW from the OFP and the default ZFW CG of 30%

The OFP ZFW is calculated based on the estimated payload distribution and hold
luggage.

The flight crew should insert the weights after completing all other insertions.

TAXI FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT

Amend as necessary

RTE/RSV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
Amend as necessary

ALTN/TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
Insert estimated alternate fuel form OFP. This helps the FMGC calculate an accurate
BLOCK fuel.

FINAL/TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check FINAL fuel is correct with final reserve fuel from OFP and amend if
necessary.

MIN DEST FOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Compare value against CNR FUEL from OFP.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 42

TRIP WIND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT or COMPARE
Insert trip wind component from OFP if winds weren't downloaded in initial INIT A
setup.

FUEL PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Press the "FUEL PLANNING" button to allow the FMGC to calculate a minimum
BLOCK fuel needed to safely complete the flight. Compare this value with the OFP
and over write with the actual BLOCK fuel that is loaded.

EXTRA TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW

Take consideration to how much extra "time" the aircraft has over CNR fuel.

PERFORMANCE TAKE OFF PRESELECTION

*THR RED/ACCEL altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
Standard thrust reduction and acceleration altitude is 1000 ft AAL. If NADP 1 is
known, set the ACCEL to 3000 ft AAL or as necessary.

Climb, cruise and descent speed preselection

*PRESET SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
If the flight is cleared for a close in turn or close in altitude/climb gradient constraint,
the flight crew may preselect Green Dot speed on the PERF CLB page. Once the
CLB phase is active, the preselected speed will be displayed in the FCU speed
window and on the PFD (Blue symbol). Once the turn is completed or the altitude/
climb gradient constraints have been cleared, the pilot will resume the managed
speed profile by pressing the SPD selector on the FCU.

Consideration should be given to aircraft at heavier weight where Green Dot may be
higher than the speed constraint. Auto flap retraction may be required to comply
with the speed constraint (This involves Flap 1+F being left deployed and the flaps
allowed to auto retract at 210 knots leaving CONF 1 (slats only) to enable 220 knots
to be flown when Green Dot speed is greater than 220 knots).

Similarly, the pilot may select at CRZ Mach number on the PERF CRZ page
(constant CRZ Mach segment for example). When the CRZ phase is active, the pre-
selected CRZ Mach number will be displayed on the PFD and in the FCU window.

When ECON MACH number may be resumed, the crew can press the SPEED FCU
selector.

In either of the above cases, the pilot may cancel the CLB or CRZ pre-selected
SPD/MACH prior to activating the related phase by selecting ECON on the PERF
CLB or CRZ pages.

SPD LIM is defaulted to 250 knots below 10,000 ft in the managed speed profile.
This may be either cleared or modified on the VERT REV page at the origin (or a
climb waypoint).

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 43

*SECONDARY F-PLN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
This is routinely the EOSID for the expected departure runway with an immediate
return or diversion to a suitable return alternate. However, consideration may be
given to the following:

If there is a change of runway or SID during taxi, prepare for it by copying the active
flight plan and making the necessary modifications.

Glareshield
*EFIS Control Panel
*BAROMETRIC REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . SET/CROSSCHECK
• Set QNH on the EFIS control panel and on the ISIS

• Check the barometric reference and altitude indications on the PFDs and on the
ISIS

*ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The maximum difference is:

• ± 20 ft between both PFDS

• ± 100 ft between ISIS and PFDs

Check the difference between each altitude indication (in the QNH reference)
displayed on PFDs and the airport elevation is less than 75 ft.

*FDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Both should be ON unless unserviceable.

*LS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
*ND mode and range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
*VOR/ADF selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Display VOR and ADF needles as needed.

FCU
*SPD/MACH window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DASHED
*HDG V/S - TRK/FPA pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
*ALT window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
For all SID types the first stop altitude should be set.

Note: Do no engage the Autothrust on the ground as it may generate the

AUTO FLT A/THR OFF warning at engine start.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 44

Lateral Console
OXYGEN MASK TEST - First flight of the day only.
WARNING: To prevent hearing damage to ground crew connected to the
intercom system, inform them that a loud noise may be heard in the headset
when performing this test.

OXYGEN MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

On the ECAM/DOOR OXY page:

REGUL LO PR Message . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO DISPLAYED
The crew must perform this check after having checked all masks. It ensures that
the LP valve is open. Due to residual pressure between the LP valve and the oxygen
masks, an LP valve failed in the closed position may not be detected during the
oxygen mask test.

Instrument Panels
PFD and ND brightness knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Loudspeaker knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
*PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check that the PFD/ND are not transferred

• Check for correct display when ATT and HDG are available

• Check IAS, FMA, initial target altitude, altimeter readings, VSI, altimeter setting,
heading and attitude display

*ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check for the correct display

• Crosscheck the compass indication on the ND and DDRMI (Where fitted)

• Check heading, initial waypoint, VOR & ADF indications

ECAM Control Panel

*PRESS pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check that the CAB PRESS page displays LDG ELEV AUTO to confirm the correct
position of the LDG ELEV selector

*STS pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check that INOP SYS display is compatible with any MEL

ADIRS
*IRS ALIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
On the POSITION MONITOR page, check that the IRS are in NAV mode and check
the distance between each IRS and the FMS position is lower than 5nm. Select
ROSE ARC mode and confirm the aircraft position is consistent with the position of
the airport, the SID and the surround navaids.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 45

Fuel On Board
*FUEL ON BOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check that ECAM fuel on board corresponds to the planned fuel

• Check the fuel imbalance is within limits

• Crosscheck that the sum of the Fuel On Board (FOB) at the end of the last flight
and the fuel uplift (if any) is consistent with the current FOB.

FOB After Refulling Abnormal Discrepancy Above:

Up to 6 tons 400 kgs

Between 6 tons and 12 tons 500 kgs

More than 12 tons 600 kgs

Departure Briefing
*NAV CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
*DEPARTURE BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

*COCKPIT PREPARATION CHECKLIST

Checklist trigger: Departure briefing and aircraft acceptance completed

Note: Weight and balance and take off performance may already be completed
before LMC (final load sheet). These items will be confirmed during BEFORE
START checklist.

A/C ACCEPTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED

Confirm the technical condition has been reviewed. MEL/CDL items etc. Once
satisfied the aircraft is in an airworthy condition the pilot announces "COMPLETED"

FUEL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KG/BALANCED

Check the FOB and distribution on the FUEL SD page and ensure it matches
planned FOB.

Announce e.g. "SEVEN THOUSAND THREE HUNDRED AND SIXTY KILOGRAMS,

BALANCED".

SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check the SELT BELT memo and announce "ON"

ADIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV
Check in the FMGC that the ADIRS are in NAV and announce "NAV"

BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH____

Check and read the QNH BARO setting on the PFD and announce e.g. QNH ONE
ZERO ONE FIVE"

COCKPIT PREPARATION CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . COMPLETED

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 46

Before Pushback or Start

Weight and balance:

PRELIMINARY LOAD SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
W&B DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/VALIDATE
ZFW/ZFW CG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENTER IN SCRATCHPAD
"WEIGHT AND BALANCE VALIDATION" . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ZFW/ZFWCG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT IN INIT B
EFB/MCDU TOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPARE

Takeoff Performance:
"PERFORMANCE VALIDATION" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPUTE
TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INESRT IN PERF PAGE
"TAKEOFF DATA CROSSCHECK" . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
EFB/MCDU & T.O PERF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPARE

Seating Position
SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
Adjust seating position so that the red and white balls align.

MCDU
FMS PERF TO Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
It is recommended to display the PERF TO page on the PF side.

FMS F-PLN page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

It is recommended to display the F-PLN page on the PM side.

Windows
WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Check DV windows are closed and the RED indicator is visible on the handle.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 47

When Passenger Load Confirmed (Boarding Complete)
LAST MINUTE CHANGES (LMC) . . . . . . . . . . . . . . . . . . . . . . COMPLETE/CHECK
In the case of an LMC, re-compute performance data and revise FMGS data as
appropriate.

W&B DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RE-COMPUTE & VALIDATE

TAKEOFF PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RE-COMPUTE

WELCOME PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
During LVOs the passengers shall be instructed to turn off and stow their Personal
Electronic Devices (PEDs).

EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AVAIL

CAUTION: Disconnection of the external power with the EXT PWR pb sw ON
may cause injury to the ground crew. Request disconnection of the external
power only with the EXT PWR pb sw AVAIL.

EXT PWR DISCONNECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REQUEST

Request that external power be removed.

DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED

• Check that the cockpit door is closed and locked (no cockpit door open/fault
indication)

• Check on the ECAM lower display that all the aircraft doors are closed

SLIDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED

Check on the ECAM lower display that all slides are armed

In the event of FEGP being provided by the airbridge during an external air start, it
will be necessary for cabin crew to arm the doors with the airbridge still connected
or in very close proximity. This is permitted.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 48

At Pushback/Start Clearance

PUSHBACK/START CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

• Obtain ground crew clearance. Establish communications and confirm ground
crew checks are completed before calling ATC for pushback/start clearance

• Obtain pushback/start clearance.

Confirm the status of the doors and hatches on the ECAM DOOR page and also the
E/WD memo for the appropriate nosewheel steering selector position. For normal
pushback with the selector in the towing position "N/W STRG DISC" is displayed in
green (Amber with one engine running). For self manoeuvring and pushback with a
powerpush unit, the nosewheel selector should be in the normal position and no
NW STRG DISC memo should be displayed.

BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When cleared for start of pushback, set BEACON sw to ON.

TRANSPONDER Mode sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO

PEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT MODE

If pushback required:
N/W STEERING MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DISPLAYED
Prior to pushback (conventional or towbarless), the nosewheel steering selector
bypass pin must be in the tow position. The "NW STRG DISC" ECAM memo shall
be displayed.

CAUTION: Do not use the brakes during pushback, unless required due to an
emergency.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 49

BEFORE START CHECKLIST
Checklist trigger:

• Pushback clearance or start clearance received; and

• Before start actions completed

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check the ECAM memo and announces "ON"

TO DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRMED
Check the final take off data has been inserted and announces "CONFIRMED".

WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Check the windows are closed and announces "CLOSED".

PED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT MODE

Check their PEDs and mobile phones are in "flight mode" or off and announces
"FLIGHT MODE".

DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED & ARMED

Check the cockpit door is closed and checks the DOOR SD page that all cabin
doors are closed and armed and announces "CLOSED & ARMED".

BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check the BEACON sw in ON on the overhead panel and announce "ON".

BEFORE START CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

ELAPSED TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Turn the elapsed timer function on the main clock to "RUN". This is to time the
block time of the flight should the internal ACARS OOOI function fails.

Pushback

Pushback Communications
During pushback the crew will liaise with the ground crew using standard calls and
monitor ATC. Only the standard terms "Brakes Set" and "Brakes Released" must be
used in communications to the ground crew.

For pushback without headset it is acceptable to start engines during the pushback
provided the ground personnel are briefed and agree. The crew must maintain
visual contact with the ground crew and used standard ICAO hand signals.

When pushback is completed:

PARK BRK handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

BRAKE PRESS indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check for normal indications.

Ask for the ground crew to disconnect the pushback tug.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 50

Engine Start

Note 1: ENG 1 is normally started first and the decision whether to OETD can
still be made after ENG 1 start. If OETD is not to be performed, ENG 2 will be
started immediately after ENG 1.

Note 2: For engine start with external pneumatic power (ASU) or APU GEN
inoperative; start one engine on stand before pushing back (preferably ENG 1)
then as required disconnect GPU/ASU and complete pushback if required.
Start second engine as appropriate. Liaise with ground crew regarding the
sequence and method of starting and inform ATC. Due to the location of the
HP AIR valve, the ASU is often parked in front of ENG 1 when starting engines
with an ASU. In this case, it is normal to start ENG 2 first and then ENG 1 on
the pushback via the crossbleed procedure.

Automatic Engine Start

Use the automatic engine start procedure in most circumstances. However, if the
start aborts due to insufficient starter inlet air pressure (e.g. on high airfields), or in
case of low pressure from and external ASU, it is recommended to use the manual
start procedure instead of the automatic start procedure.

If, during engine start the ground crew report a fuel leak from the engine drain mast,
run the engine at idle for 5 minutes. If the leak disappears during these 5 minutes,
the aircraft can be dispatched without maintenance action. If the leak still persists
after 5 minutes, shut the engine down and require maintenance personnel
investigate the source of the leak.

THR LEVERs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

WARNING: Engine start will occur regardless of thrust lever position! Thrust
will rapidly increase to the corresponding thrust lever position, causing a
hazardous situation if the thrust levers are not at IDLE.

ENG MODE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN/START

Inadvertent selection of the Parking Brake to ON during pushback can occur during
engine start if the ENG MODE SELECTOR is not correctly identified and confirmed.

The pilot starting the engine points to the ENG MODE SELECTOR and calls "ENG
MODE SELECTOR"

The pilot then states "START" and selects the IGN/START commanded position.

The lower ECAM displays the ENG SD page.

ENGINE 1 START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

Engine 1 is usually started first.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 51

After all amber crosses and message have disappeared on the engine parameters
(Upper ECAM display) and ENG SD page:

ENG MASTER 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
• Parameter callouts are not mandatory.

• (NEO): Depending on the engine thermal state, the FADEC can command an
automatic dry cranking before the start of the engine. The dry cranking may last
up to approximately one minute. During the dry cranking, the FADEC logic limits
the maximum N2 to 30%. During the dry cranking, the vibration level increases
but remains below the amber display limit in normal operating conditions.

• In case the electrical power supply is interrupted during the start sequence
(indicated by the loss of ECAM DUs), abort the start by switching OFF then ENG
MASTER 1 sw. Then perform a 30 s dry crank.

On ECAM Upper Display On ECAM Lower Display

N2 increases Corresponding start valve in line.

Bleed pressure indication green.

Oil pressure increases.

(CEO) At 16% N2
Indication of the active igniter (A or B).
(NEO) Above 20% N2, when the automatic dry
cranking is completed

(CEO) At 22%

(NEO) Abover 20% N2, when the automatic dry

cranking is completed.

FF increases

15 seconds (max) after fuel is on

EGT increases

N1 increases

(CEO) At 50% N2
Start valve closing (it is fully closed between
50% and 56% N2)

Igniter indication off.

(NEO) at 55% N2
Igniter indication off.

(NEO) at 63% N2 Start valve closing.

Note: The engine may not start on the first attempt. The crew should not abort
the start sequence while the FADEC automatically manages a second attempt.

When idle is reached (AVAIL indication is displayed):

ENG IDLE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

At ISA sea level:

• N1 about (CEO) 19.5%, (NEO) 19%

• N2 about (CEO) 58.5%, (NEO) 68%

• EGT about (CEO) 390°C, (NEO) 520°C

• FF about (CEO) 275 kg/h, (NEO) 290 kg/h

Grey background on N2 indication disappears.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 52

AFTER ENGINE 1 START, DECIDE WHETHER TO PERFORM OETD OR NOT:

One-engine taxi creates a fuel imbalance. Therefore, the crew should pay particular
attention to the fuel imbalance limitation for the next take off.

Crew should also consider the following prior to one engine taxi out operations:

• Ramp and taxi slope

• Ramp and taxiway composition

• Taxi thrust requirements and jet blast

• Direction and degree of turn away after pushback and during initial taxi

• Any conditions that may lead to an unacceptable workload

IF OETD is being performed, proceed to AFTER START

IF OETD is NOT being performed:

ENG 2 START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

ENG MASTER 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Same procedure as for engine 1.

Both pack valves reopen with 30 second delay after the second engine N2 is above
50%.

After Start
ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
After start, to avoid thermal shock, the crew must operate the engine at idle or near
idle for at least 3 minutes before advancing the thrust levers to a high power setting.
Taxi time at idle may be included in the warm up period.

(NEO): If the the OAT is below -29°C, the crew should operate the engine at idle or
near idle for up to 5 minutes in order to ensure the engine oil temperature is above
19°C before takeoff.

APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

This action enables to avoid ingestion of engine exhaust gases.

APU BLEED valve closes, ENG BLEED valves open.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 53

ENG ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Turn on engine anti ice during all ground operations when icing conditions are
present or expected.

CAUTION: In icing conditions, the crew must turn on the engine anti ice and
should not wait until seeing ice building up.

Note:
• Icing conditions exist when the OAT (on ground or after take off) or the TAT
(in flight) is at or below 10°C and visible moisture in any form is present
(such as clouds, fog with visibility of 1,600m or less, rain, snow, sleet or ice
crystals).
• Icing conditions also exist when the OAT on the ground and for takeoff is at
or below 10°C and operating on ramps, taxiways or runways where the
surface snow, standing water or slush may be ingested by the engines, or
freeze on the engines, nacelles or engine sensor probes.

A319/A320 CEO Ice Shedding

During ground operations, when in icing conditions and the OAT is +3°C or less, for
more than 30 minutes, or if significant engine vibration occurs, the following
procedure should be applied for ice shedding:

CAUTION: If, during thrust increase, the aircraft starts to move, immediately
retard the thrust levers to IDLE.

If ground surface conditions and the environment permit, the crew should set
parking brake to ON or brake with pedals and accelerate the engines to
approximately 70% of N1 for 30 seconds at intervals no greater than 30 minutes.

In addition, this engine acceleration should also be performed just before takeoff,
with particular attention to engine parameters to ensure normal engine operation. If
ground surface or environment do not permit engine acceleration to 70%, then
power setting and dwell time should be as high as practical.

When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy
snow, ice shedding may be enhanced by additional run ups at intervals, to not
exceeding 10 minutes, advancing thrust to 70% N1 momentarily (no hold time).

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 54

A320/321 NEO Ice Shedding

During ground operations, when in icing conditions and the OAT is +3°C or less, or
if significant engine vibration occurs, the following procedure should be applied for
ice shedding:

CAUTION: If, during thrust increase, the aircraft starts to move, immediately
retard the thrust levers to IDLE.

If ground surface conditions and the environment permit, the crew should set
parking brake to ON or brake with pedals and accelerate the engines to
approximately 50% of N1 for 5 seconds at intervals no greater than 60 minutes.

In addition, this engine acceleration should also be performed just before takeoff,
with particular attention to engine parameters to ensure normal engine operation. If
ground surface or environment do not permit engine acceleration to 50%, then
power setting and dwell time should be as high as practical.

WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

On ground when wing anti ice is switched on, the anti ice valves open for about 30
seconds for a self test sequence, then close as long as the aircraft is on the ground.

APU MASTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Keep on if OETD is performed or required for performance purposes

IF OETD is being performed:

Y ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
This pressurises the yellow hydraulic system (nosewheel steering) without using the
PTU

On completion of the above actions:

GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

RUD TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ZERO

If RUD TRIM position indicator is not at zero, press the reset pb.

Note: After the reset, the crew may observe an indication of up to 0.3° (L or R)
in the RUD TRIM position indication.

FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF

On slush cover, or snow covered taxiways:
Flap selection should be delayed until reaching the holding point in order to avoid
contaminating the flaps/slats mechanism.

FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK POSITION

Check the position of the flaps on the ECAM upper display and cross check with
the MCDU TO perf page.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 55

PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set takeoff pitch trim handwheel according to the % TOWCG recorded on final
loadsheet.

• IF OETD is being performed:

Do NOT complete the "After start" checklist.

CLEAR TO DISCONNECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

If engine is started on stand: request chocks to be removed.

Verify that NW STRG DISC message is not present.

Wait until all ground personnel and equipment are clear prior to asking for
taxi clearance.

• IF OETD is NOT being performed:

ECAM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that there is no status reminder (STS) on the ECAM upper display. If the
status reminder is displayed, press the STS pb.

Note: When operating with PACK 2 OFF, the status will show PACK 2 in the
INOP sys column.

Verify that NW STRG DISC message is not present.

Wait until all ground personnel and equipment are clear prior to completing the after
start checklist.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 56

After Start Flow Pattern:

1. ENGINE MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

2. APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
4. APU MASTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
5. Y ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS RQRD
6. GND SPRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
7. RUD TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ZERO
8. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
9. PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
10. ECAM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 57

AFTER START CHECKLIST
Checklist trigger:

• After BOTH engine starts and on hand signal from ground personnel.

OR

• OETD: During taxi, after ENG 2 start completed.

ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

The pilot confirms the wing anti ice and engine anti ice pb on the overhead panel
and announces "OFF", "ENGINES ON" or " ENGINES ON, WINGS ON".

ECAM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

The pilot confirms that the STS reminder is not displayed or checks what system is
INOP and announces "CHECKED"

PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ____%

The pilot checks the pitch trim wheel is set to the expected takeoff CG value and
announces e.g. "TWENTY NINE POINT NINE PERCENT".

RUDDER TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL

The pilot checks the rudder trim is within the tolerance of ±0.3° and announces
"NEUTRAL".

AFTER START CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 58

Taxi

TAXI CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

EXTERIOR LIGHTS
NOSE sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI
• When crossing a runway:

• STROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

RWY TURN OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that brake pressure is zero (triple indicator). Slight residual pressure may be
indicated for a short period of time.

THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

The crew will need a little power above idle thrust to move the aircraft.

To reduce risk of engine damage by FOD and to reduce risk caused by jet blast, a
maximum of 40% N1 should not be exceeded during ground manoeuvring/taxi.

BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION: If the aircraft has been parked in wet conditions for a long period,
the first brake application at low speed is less effective.

If an arc is displayed on the ECAM WHEEL SD page above the brake temperature,
set the brake fans to ON.

• IF OETD and when appropriate:

ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Engine 2 must be started so that it is operated at idle or near idle during a warm up
period of 3 minutes to avoid thermal shock when advancing the thrust to a high
power setting.

(NEO): Depending on the engine thermal state, the FADEC can command an
automatic dry cranking before the start of the engine. The dry cranking may last up
to approximately one minute. During the dry cranking, the FADEC logic limits the
maximum N2 to 30%. During the dry cranking, the vibration level increases but
remains below the amber display limit in normal operating conditions.

Note 1: During engine start, a slight jerk forward may occur if the brakes are
applied while the aircraft is moving.

Note 2: Maintain taxi in a straight line during at least 5 seconds after the
selection of the ENG 2 MASTER lever to ON in order to ensure the PTU auto
test is completed.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 59

Y ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Correct operation of the PTU will be tested during ENG 2 start.

CAUTION: IF NWS is lost when the Y ELEC PUMP is switched OFF the aircraft
should be brought to a stop in a straight line, using differential braking if
required, the PARK BRK should be applied and ENG 2 started.

APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGN/START
ENGINE 2 START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Wait until the start pressure is established as displayed on ECAM before ENG 2
start, in order to ensure that the bleed system valves are no longer in transit. This
time delay will prevent ENG 1 stall.

ENG 2 MASTER lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

Note 1: During engine start, a slight jerk forward may occur if the brakes are
applied while the aircraft is moving.

Note 2: Maintain taxi in a straight line during at least 5 seconds after the
selection of the ENG 2 MASTER lever to ON in order to ensure the PTU auto
test is completed.

ENGINE IDLE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

AFTER START procedure apply:

ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
ENGINE ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
ECAM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that there is no status reminder (STS) on the ECAM upper display.

If the status reminder is displayed, press the STS pb.

Note: When operating with PACK 2 OFF, the status will show PACK 2 in the
INOP sys column.

AFTER START Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 60

In all case during taxi after both engines start:
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ATC CLEARANCE (if not previously received) . . . . . . . . . . . . . . . . . . . . CONFIRM
PFD/ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BOTH FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
For RNAV/RNP SID, verify NAV is ARMED (blue).

For radar vectors on departure, NAV will not be displayed and pre-selected HDG
will be displayed on the FCU.

AUTO BRK MAX pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

TRANSPONDER code/mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM/SET
ENGINE MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Select IGN if:

• The runway has standing water; or

• Heavy rain is falling; or

• Heavy rain or severe turbulence is expected after take off

WEATHER RADAR
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TERR ON ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
• In mountainous areas, consider displaying terrain on ND.

• If use of radar is required, consider selecting the radar display on PF side and
TERR on ND on the PM side.

T/O CONFIG pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

T/O MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO BLUE
SLIDING TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
EFB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
During critical stages of flight:

• Ensure EFB is stowed within its cradle

• Check the power lead is disconnected from the EFB in order to not interfere with
the flight control (sidestick) or impeded evacuation out of the DV window

DEPARTURE BRIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM

The departure briefing confirmation (PEDS review) is aiming to:

• Capture any changes affecting take off performance

• Final confirmation of takeoff performance data (actual vs computed)

• Brief review/confirmation of departure briefing

When appropriate, conduct the PEDS review:

• Performance - Actual takeoff position to be used vs computed take off position

shall be stated
• EOSID - Standard/Non-standard EOSID reviewed
• Departure (T/O Rwy & SID) - Check FMGC against ATC clearance
• Stop altitude (initial) - State initial altitudes as per SID/ATC clearance

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 61

Taxi Flow Pattern:

1. AUTO BRK MAX pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

2. SQUAWK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM/SET
3. ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
4. RADAR/PWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/AUTO
5. T/O CONFIG pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
6. T/O MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO BLUE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 62

TAXI CHECKLIST
Taxi checklist trigger: T/O CONFIG pb pressed and PEDS review completed.

FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

Confirm the flight control check was performed and announces "CHECKED".

FLAP SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIG ___

Check and compare the flap setting on the EWD and MCDU perf page and
announces the configuration displayed on the EWD, e.g. "CONFIG 1".

FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . READ
Read aloud the FMA on the PFD e.g. "CLIMB & NAV BLUE, ONE FD TWO".

RADAR & PWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Check on the ND that the weather radar is ON and checks on the EWD PWS OFF is
not displayed and announces "ON".

ECAM MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O NO BLUE

Check no blue items on the ECAM MEMO and announces "TAKEOFF NO BLUE".

EFB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED & DISCONNECTED

Checks that their EFB is properly stowed and disconnected and announces
"STOWED/DISCONNECTED".

TAXI CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 63

Flex Temperature Corrections
The following FLEX Temperature Corrections can be used to amend the take off
performance if the QNH has reduced or if Engine A/Ice is subsequently used for
take off.

These corrections do not require and EFB T/O performance re-computation.

Corrections can be entered into the MCDU during an appropriate time during taxy.

• Engine A/ICE ON - Subtract 5°

• QNH reduction - Subtract 1° / 2 hPa*

* The procedure is to subtract the flex penalty at the first hectopascal. For example,
if the take off performance figures are computed for 1005 hPa, then you subtract 1°
if QNH drops to 1004 OR 1003 hPa.

The corrections can be added. E.g. if Engine A/ICE is required and the QNH drops,
the flex can be dropped by 6°.

The speeds remain valid.

If the OAT or TRef is reached by applying these corrections, a further EFB take off
performance calculation is required.

The values of TRef are as follows:

A319 = ISA + 30°

A320 (CEO/NEO) = ISA + 29°

A321 = ISA + 15°

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 64

Departure Change

After pushback/engine start, changes affecting the takeoff performance and/or

departure procedure (SID) shall be completed when applicable by applying the
departure change procedure in this section.

The optional <<DEPARTURE CHANGE>> checklist is completed ONLY in case of a

departure change.

Takeoff performance shall be re-validated, re-computed and re-inserted in case of:

• Runway change, including departure from an unplanned takeoff position

• Runway surface condition degradation

• Significant tailwind component increase

• Change to external conditions when a TOGA takeoff is planned

Takeoff performance validation and checking is a safety critical task that required
full attention from the pilot.

When aircraft is stationary

FMS F-PLN (Runway & SID) . . . . . . . . . . . . . . . . . . . REVISE & CHECK AS RQRD

In case of runway/SID change, revise FMGS F-PLN as appropriate.

Carefully confirm that any ATC clearance agrees with the FMS if NAV mode is to be
used.

FCU ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/SET

TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVISE AS RQRD
Performance data is re-validated, re-computed and re-inserted using the same
procedure as before.

FLAPS lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE

Check/Set takeoff position.

DEPARTURE RE-BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

The PEDS format shall be used for departure re-briefing emphasised on the
departure changes.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 65

DEPARTURE CHANGE CHECKLIST
Checklist trigger: Revised departure briefing completed.

RWY & SID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ____

Check the Runway and SID in the FMS and announces e.g. "RUNWAY TWO SIX
LEFT, BOGNA ONE XRAY".

FLAP SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIG ____

Check and compare the flaps setting on the EWD and FMS PERF page and
announces e.g. "CONFIG TWO".

T.O DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRMED

Confirm that the final TO Data has been re-inserted and check correctly displayed
on PFD. Announce "CONFIRMED".

FCU ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ____

Check the altitude on the FCU glareshield and announce e.g. "FOUR THOUSAND
FEET".

DEPARTURE CHANGE CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

The departure change checklist shall be completed before obtaining LINE-UP
clearance.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 66

Before Takeoff

CABIN READY ON ECAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECEIVED

BRAKE TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The maximum certified brake temperature prior to takeoff is 300°C. In
circumstances when brake temperatures approach this limitation, the
recommended procedure is to use brake fans to reduce the temperature to 150°C.

• If the brake fans are running:

• If brake temperature is above 150°C, delay the takeoff

• If brake temperature is below 150°C, brake fans can be selected off

BRAKE FANS (if fans running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

LINE UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

When cleared for Line-up or Takeoff:

TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA/RA
TAKEOFF RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
APPROACH PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLEAR OF TRAFFIC

CAUTION: If there is any doubt about the ATC clearance, confirmation must be
obtained from ATC.

EXTERIOR LIGHTS

STROBES LIGHTS sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Set the STROBE sw to ON when entering ANY active runway.

RWY TURN OFF sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

NOSE LIGHT sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Set the NOSE LIGHTS sw to T/O when cleared for takeoff.

LAND LIGHTS sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Set the LAND LIGHTS sw to ON when cleared for takeoff.

ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Select Engine Anti Ice ON and Wing Anti Ice ON as required.

PACKS 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PACK 1 and 2 are normally selected OFF for takeoff. However consideration can be
made to leaving PACK 1 and 2 on if the OAT is unusually hot and passenger comfort
is necessary OR if engine performance limitations at specific airports apply. If PACK
1 and 2 are to be left on during takeoff, takeoff performance calculations MUST be
considerate to this fact.

Use of APU BLEED is not authorised if Wing Anti Ice is to be used.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 67

Line-Up Flow Pattern:

1. TAKEOFF RUNWAY/APPROACH PATH . . . . . . . . . . . . . . . . CONFIRM/CLEAR

2. EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. TCAS mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA/RA
4. BRAKE FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
5. ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
6. PACKS 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 68

LINE-UP CHECKLIST
Check list trigger:

• Cabin READY on ECAM; and

• Line-up clearance received; and

• Line-up flow pattern completed

CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED FOR TAKEOFF

Confirm the READY ECAM memo and announces "SECURED FOR TAKEOFF".

T.O RWY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ____

Confirm the line-up is performed on the intended runway/intersection and confirms
the ATC clearance received (either line-up only or takeoff clearance).

The pilot will announces the runway/intersection and ATC clearance:

"RUNWAY TWO FIVE RIGHT, MIKE ONE, LINE UP ONLY"

OR

"RUNWAY TWO FIVE RIGHT, MIKE ONE, TAKEOFF CONFIRMED"

TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA/RA
Check the TCAS mode selector/TA ONLY indication on the ND and announces: "TA
RA".

PACKS 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Check the PACK 1 pb-sw and PACK 2 pb-sw on overhead panel and announces
either "ON or OFF"

LINE-UP CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 69

Takeoff
The below procedure is the standard takeoff procedure. However a rolling takeoff is
permitted except when a TOGA takeoff shall be performed due to takeoff
performance limitation (RWY/OBS).

TAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

EXTERIOR LIGHTS
NOSE LIGHT sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T.O
RWY TURN OFF sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
LAND LIGHT sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Note: Setting all exterior lights to ON minimises bird strike hazard during
takeoff. Remember, Seagulls are Dickheads!!!

TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CHRONO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

THRUST SETTING
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50% N1

• If the crosswind is at or below 20 knots and there is no tailwind:

SIDESTICK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HALF FORWARD
To counter the nose-up effect of setting engine takeoff thrust, apply half forward
sidestick until the airspeed reaches 80 knots. Release the sidestick gradually to
reach neutral at 100 knots.

BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLX or TOGA
Once the thrust levers are set to FLX or TOGA detent, keep your hands on the
thrust levers until the aircraft reaches V1.

• In case of tailwind, or if crosswind is more than 20 knots:

SIDESTICK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD
To counter the nose-up effect of setting engine takeoff thrust, apply full forward
sidestick until the airspeed reaches 80 knots. Release the sidestick gradually to
reach neutral at 100 knots.

BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLX or TOGA
The pilot rapidly increases thrust from 50% to about 70% N1 then, above 15 knots
ground speed, progressively increases thrust to reach take off thrust by 40 knots
ground speed, while maintaining sidestick full forward until the airspeed reaches 80
knots.

Once the thrust levers are set to FLX or TOGA detent, keep your hands on the
thrust levers until the aircraft reaches V1.

Note: ENG SD page replaces WHEEL SD page on the ECAM lower display.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 70

DIRECTIONAL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE RUDDER
At 130 knots (wheel speed), the connection between the nosewheel steering and
the rudder pedals is removed. Therefore, in strong crosswinds, more rudder input
will be required at this point to prevent the aircraft from turning into the wind.

PFD/ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
1. Check the FMA on the PFD. The following modes are MAN TOGA (or MAN FLEX
xx) / SRS / RWY (or balnk) / A/THR (in blue).

Note: If and ILS that corresponds to the departure runway is tuned, RWY mode
appears. If not, no lateral mode appears until the aircraft lifts off.

2. Check the FMS position on the ND (aircraft on runway centerline).

Note: If GPS PRIMARY is not available, check the FMS position update.

FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Pilot will announce:

• "MAN TOGA / MAN FLEX ____"

• "SRS"

• "RWY" if applicable

Below 80 knots

TAKEOFF N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that the actual N1 of the individual engines has reached the N1 rating limit
before the aircraft reaches 80 knots. Check EGT.

THRUST SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

PFD and ENG indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Scan airspeed, N1 and EGT throughout takeoff.

At 100 knots
ONE HUNDRED KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Crosscheck and confirm speed indications on PFDs.

At V1
V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

At VR
ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
• At VR, initiate the rotation to achieve a continuous rotation rate of about 3°/sec,
towards a pitch attitude of 15-17.5° (12.5° if one engine has failed)

• Minimise lateral inputs on ground and during rotation to avoid spoiler extension

• In strong crosswinds conditions, small lateral stick inputs may be used if

necessary to keep wings level

• After lift-off, follow the SRS pitch command bar

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 71

CAUTION: If a tailstrike occurs, avoid flying at an altitude requiring a
pressurised cabin. Return to the originating airport (if possible) for damage
assessment.

When positive climb:

POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Announce positive climb when the vertical speed indication is positive and the radio
altitude has increased.

L/G UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Above 100 ft, AP 1 or AP 2 may be engaged.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 72

At Thrust Reduction Altitude: (LVR CLB flashing on FMA)
THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL
Move the thrust levers to the CLB detent when the flashing LVR CLB appears on the
FMA. A/THR is now active (white).

In manual flight, the pilot must anticipate the change in pitch attitude in order to
prevent the speed from decaying when thrust is reduced.

PACK 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Select PACK 1 ON. after CLB thrust reduction.

Select PACK 2 ON 10 seconds after PACK 1

Note:
1. Selecting pack ON before reducing takeoff thrust would result in an
increase of EGT.
2. Selecting both packs ON simultaneously may affect passenger comfort.
3. If packs are not switched on after the takeoff phase, and ECAM caution will
be triggered.

At Acceleration Altitude:
Check target speed change from V2 + 10 to the first CLB speed (either preselected
or managed).

Note:
1. When THR RED and ACC ALT are equal, the FMA will changes from MAN
TOGA (FLEX) / SRS / NAV to THR CLB / CLB / NAV.
2. If FCU selected altitude is equal or close to the acceleration altitude, the
FMA will switch from SRS to ALT*.

Above Acceleration Altitude (or in CLIMB phase):

The following procedure ensure that the aircraft is effectively accelerating toward
climb speed.

A F speed:
Note: For Takeoff in CONF 1+F the "F" Speed is not displayed.

FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

A321:
Note: At heavy takeoff weights, the S speed on the A321 may be higher than
the max speed configuration 1+F (225 knots). Continue to accelerate and on
reaching 210 knots, the automatic flap retraction will occur and the max speed
will move to 243 knots.

FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 73

Note: At heavy takeoff weights, the dynamic acceleration of the aircraft may
lead to a temporary OVERSPEED WARNING during the slats/flaps transition
without operational consequences.

GND SPOILERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM

L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP
NOSE sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RWY TURN OFF sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STROBE sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
The flight crew can switch the strobe lights off if the lights cause any visual trouble
during the flight.

LAND LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT

Unless required for visibility purposes.

SEAT BELT SIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE

Once flaps are retracted and in smooth air, cycling the seat belts OFF and ON
releases the cabin crew.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 74

Acceleration Flow Pattern:

1. FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

2. GND SPOILERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM
3. L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP
4. EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 75

After Takeoff

If the APU has been used to supply air conditioning during take off:
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APU MASTER sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENG MODE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Select IGN if severe turbulence or heavy rain is encountered.

ENG ANTI ICE pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Engine Anti Ice must be set to ON when in icing conditions or anticipated, except
during climb and cruise where SAT is below -40°C.

WING ANTI ICE pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

When icing conditions are encountered:

• The pilot may turn on the wing anti-ice to prevent ice accretion on the wing
leading edges.

• The pilot must turn on the wing anti-ice is there is evidence of ice accretion, such
as ice on the visual indicator, or on the wipers. This is to remove any ice accretion
from the wing leading edge.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 76

Climb

Initial climb
NORMAL VERTICAL MODE IS CLB OR OP CLB WITH MANAGED SPEED
ACTIVE.

MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF CLB

Ideally the MCDU should be showing the PERF CLB page but other pages maybe
tactically used where necessary.

The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that
this OPT FL is a function of the cost index.

The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot
may enter a cruise flight level above this level into the MCDU and the FMGS will
accept it, provided that it does not exceed the level at which the margin is reduced
to 0.2 g.

Climb Speed Modifications:

If ATC, turbulence or operational considerations lead to a speed change:
• Select the new speed with FCU SPD selection knob and pull

• Speed target is now "selected"

• To return to managed speed mode, push the FCU SPD knob

• The speed target is now "managed"

Note: The best speed (and rate of climb) for long-term situations lies between
green dot and ECON speed. At high altitudes, acceleration from green dot to
ECON speed can take a long time. For simplicity, the best rate of climb speed
is equivalent to turbulence penetration speeds.

Expedite Climb
If ATC requires a rapid climb through a particular level:
• Consider use of MCT

• Consider pushing the EXP push-button

• The target speed is now green dot. FMA: THR MCT (CLB) / EXP CLB / NAV

Note: The use of EXP may not be desirable at higher levels and should not be
used above FL250.

For the best overall economy, fly at ECON IAS.

To return to ECON CLB speed: push ALT selector knob.

Check FMA: THR CLB / CLB / NAV

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 77

When cleared to a Flight Level and latest when passing transition altitude (TA):
SET STD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
• Announce: "SET STANDARD"

• Pull STD on the FCU Baro Ref selector.

• Set the ISIS altimeter to STD when above the relevant MSA.

• Care must be exercised to meet altitude constraints before pulling STD,

especially in low pressure conditions.

• Check STD set on both PFDs.

• Confirm by announcing "STANDARD CROSSCHECKED".

Climb
CRZ FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS RQRD
If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify
the CRZ FL entered in the INIT A page during cockpit preparation. The FCU should
automatically take into account a higher CRZ FL with the FCU ALT knob.

If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or
present on the PROG page), the pilot must insert this lower CRZ FL in the PROG
page. Otherwise there is no transition into CRZ phase. The managed speed targets
and Mach are not modified and SOFT ATL (ALT CRZ) mode is not available. In this
case, the FMA will display: MACH / ALT / NAV instead of MACH / ALT CRZ / NAV.

ENG ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Engine Anti Ice must be ON during all flight operations when icing conditions exists,
or are anticipated except during the climb and cruise where SAT is below -40°C.

RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 78

After passing FL100/10,000 ft:
COST INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT 0
LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK RETRACTED
SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Note: Turn the seat belts off only when smooth flying conditions exist.

EFIS OPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARPT

After passing all relevant constraints.

ECAM MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW

NAVAIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Clear manually tuned navigation aids from the MCDU RAD NAV page.

SEC F-PLN page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Copy the active flight plan into the secondary flight plan once the secondary return
flight plan is deemed superfluous.

OPT/MAX ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

On the FMS ACTIVE/PERF page, check the optimum and recommended maximum
flight levels.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 79

Cruise

COST INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RE-INSERT

Enter cost index stated on OFP.

In the event of a non-standard step climb, the Cost Index should remain at Zero
until the CRZ FL.

During cruise, selected Speed/Mach shall only be used to comply with ATC
instruction or severe turbulence. Managed speed at Cost Index stated on OFP shall
be resumed as soon as possible.

If ETA is more than 5 minutes after STA, CI 50 can be used.

ECAM MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW

ECAM SD PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
Periodically review system display pages and in particular:

• ENG: Oil pressure and temperature.

• BLEED: BLEED parameters.

• ELEC: Parameters, GEN loads.

• HYD: A slight decrease in quantity is normal. Fluid contraction during cold soak
can be expected. Green system is lower than on ground following landing gear
retraction.

• FUEL: Fuel distribution.

• COND: Duct temperature compared with zone temperature. Avoid large

differences for passenger comfort.

• FLT CTRL: Note any unusual control surface position.

• DOOR: Oxygen pressure.

FLIGHT PROGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Monitor flight progress in the conventional way.

OFP/NAV LOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Review OFP for departure times (Push and Take off) and note any significant
waypoints where high MSA exists.

FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Check FOB (ECAM) and fuel prediction FMGC and compare with OFP.

Check that the sum of the fuel on board and the fuel used is consistent with the fuel
on board at departure.

If the sum is unusually greater than the fuel on board at departure, suspect a fuel
quantity over read.

If the sum is unusually small than the fuel on board at departure, suspect a fuel leak.

CAUTION: This check must also be performed each time a FUEL IMBALANCE
QRH procedure is necessary. Perform the check before applying the FUEL
IMBALANCE QRH procedure.

If a fuel leak is confirmed, apply the FUEL LEAK QRH procedure.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 80

NAVIGATIONAL ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
On aircraft with GPS primary, no navigation accuracy check is required as long as
GPS PRIMARY is available.

Otherwise, navigational accuracy must be monitored at all times and especially

when any of the following occurs:

• GPS PRIMARY LOST appears on ND

• IRS ONLY navigation

• The PROG page displays LOW accuracy

• NAV ACCUR DOWNGRAD appears on MCDU

RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
At intervals of approximately one hour, check the PFD altimeter indications agree.

See appendix; RVSM procedures.

TCAS TRAFFIC sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE

RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
STEP FLIGHT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
CABIN TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Pay particular attention to the ECAM CRUISE page, in order to monitor passenger
cabin temperature and adjust them as necessary.

ACARS DELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW AS APPROPRIATE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 81

Descent Preparation
Descent preparation and arrival briefing should be completed before top of descent.

WEATHER AND LANDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

Check weather reports at ALTERNATE and DESTINATION airports. Destination
airport data should include runway in use for arrival and the Runway Condition
Report (RCR) including RWY Condition Code (RYWCC).

The use of the D-ATIS facility maybe available.

QNH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRE-SET
Pre-set the destination QNH on the ISIS and PFDs. This should be done as a closed
loop action reverting to STD and should not be done in descent when approaching
a level off to avoid unwanted ALT* activation.

Note: When operating in cold weather conditions, consider cold temperature

altitude corrections.

NAV CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE

ECAM
ECAM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Check there is no STATUS reminder on the upper ECAM display

• If there is a status reminder, check the aircraft STATUS

• Check the STATUS page before completing the landing distance assessment and
the arrival briefing.

Take particular note of any degradation in landing capability, or any other aspect
affecting the approach and landing.

APPROACH AND LANDING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . CONFIRM

The assessment of the landing distance at time of arrival should be based on the
latest available weather and landing information.

LANDING PERF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPUTE

Perform a landing distance computation on the EFB.

FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
Prepare the FMS (F-PLAN, RAD NAV, PROG, PERF, SEC F-FPL).

ARRIVAL page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE/CHECK

Insert APPR, STAR, APPR VIA and TRANS if applicable.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 82

F-PLN A page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• Ensure that the inserted F-PLN agrees with the planned approach and missed
approach

• Use the scroll keys to check the F-PLN thoroughly, using ND in PLAN mode as
necessary

• Check speed constraints and add new speed constraints if required

• Check altitude constraints and add new constraints if required

• In all cases, do not modify the final approach (FAF to runway or MAP), including
altitude constraints

• Identify the position and the altitude of Final Descent Point (FDP) and check the
value of the FPA after the FDP

• If a TOO STEEP PATH message is displayed after the FDP, do no use FINAL APP
guidance for approach

• Identify the Missed Approach Point

DES WIND page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Insert of download descent winds.

RAD NAV page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Set navaids as required and check IDENTS

Note: On a non-ILS approach the FMGC may auto tune an ILS frequency, seen
on the RAD NAV page as a soft-tuned ILS. In order to prevent nuisance GS
warnings the EGPWS GS MODE may be deselected. However, the GS MODE
should not be deselected on an ILS approach unless stipulated for operational
reasons (INN, MEL etc).

PERF CRUISE page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Modify the cabin descent rate if different pressure rate is required.

PERF DES page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

Prior to the descent, access PERF DES page and check ECON MACH/SPD. If a
speed other than ECON is required, insert that MACH or SPD into the ECON field.
This new MACH or SPD is now the one for the descent path and TOD computation
and it will be used for the managed speed descent profile (instead of ECON). The
normal descent speed should be ECON.

A speed limit of 250 knots below 10,000 ft is the default speed in the managed
speed descent profile. The pilot may modify it if necessary on the VERT REV at
DEST page. Below FL100, 250 knots must not be exceeded except in Class A or C
airspace under explicit ATC request.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 83

PERF APPR page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE/CHECK
Enter the QNH, temperature and wind at destination. VAPP may be increased to a
maximum value of VLS +15 knots in case of strong or gusty crosswinds greater
than 20 knots. Landing performance must be checked to take into account the
speed increment. During the approach, if the VAPP <VLS +3 knots, the VAPP
should be corrected to make VAPP = VLS +5 knots.

Note 1: Insert the average wind given by the ATC or ATIS. Do not enter gust
values. For example, if the wind is 340/23G30, insert the lower speed of 340/23.
Ground speed mini will cope with the gusts.

Insert the minimum (BARO or DH).

Note 2: Changing the RWY or type of arrival (VOR, ILS) automatically erases
the previous minimum.

Check or modify the landing configuration. Refer to landing flaps policy.

PERF GO-AROUND page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/MODIFY

1000 ft AAL is the standard THR RED and ACC altitudes for two engine operation.
Check and modify if necessary.

There is no requirement to insert the ENG OUT ACC altitude in the MCDU for
normal operations.

SEC F-PLN page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Before top of descent, the SEC F-PLN should either be set to a different runway for
destination or to the landing runway in case of circling. In all cases, routing to the
alternate should be available.

If there is a last minute runway change, then the pilot only needs to activate the
secondary F-PLN without forgetting to check/set the new minimum and nav aids.

GPWS LDG FLAP 3 pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

If a landing is planned to be performed in FLAPS 3 configuration, the GPWS LDG
FLAP 3 switch should be set to ON.

LDG ELEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check that the LDG ELEV AUTO green is displayed on the ECAM CRUISE page and
check the associated value.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 84

AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Use of auto brake is preferable.

Check/select the required level according to runway length and condition or as

determined by the EFB landing distance computation.

Check related ON light illuminates.

On short or contaminated runways, use MED mode.

On long runways, LO mode is recommended.

When operating in low visibility conditions, use appropriate autobrake to exit at the
designated low visibility runway exit point.

if, on a very long runway, the pilot anticipates that braking will not be needed, the
use of autobrake is not necessary.

ARRIVAL BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

The purpose of the arrival briefing is to gain a mental model of the planned course
of action for the arrival, approach, landing and go-around.

RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS APPROPRIATE

ENG ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Engine Anti Ice must be set to ON before and during descent when icing conditions
are anticipated, even if the SAT is below -40°C.

When Engine Anti Ice is ON, the FADEC selects a higher idle thrust which gives
better protection against flame-out.

WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

When icing conditions are encountered:

• The pilot may turn on the wing anti-ice to prevent ice accretion on the wing
leading edges.

• The pilot must turn on the wing anti-ice is there is evidence of ice accretion, such
as ice on the visual indicator, or on the wipers. This is to remove any ice accretion
from the wing leading edge.

ANTI ICE ON reduces the descent path angle (when the engines are at idle). The
pilot can compensate for this by increasing the descent speed or by extending up
to half speed brakes.

DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

CLEARED ALTITUDE ON FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
When clearance is obtained, set the ATC cleared altitude (FL) on the FCU. Also
consider what is a safe altitude with regards to MSA.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 85

Descent

Descent Initiation
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
The normal method of initiating the descent is to select DES mode at the FMGS
calculated top of descent (T/D).

If ATC required an early descent:

Use DES mode which will guide the aircraft down at a lower vertical speed in order
to converge on the required descent path.

If ATC delays the descent:

Beyond the T/D, a T/D REACHED message comes up on the PFD and MCDU. This
suggest to the crew that they start reducing speed towards green dot speed (with
ATC permission). When cleared to descend select DES mode with managed speed
active.

Carefully monitor the speed to avoid exceeding VMO/MMO. Alternatively, use OPEN
DES mode and speedbrakes.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 86

Descent Monitoring
MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAY AS APPROPRIATE
MCDUs should be set to PROG & PERF page.

PROG page in order to get V/DEV or RQD DIST TO LAND/DIRECT DISTANCE TO

DEST information.

PERF DES in order to get predictions down to any inserted altitude in DES/OP DES
modes and EXP mode.

DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR/ADJUST
When flying in NAV mode, use DES mode.

The aircraft descends along the descent flight path: the PFD and PROG page
display VDEV so this can be monitored. All constraints of the flight plan are taken
into account for the guidance.

When the aircraft is in HDG or TRK mode, and thus out of the lateral F-PLN, DES
mode is not available. However, the PFD still displays VDEV and this is useful
whenever cross track error is small (up to 5nm).

The NDs show a level off symbol along the flight path. Its position is based on the
current active modes. AP/FD and A/THR.

The flight crew can use this symbol to monitor the descent. The MCDU predictions
assume a return to the lateral F-PLN and descent flight path. Note that whenever
the lateral mode is changed from NAV to HDG/TRK, the vertical mode reverts to V/S
at the value pertaining at the time of the mode change.

From time to time during stabilised descent, the flight crew may select FPA to check
that the remaining distance to destination is approximately the altitude change
required divided by the FPA in degrees.

FPA (°) = FL/DIST (NM)

e.g. FL300/100nm = 3° FPA required.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 87

Descent Adjustment
To increase the rate of descent:

• Increase descent speed by use of selected speed if ATC permit. It is economically

better in terms of time/fuel.

• Maintain high speed as long as possible.

• If the aircraft is high and at high speed, it is more efficient to keep the high speed
to ALT* and decelerate, rather than to mix descent and deceleration.

• If the aircraft goes below the desired profile, use SPEED and the V/S mode to
adjust the rate of descent.

Note: EXPEDITE DESCENT

If a high rate of descent is required, push the EXPD push button on the FCU.
The target speed for the descent becomes Mach 0.8 or 340 knots, which ever
is lower.

The FMA will display THR IDLE / EXP DES / NAV

- To return to DES mode, push the FCU ALT knob.
- To return to OP DES mode, pull SPD or ALT.
- To return to SPEED / V/S modes, pull the FCU V/S knob.

In all cases, monitor the FMA to ensure that the mode engages properly.

If engine anti ice is selected in descent, the flight idle is increased. So, to
maintain the rate of descent that the aircraft had before engine anti ice
selection, it may be necessary to use up to half speedbrake to maintain the
required rate of descent in OPEN DES vertical mode. If the rate of descent has
to be increased, full speedbrakes may be used.

In DES mode: If the aircraft is on, or below the flight path and ATC requires a
higher rate of descent, do not use speedbrakes because the rate of descent is
dictated by the planned flight path.

Thus, A/THR may increase thrust to compensate for the increase in drag. In
this case, use OPEN DES with speedbrakes.

Note:
1. If speedbrakes are used above 315 knots/M0.75 with the AP engaged, their
rate of retraction is low (total time for retraction from full extension is
approximately 25 seconds). The ECAM memo page displays SPD BRAKES
in amber until retraction is complete.
2. In order to avoid overshooting the altitude, due to speedbrake retraction in
ALT* mode, retract the speedbrakes at least 2000 ft before the selected
altitude.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 88

TERRAIN ON ND
TERRAIN on ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
• In mountainous areas, consider displaying TERR on ND.

• If use of radar is required, consider selecting TERR on ND on opposite side.

• If NAV ACCURACY is LOW, do not use TERR on ND.

Descent - Initial Approach

By FL200:
ISIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET QNH
CPDLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Ensure CPDLC disconnects automatically, if not, disconnect manually.

Before passing 10,000 ft or 10 minutes prior to landing:

PA . . . . . . . . . . . . . . . . . . . . . . . "CABIN CREW PREPARE CABIN FOR LANDING"
Weather and turbulence should be considered when determining the timing of the
cabin preparation. Additionally, the potential of shortcuts during the arrival should
be considered.

SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 89

On passing 10,000 ft:
EFIS OPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CSTR
Select CSTR on both sides.

LS pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Select LS if an ILS approach is intended.

The PFD displays the LOC and glide slope scales and deviation symbol when there
is a valid ILS signal.

NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT/IDENTIFIED
Ensure that appropriate NAVAIDs are tuned and identified.

NAV ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

On aircraft with GPS primary, no navigation accuracy check is required as long as
GPS PRIMARY is available.

Otherwise, crosscheck NAV ACCURACY using the PROG page (BRG/DIST

computed data) and the ND (VOR/ND raw data).

ENG MODE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Select IGN if the runway is covered with standing water or if heavy rain or severe
turbulence is expected during the final approach or go around.

SLIDING TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW

EFB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Unplug cable.

LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

After decelerating through 250 knots and before the final approach, the landing
lights may be turned on for visibility purposes. The landing lights may remain off
until the final approach.

When cleared to descent to an altitude:

SET QNH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
• Announce: "SET QNH"

• Push QNH on the FCU Baro Ref selector.

• Care must be exercised to meet altitude constraints before pushing QNH,

especially in low pressure conditions.

• Check QNH set on both PFDs and ISIS.

BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH CROSSCHECKED

Confirm by announcing "QNH CROSSCHECKED".

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 90

APPROACH CHECKLIST
Checklist trigger:

• Barometric reference to QNH (after being cleared to an altitude by ATC), and;

• Seat Belt signs ON (PA to prepare the cabin for landing completed).

BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QNH____

Checks and reads the QNH BARO setting on their PFD and announces e.g. "QNH
ONE ZERO ONE TWO"

SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

Checks the ECAM MEMO and announces "ON".

MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ____
Checks the the baro or radio minimum on the FMA and announces e.g. "BARO
FOUR HUNDRED FEET", or "RADIO ONE HUNDRED FEET", or "NO DH".

AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Checks the autobrake mode on the autobrake panel (or on the PFD if available) and
announces e.g. "LOW", "MED", or "OFF".

EFB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED/DISCONNECTED
Checks the EFB is stowed correctly and any charging cable is disconnected and
announces "STOWED & DISCONNECTED".

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 91

Approach

Approach General

Introduction
The approach section provides the standard operating procedures for the following
approach types:

• ILS approaches

• Conventional Non Precision Approaches: VOR, VOR-DME, NDB, NDB-DME

• Approaches based on a LOC signal without any G/S signal: LOC ONLY, ILS G/S
out, LOC B/C

• PBN approaches including:

• RNP approaches with LNAV minima or LNAV/VNAV minima

• RNP AR approaches

Note 1: ICAO performance based navigation (PBN) standardised terminology is

progressively being implemented.
• Approach titled RNAV (GNSS) are being replaced by RNP
• Approach titled RNAV (GPS) are being replaced by RNP
• In the 320 FMS, many RNP approaches are listed with the prefix RNV___
Note 2: Pilots are to monitor instrumentation and aircraft performance during
the approach for degradation of signal, or misleading information (lateral
profile monitoring of the ILS LOC/GS, VOR, ADF, DME, raw data and MAP on
the ND: Vertical profile monitoring of altitude cross checks). In the event of a
degradation of signal or misleading information, a go-around must be flown.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 92

Cross Reference Table
The table below provides guidance modes that may be used depending on the
approach types.

Guidance modes per approach types

LOC/GS FINAL APP LOC FPA NAV FPA TRK FPA

ILS Refer to APPR

N/A N/A N/A N/A
using LOC GS

LOC ONLY ILS Refer to APPR

G/S OUT N/A N/A using FPA N/A N/A
guidance

LOC B/C Refer to APPR

N/A N/A N/A N/A using FPA
guidance

RNP with Refer to APPR

N/A
NOT NOT
LNAV/VNAV N/A using FINAL
AUTHORISED AUTHORISED
minima APP

RNP with Refer to APPR Refer to APPR

N/A
NOT
LNAV minima NA using FINAL using FPA
AUTHORISED
APP(1) guidance

RNP with LPV NOT N/A

NOT NOT
N/A
minima AUTHORISED AUTHORISED AUTHORISED

VOR,

Refer to APPR Refer to APPR Refer to APPR

VOR - DME,
N/A
N/A

using FINAL using FPA using FPA

NDB,

APP(1) guidance guidance

NDB - DME

RNP AR with Refer to APPR

RNP 0._ N/A
using FINAL N/A
NOT NOT
minima APP for RNP AUTHORISED AUTHORISED
AR

1. The FINAL APP is the recommended guidance for this type of approach.

For visual approach - Refer to Visual Approach.

For RNAV visual approach - Refer to RNAV Visual Approach.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 93

Surveillance Radar Approaches (SRA)

A surveillance radar approach (SRA or ASR) is a non-precision approach during

which the controller uses surveillance radar equipment to provide lateral guidance
to maintain the final approach track as well as providing advisory altitude and range
information to assist the pilot to fly the correct rate of descent for the appropriate
glide path angle. Controller guidance terminates at between 2nm and 0.5nm from
touchdown.

When on final approach the controller will state:

"This will be a surveillance radar approach, terminating at (distance) miles from

touchdown. Check your minima, step down fixes and missed approach point".

The aircraft will be given radar vectors towards the final approach track as follows:

"Turn left/right (number) degrees, heading (three digits)".

"Closing the final approach track (rate of closure, e.g. slowly, quickly) from the left/
right".
"Heading of (three digits) is good".
"On track".
"Slightly/well/going left/right of track".

Approaching the Final Approach Point (FAP), the controllers will state:

"Approaching (distance) miles from touchdown - commence descent now to

maintain a (number) degree glide path".

Advisory altitudes through which the aircraft should be passing to maintain the
nominal glide path, together with ranges from touchdown, shall be passed at each
1nm (0.5nm for approaches terminating at less than 2nm from touchdown) as
follows:

"(Distance) miles from touchdown - altitude should be (number) feet".

"Do no acknowledge further instructions".
"Check minimum descent altitude".

At the termination range the controller will transmit:

"Approach completed, out".

"Continue visually or go around (missed approach or further instructions".

SRA approaches are very R/T intensive; therefore only one aircraft at a time will
normally be vectored onto final approach. The extra aircraft separation required can
lead to delays at busy airports, so it may be prudent to plan for some extra holding
fuel. Pilots are usually expected to call visual as soon as possible to free up the
controller for the next aircraft. It is worth noting that controller proficiency may be
limited due to infrequent practise. A SRA may be the only instrument approach
available to secondary/emergency runways at some airports. A thorough review of
aerodrome charts should be conducted to ascertain whether these secondary/
emergency runways have reduced lighting capabilities or special taxi procedures
associated with their use.

The recommended FMGS set up is to enter a runway only at the destination,

providing a CF at 5nm from touchdown and VDEV guidance on the PFD. A pilot
defined waypoint may be added at the FAP, if desired. The runway centreline can be

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 94

extended when on radar vectors using the DIR to and RADIAL IN function.
Controller range/altitude information can be back up by using a suitable DME or
BRG/DIST function on the PROG page, but note that controller range altitude
information may be based upon radar antenna position rather than runway
threshold. In this case, suitable distance from touch down/altitude information may
be available on another approach chart (e.g. ILS).

The recommended technique for flying a SRA is to adopt the early stabilised
approach procedure using the A/P and FDs in HDG and V/S modes. The approach
should be flown at a constant angle glide path down to decision altitude. For a
3° glide path, multiply the ground speed by 5 to calculate the required rate of
descent. In order to take advantage of Ground Speed Mini, use of A/THR and
managed speed are recommended.

When visual reference are acquired, the pilot shall deselect the FDs, turn on the FPV
("the Bird") and set the final approach track. manoeuvre as required to position the
aircraft accurately on the extended centreline, utilising the FPV and PFD track index
to assist in crosswind conditions.

Flying Reference
Use the following recommended flying references:

• In vertical managed modes: HDG-V/S reference associated with the FD crossbars

• In vertical selected modes: TRK-FPA reference associated with FPD

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 95

Stable Approach Criteria

Stable approach criteria other than circling approach

All approaches SHOULD be stable by 1000 ft RA and MUST be stable by 500 ft RA
as per Stable Approach Criteria:

• Aircraft in landing configuration

• Aircraft on correct lateral and vertical flight path (by reference to G/S, PAPI or
FMS computed vertical guidance as available).

Note: The PAPI visual slope indications and FMS BARO VNAV path indications
may not be aligned when OAT differs from ISA. When OAT is significantly
above ISA, PAPI indications may indicate "4 whites" while following FMS
vertical path. In this condition, the approach can be continued provided the
FMS Vertical guidance is followed.

• Target final approach speed +10/-5 knots

• Bank angle: maximum 15°

A go-around must be executed if:

By 1000 ft RA:
• Aircraft NOT in landing configuration

• Speed greater than VAPP TGT +30 knots

By 500 ft RA:
• Stable approach criteria NOT achieved

• Landing checklist NOT completed

Note 1: When achieved, stable approach criteria shall be maintained; however,

transient deviations due to atmospheric conditions are acceptable if corrected
in a timely manner.

Note 2: 1000 ft RA gate may not be appropriate for some specific approach
depending on the terrain profile. In this case, crew should reference 1000 ft to
TDZE.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 96

Stable Criteria for Circling Approach

By 400 ft above TDZE:

• Aircraft in landing configuration

• Landing checklist complete

• Aircraft on correct lateral and vertical flight path (by reference to PAPI or FMS
computed vertical guidance as available).

• Target final approach speed +10/-5 knots

• Bank angle: maximum 15° within ±30° final track

A go-around must be executed if the above criteria are NOT achieved:

Note 1: The visual part of the circling procedure shall always be flown in
CONF3 with landing gear down. For Flaps full landing, CONF FULL selection
will vary according the specificity of the circling procedure.

Note 2: When achieved, stable approach criteria shall be maintained; however,

transient deviations due to atmospheric conditions are acceptable if corrected
in a timely manner.

Note 3: 500 RA autocallout is not relevant for circling approaches. The

"STABLE", "NOT STABLE" callout shall be referenced to 400 ft above TDZE.

Approach Speed Technique

DECELERATED APPROACH
The decelerated approach with FD or AP/FD guidance is the standard flying
technique for ILS approaches and approaches using FINAL APP guidance.

EARLY STABILISED APPROACH

Under certain circumstances, the pilot may decided to reduce the speed to VAPP in
the landing configuration at the Final Descent Point. (i.e. approach via selected
guidance, high glide path angle, low altitude intermediate approach etc). In order to
obtain a valuable deceleration pseudo waypoint and to ensure a timely deceleration,
the pilot should enter VAPP as the speed constraint at the Final Descent Point.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 97

Discontinued Approach

In order to discontinue an approach when the aircraft is at or above the altitude

selected on the FCU, the pilot can either:

- Apply the GO AROUND procedure, or

- Apply the discontinued approach technique.

When the aircraft is below the FCU altitude, the pilot must apply the GO AROUND
procedure.

IF at or above FCU altitude:

• Announce "CANCEL APPROACH"

• To disarm any AP/FD approach mode, press APPR pb or LOC pb

Note: Valid only for ILS or FINAL APP guidance

• Select lateral mode as required (NAV or HDG mode)

• Select vertical mode as required (Level off or adjust V/S)

• Select SPEED and adjust

IF F-PLN has no destination anymore:

Perform a lateral revision at the last waypoint and redefine the destination in the
NEW DEST field.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 98

Note:
1. The FMS does not automatically string the previous flown approach in the
active F-PLN when the aircraft overflies the last waypoint. The FMS has no
more destination in the F-PLN.
2. Because the thrust levers are not set to TOGA detent, the FMS remains in
approach mode.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 99

Aircraft Configuration Management

Initial Approach

General
The initial approach procedure described here is a general guidance whatever the
type of approach expected.

All flap selections should ideally be made at the managed target speed.

ATC Speed Control

If ATC apply speed restrictions during the initial approach phase use the following
procedure:

• Engage selected speed by pulling FCU speed knob unless a managed target is
suitable

• Do not select a speed lower than the existing configuration permits:

• Flaps ZERO - Minimum Green Dot Speed

• Flaps 1 - Minimum 180 knots (it is acceptable to fly at 180 knots below S
speed in CONF1. If speed brakes are used or when operating at heavy gross
weights, caution shall be exercised to ensure that the 180 knot selected speed
remains above VLS +10 knots).

• Flaps 2 - Minimum F speed.

To reduce flaps track wear, and where possible, flaps selection should be made
when actual speed is close to the target speed for the existing configuration.

F-PLN SEQUENCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST

The NAV mode will be available after GO AROUND if the F-PLN is properly
sequenced. A good cue to monitor the proper F-PLN sequencing is the TO
waypoint on the upper right side of the ND, which should remain meaningful.

In NAV mode, the F-PLN will sequence automatically.

In HDG/TRK mode, the F-PLN will sequence automatically only if the aircraft flies
close to the F-PLN route.

APPROACH PHASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ACTIVATE

If the aircraft overflies the DECEL pseudo waypoint in NAV mode, the APPR phase
activates automatically.

If the aircraft is in HDG/TRK mode, approximately 15 nm from touchdown, activated

and confirm APPROACH phase on the MCDU (PERF DES page).

MANAGED SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

If ATC required a particular speed, use selected speed. When the ATC speed
constraint ("maintain 160 knots to 4 miles" for example), no longer applies, return to
managed speed.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 100
FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
In NAV mode, use VDEV information on the PFD and PROG page.

In HDG/TRK mode, use the energy circle on ND representing the required distance
to land.

SPEED BRAKES lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

If the pilot uses the speed brakes to increase the rate of deceleration or to increase
the rate of descent, the VLS will increase as well:

• The pilot should ensure that appropriate speed margin exists before the
extension of the speed brakes.

• If the speed brakes are extended, the pilot should ensure that appropriate speed
margin exists before the beginning of a turn.

This will avoid the activation of the Alpha-Floor protection.

Note: In clean configuration, the VLS with speed brakes extended may be
higher than green dot sped or VFE FLAPS 1.

WARNING: The use of speedbrakes in flight does result in the death of Fairies!

RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS APPROPRIATE

NAV ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
• When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.

• if GPS PRIMARY is lost, or GPS unserviceable, check on PROG page that the
required navigation accuracy is appropriate to the phase of flight.

• If NAV ACCURACY is LOW, at least one ND must be in ROSE LS/VOR depending

on the approach.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 101
Intermediate/Final Approach

General
The intermediate and final approach procedure described here is general guidance
whatever the type of approach expected.

At Green Dot Speed:

CAUTION: The pilot should avoid extended flight in icing conditions with the
slats extended.

FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FLAPS 1 should be selected not less than 3nm prior to FAF (Final Approach Fix).

Check deceleration toward "S" speed.

For decelerated approaches, the aircraft must reach or be established on the final
descent with FLAPS 1 and "S" speed. If the aircraft does not decelerate on the flight
path or aircraft speed is significantly higher "S" speed, extend the landing gear in
order to slow down. The use of speed brakes is also acceptable.

The pilot should be aware that the use of speed brakes cause an increase in VLS.

TCAS Mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA or TA/RA

Select TA mode: In case of known nearby traffic which is in visual contact.

Beginning of Radio Altimeter:

RADIO ALTIMETER ALIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

The radio altimeter will start to indicate at heights below 2500 ft AGL.

Latest by 2000 ft TDZE/6 nm from RWY Threshold (decelerated approach):

Note: Consideration must be given to aircraft energy and conditions such as

tailwind or airport elevation. In cases of excess speed or energy, extending the
landing gear early or out of normal sequence will be the most effective
remedy.

FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Check deceleration towards F speed.

For ILS, if the aircraft intercepts the ILS glide slope below 2000 ft above TDZE,
select FLAPS 2 at one dot below the glide slope.

If the aircraft speed is significantly higher than "F" speed on the flight path, or the
aircraft does not decelerate on the flight path, extend the landing gear in order to
slow down the aircraft. the use of speed brakes is not recommended.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 102
When the speed brakes are deployed, extending the flaps beyond FLAPS 1 may
induce a slight roll movement, and in calm conditions a small lateral control
asymmetry may remain until disturbed by a control input or by an atmospheric
disturbance.

For A319:

Note: Using speed brakes whilst changing flap configuration may lead to the
A/THR erroneously maintaining a target speed 10 knots higher than selected/
managed. In this case pressing the FCU button to switch the A/THR off and
then back on should reset the correct target. The ECAM ENG THR LOCK may
be triggered. Alternatively, manual thrust may be used by performing a normal
disconnect.

WHEN REQUESTED TO MAINTAIN 160 KNOTS UNTIL 4 MILES, ADOPT THE

FOLLOWING PROCEDURE:

Fly selected speed and flaps 2.

At 4 nm commensurate with environmental conditions and ATC instruction, push

managed speed and configure for landing.

Note: LDG weight/wind considerations may prompt an earlier selection of L/G

DOWN / CONF3 while still maintaining selected speed 160 knots to ensure
stable criteria achievement.

This technique may be adapted to comply with maximum requests of 170 knots to
5 nm.

CAUTION: Tailwind on the approach or reduced flaps landings will increase the
difficulty of achieving stable parameters. ATC must be informed if speed
restrictions are not able to be complied with.

When Flaps are at 2:

L/G DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
L/G lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT DOWN
AUTO BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
If the runway conditions have changed from the approach briefing, consider another
braking mode.

GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 103
EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Turn on the remaining lights as required:

• During LVO, the lights may remain off to avoid unwanted reflections

• At night and during heavy precipitations, set NOSE light as required

• The strobe lights may be switched off if it causes a distraction

Set NOSE switch to TO

Set RWY TURN OFF switch to ON

Check LANDING LIGHTS switch to ON

When Landing Gear is Down:

FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

ECAM WHEEL SD page:

WHEEL SD page appears below 800 ft or at landing gear extension.

Check for three landing gear green indications. At least on green triangle on each
landing gear strut on the WHEEL SD page is sufficient to indicate that the landing
gear is downlocked. Rely also on the "LDG GEAR DN" green LDG MEMO message
to confirm that the landing gear is downlocked.

• IF residual pressure is indicated on the triple indicator:

• RESIDUAL BRAKING PROC

Note: Due to the accomplishment of the alternate braking functional test after
the landing gear is downlocked, brief brake pressure indications may be
observed on the BRAKE PRESS indicator.

For FLAPS FULL landing and when FLAPS 3:

FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Retract the speed brakes before selecting FLAPS FULL to prevent a pitch down
when the speed brakes automatically retract.

When possible, select FLAPS FULL below VFE -15 knots to minimise wear.

Check deceleration towards VAPP.

Check correct TO waypoint on the ND.

A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN SPEED MODE or OFF

WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Switch WING ANTI ICE ON only in severe icing conditions.

LDG MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO BLUE

CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECEIVED
Cabin ready memo should appear on LDG MEMO. If not press the overhead call
bell to initiate cabin ready memo.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 104
LANDING Checklist
Checklist trigger: LDG CONF set and cabin report received.

CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED FOR LDG

The pilot confirms the cabin is secured for landing on the ECAM LDG MEMO and
announces "SECURED FOR LANDING".

GO AROUND ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ____FT SET

The pilot checks the Go Around altitude on their PFD and announces e.g. "FOUR
THOUSAND FEET SET".

ECAM MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG NO BLUE

The pilot checks no blue items are on the LDG ECAM MEMO and announces
"LANDING NO BLUE".

Note: If the ECAM LDG MEMO is not displayed, the PM shall read each LDG
checklist item with confirmation.

LANDING CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 105
Flight Parameters

The pilot should aim to keep the aircraft within these parameters at all times during
an approach. It is acceptable to deviated from these parameters during turbulent
environmental conditions as long as the aircraft is safely and quickly recovered to
the previous flight path within the parameters.

• Speed no less than -5 knots or greater than +10 knots of VAPP.

• Pitch attitude no lower than -2.5° or greater than +10° (A319/320) / +7.5° (A321)

• Bank angle no greater than 7°

• Descent rate no greater than 1000 ft/min

Note: On approaches with a descent angle greater than 3.5°, it is possible the
descent rate could exceed 1000 ft/min.

Should these parameters not be maintained, a go around needs to be flown.

AT 1000 ft RADIO HEIGHT:

ONE THOUSAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE
If no auto callout, announce "ONE THOUSAND".

Check flight parameters with respects to Stable Approach Criteria. Announce

"CHECKED", "CONTINUE" or "GO-AROUND FLAPS" as appropriate.

AT 500 ft RADIO HEIGHT:

FIVE HUNDRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE
If no auto callout, announce "FIVE HUNDRED".

Check flight parameters with respects to Stable Approach Criteria. Announce

"STABLE" if Stable Approach Criteria is met or "NOT STABLE - GO AROUND
FLAPS!"

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 106
PATTERN (DECELERATED)

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 107
Aircraft Guidance Management

Approach Using LOC G/S Guidance

LVO Considerations

Refer to AAOM all weather operations.

Consider the approach strategy. Regardless of the actual weather conditions, the
crew should plan the approach using the best approach capability. This would
normally be CAT 3 DUAL with autoland, depending upon aircraft status. The pilot
should asses the weather with respects to possible downgrade capability.

CAT III
Conditions CAT I CAT II
With DH No DH

Manual flying or AP/FD, A/THR

Flying technique AP/FD, A/THR and Autoland
AP/FD, A/THR down to DH

DA (DH) Baro ref DH with RA

Minima & weather

visibility RVR

Possible with
Autoland Mandatory Mandatory
precautions

CAT II approach
CAT II approach can be performed provided:

• Published CAT II minima is used

• At least one AP is coupled for approach and automatic landing

• CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on the FMA

The autoland capability has be demonstrated for CAT II and CAT III quality beam.

CAT IIIA approach

CAT IIIA fail passive ILS approach can be performed provided:

• Absolute minima for CAT IIIA are DH 50 feet and RVR 200m

• At least one AP is coupled for approach and automatic landing

• CAT 3 SINGLE or CAT 3 DUAL is displayed on the FMA

The autoland capability has be demonstrated for CAT II and CAT III quality beam.

CAT IIIB approach

CAT IIIA fail passive ILS approach can be performed provided:

• Both APs are coupled for approach and automatic landing and roll-out.

• CAT 3 DUAL is displayed on the FMA

• If no DH is used, the minimum RVR is 75m

The autoland capability has be demonstrated for CAT II and CAT III quality beam.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 108
Aircraft capability
CAT II or CAT III capability is available provided the list of required equipment is
operative (QRH).

If the aircraft is dispatched with some equipment inoperative, the MEL may
preclude CAT II or CAT III operations as appropriate.

On the A320 family aircraft, CAT II/CAT III capabilities are inherent functions of the
basic design standard. Therefore, related tasks are covered by the Airbus
Maintenance Program. There is no special recommendations for scheduled
maintenance tasks functional checks to assure CAT II/CAT III capabilities.

The aircraft status is primarily governed by status messages displayed on ECAM

STATUS page and FMA display of capability. However, the technical log book will
take precedence.

A lot entry will be made if full (CAT 3 DUAL) capability is not available.

Visual References
Refer to AAOM for visual reference requirements.

Failures and Associated Actions

In general there are three possible responses to the failure of any system,
instrument or element during the approach.

• CONTINUE the approach to the planned minima

• REVERT to higher minima and proceed to a new DH (above 1000 ft)

• GO AROUND and reassess the capability

The nature of the failure and the point of its occurrence will determine which
response is appropriate.

1. Failures leading to a downgrading of capability as displayed on FMA and ECAM

with an associated specific audio warning (triple click).

2. Failures that do not trigger a downgrading of capability but are signalled by

other effects (Flag, ECAM warning, amber caution and associated audio
warnings).

It should be noted that some failures might trigger ECAM warnings, cautions and a
downgrading of capability.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 109
Descent Preparation

APPROACH MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE

For CAT II. CAT III approaches, always choose the lowest achievable minimum. The
approach minimum is limited by:

• Aircraft technical status

• Airport status

• Go around performance

For CAT III with no DH, the pilot should enter "NO" in the RADIO (DH) field of the
MCDU to avoid false "HUNDRED ABOVE" or "MINIMUM" auto callouts which
would not be applicable.

BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Review the following items on top of the usual briefing:

• Callouts

• Management of degraded guidance

• Low visibility procedures at the airport

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 110
INTERMEDIATE APPROACH

APPR pb on FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Press the APPR pb when:

• Cleared for the approach

• Within localiser capture envelope

• On the intercept trajectory for the final approach course

• LOC deviation is available

This arms the LOC and GS modes

Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.

The APPR button may be pushed if cleared to establish on the localiser only with
the expectation of a clearance for the ILS. The G/S mode will be armed and manual
intervention by selecting the LOC pb must be effected if clearance for the ILS is not
received prior to intercepting the glideslope. Thereafter, V/S may be used to capture
the glideslope form above or a discontinued approach flown.

LOC and/or G/S capture modes will engage no sooner than 3 s after being armed.

ICAO defines the envelope where the quality of the G/S signal ensure a normal
capture. This envelope is within 10 nm ±8° of the centerline of the ILS glide path
and up to 1.75 θ and down to 0.3 θ (θ = nominal glide path angle).

When arming the approach well outside of the normal G/S capture envelope, a
spurious G/S* engagement may occur due to a wrong G/S deviation signal.

Whenever the pilot notices the pitch movement, or the spurious G/S*, or the
trajectory deviation, the pilot will immediately disconnect the AP, if engaged, to re-
establish a normal attitude and will disengage APPR mode.

BOTH APs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

• When APPR mode is selected, AP 1 and AP 2 should be engaged

• Above 5000 ft AGL, FMA displays CAT 1

• Below 5000 ft AGL, the FMA displays the correct approach capability for the
intended approach

LOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED

G/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED
LOC CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
G/S CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 111
GLIDE INTERCEPTION FROM ABOVE
The following procedure must only be applied when established on the localiser.
The pilot must react without delay to meet the stabilisation criteria.

In order to get the best rate of descent when cleared by ATC and below the limiting
speeds, the pilot should lower the landing gear and select flaps as required (at least
CONF 2 should be selected to ensure that the aircraft speed will not increase).

IF ABOVE THE GLIDESLOPE (AFTER LOC* and LOC alive):

APPR mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM/CHECK ARMED
Ensure the APPR pb is pressed, or is still illuminated if it has been selected
previously and ensure that G/S blue is annunciated on the FMA.

LOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENGAGED

FCU ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ABOVE A/C ALTITUDE
If the pilot does not set the altitude above the present altitude, it is likely the a/c will
capture (and level out) before intercepting the G/S.

As soon as possible, select the go around altitude.

V/S MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

Select V/S 1500 ft/min initially. V/S in excess of 2000 ft/min will result in the speed
increasing towards VFE.

Note: When reaching VFE, the AP maintains VFR and reduces the V/S without
MODE REVERSION.

GO AROUND ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Set the go around altitude in FCU at G/S capture.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 112
FINAL APPROACH

FLIGHT PARAMETERS
Call out if excessive deviation occurs:

• LOC: ½ dot

• GLIDE: ½ dot

FOR CAT I, CAT II or CAT III WITH DH APPROACH:

At entered minimum +100 ft

ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE

At entered minimum
MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.

If visual references are sufficient:

CONTINUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

If visual references are not sufficient:

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Initiate the go around.

FOR CAT III WITHOUT DH APPROACH

At 100 ft (alert height) if no failure
CONTINUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 113
Management of Degraded Guidance

Early/untimely Flare Mode Engagement

• Perform the go around (thrust levers to TOGA), or

• Disconnect the AP, set both FDs to OFF and continue the approach using raw
data or external references.

In association to an early/untimely FLARE mode engagement of the FMA, the

following may occur:

• On the PFD:

• The RA height indication may be frozen at a positive or negative value

• The discrepancies between both PFDs may happen on the following

indications:

• RA heights

• FD orders

• FMA indications when both APs are engaged

• Warnings and/or callouts:

• Untimely activation of the AUTOLAND warning light

• Untimely Terrain Awareness and Warning System (TAWS) alerts

• Untimely or absence of "RETARD" callout

• Untimely L/G GEAR NOT DOWN ECAM warning

• Absence or interruption of RA automatic callout (height announcement)

• In the System Display (SD): A pulsing cabin differential pressure advisory may
appear on the ECAM CAB PRESS page.

Note: This ECAM advisory has no consequence to the real cabin pressure.

FOR CAT II & CAT III OPERATIONS

• In the case of:

• Amber caution (single chime), or

• Landing depredation

Above 1000 ft:

Note: In the context of failure management/decision making during LVO, the

1000 ft height reference is meant to be based on radio altimeter (RA) unless
the terrain profile in final approach requires the use of an AFE reference as
briefed by the pilot.

As a simplification, the ONE THOUSAND callout is used for both stabilisation

criteria and failure management/decision making.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 114
ECAM/QRH PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
REQUIRED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Refer to QRH/OPs required equipment for CAT2 and CAT3.

APPROACH AND LANDING CAPABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

If required:

RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
DH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
If the pilot does not complete all of the above actions at 1000 ft:

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

Below 1000 ft:

Landing capability downgrade of systems not monitored by the FMGS for FMA LDG
CAPABILITY may be disregarded below 1000 ft.

If external visual references are not sufficient:

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Below 100 ft RA (Alert height) for CAT 3 DUAL:

Approach may be continued unless autoland light comes on.

In the case of Autoland warning light:

• Visual references not sufficient:
• GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

• Visual references sufficient:

• Approach may be continued manually.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 115
Approach using FINAL APP Guidance

GENERAL
The following guidance is for:

• RNP approaches with LNAV or LNAV/VNAV minima

• Conventional approaches based on VOR, or NDB using FINAL APP guidance

AIRCRAFT EQUIPMENT
The minimum equipment required to start RNP APCH operations is:

• 1 FMGC

• 1 GPS

• 2 IRS

• 1 MCDU

• 1 FD

• 1 PFD on the PF side

• 1 NDs (the temporary display of ND information via the PFD/ND switch is

permitted on PM side)

• 2 FCU channels.

DESCENT PREPARATION

WEATHER AND LANDING INFORMATION

• The FMS vertical profile does not take into account the effect of low OAT.

Therefore, vertical managed guidance:

• Must not be used when the actual OAT is below the minimum temperature
indicated on the approach chart, or

• Must not be used when temperature corrections are required (FINAL APP mode
may not engage).

For RNP approaches with LNAV/VNAV minima, use of QNH from a remote station is
prohibited.

F-PLN A page
• If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP),
do not use FINAL APP guidance for approach. Use NAV FPA or TRK FPA for
approach.

• 0.1 degrees of difference between the MCDU and the charted final vertical path is
acceptable.

• The FMS lateral F-PLN extracted from the navigation database is in agreement
with the instrument procedure chart. The lateral tracks and distances should be
reasonable and the waypoints must be located int eh correct position on the ND.

Note: Approach lateral trajectories are geometrically based on waypoint

coordinates. Observed lateral track differences between MCDU F-PLN page
display and charts may come from inconsistency between FMS magnetic
variation table and charted magnetic variation reference, which has no effect
on lateral trajectory.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 116
PROG PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Insert the reference RWY threshold in the BRG/DIST field for position monitoring
during approach.

GO AROUND STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW

The briefing should include a review of "management of degraded navigation"
topics.

DESCENT
NAV ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If NAV accuracy is LOW, use TRK FPA mode for approach (Refer to APPR using
FPA guidance).

• For RNP approach:

GPS PRIMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
GPS PRIMARY must be available on at least one FMS.

BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

The vertical guidance requires a precise baro setting. the maximum acceptable
discrepancy between altimeters is 100 ft.

INTERMEDIATE/FINAL APPROACH
POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Check that ATC clearances allow the aircraft to fly through the capture area of the
vertical profile. After radar vectoring, consider a DIR TO RDL IN to sequence the F-
PLN.

FD or AP FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FOR APPROACH

It is recommended to use Autopilot when available for all Non Precision Approaches
in IMC.

The use of FD or AP guidance provides the required navigation accuracy.

APPR pb on FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRESS

Press the APPR pb when all of the following conditions are satisfied:

• The aircraft is cleared for the approach

• TO waypoint is the Final Descent Point (see note below)

APPR mode should be armed at least 2 nm before the Final Descent Point to ensure
healthy predictions are available and FINAL APP engages successfully.

Note: For approaches where the Final Descent Point is less than 2 nm after the
previous fix, the APPR mode can be armed when the aircraft has levelled off at
the final descent altitude (ALT or ALT CST mode) and the FDP (as displayed on
the ND by the final descent arrow) is properly sequenced/computed by the
FMGC.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 117
APP NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED or ENGAGED
FINAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED
Check that the V/DEV scale is displayed on the PFD.

At the Final Descent Point, a blue arrow on ND indicates that FINAL APP conditions
are met.

At the Final Descent Point:

FINAL APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK ENGAGED
GO AROUND ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
• Monitor XTK error on ND

• Monitor V/DEV on PFD

• Crosscheck distances versus altitudes as published on charts

• If approaching on a conventional radio NAVAID procedure, monitor the lateral and

vertical guidance using raw data

• Excessive deviation occurs at:

• XTK > 0.1nm

• V/DEV > ½ dot

(on the vertical scale, one dot corresponds to 100 ft. Thus ½ dot is 50 ft).

At entered minimum +100 ft:

ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE

At entered minimum:
MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.

If visual references are sufficient:

CONTINUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At latest at the MAP or Minimum use height of the AP (whichever comes first):
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

CAUTION:
• From minima down to the MAP the FD provides additional guidance. The FD
must be switched off if the guidance is not relevant or not followed.
• After the MAP, disregard the FD as it reverts to HDG V/S.

If visual references are not sufficient:

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Initiate the go around.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 118
Management of Degraded Guidance

For VOR and NDB approaches, be prepared to continue the approach with
reference to appropriate raw data by reverting to:
• NAV FPA, if the vertical guidance is not satisfactory

• TRK FPA, if the lateral guidance is not satisfactory

For RNP approaches with LNAV minima or LNAV/VNAV minima:

Use the appropriate remained AP/FD in the following cases:

• GPS PRIMARY LOST on one ND

• NAV ACCUR DOWNGRAD on one FMGS.

Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually.

For RNP approaches with LNAV/VNAV minima

• Discontinue the approach in the case of deviation of 75 ft below the vertical path
(VDEV > ¾ dot)

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 119
Approach Using Final APP Guidance for RNP AR

General
RNP AR approaches requires specific aeroplane certified avionic equipment.

• A320 NEO & A321 NEO are certified for RNP AR

• Some A320 CEO aircraft are also certified for RNP AR

• According to a/c equipment, RNP AR may be approved to RNP 0.3 or RNP below
0.3 

In the FMS, RNP AR approaches should be labelled RNV___

For example, RNV15-Y

AIRCRAFT EQUIPMENT
The minimum equipment required to start RNP AR operations is:

• 2 FMGC

• 2 MCDU

• 2 FDs

• 1 AP, at least (CEO)

• 1 AP (2 AP if RNP less than 0.3 is required or missed approach less than 1nm) -
A320/321 NEO

• 2 GPS

• 2 FAC

• 2 ELAC

• 2 SFCC

• 2 RA

• 2 PFD with V/DEV displays

• 2 ND

• 2 GPS

• 3 ADIRS in NAV mode

• TAWS with display of terrain

• FCU with both channels

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 120
DESCENT PREPARATION

Aircraft technical status:

QRH AIRCRAFT CONFIGURATION SUMMARY . . . . . . . . . . . . . . . . . . . . . .CHECK

RNP AR certification is listed under AUTO FLT. Check RNP AR "installed" column.

Item System Installed RNP AR Capability

RNP AR AUTO FLT No A/C NOT certified for RNP AR.

RNP AR NOT allowed

RNP AR below 0.3 AUTO FLT Yes A/C certified for RNP AR down to RNP
0.1 minima

RNP AR limited to 0.3 AUTO FLT Yes A/C certified for RNP AR down to RNP
0.3 minima

MEL AIRCRAFT STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Unserviceable equipment affecting RNP AR capability needs to be checked with the
minimum equipment listed above. Any failure with any of the above equipment may
reduce the RNP AR capability.

GPS Availability

RAIM has been demonstrated to be available 100% of the time with a constellation
of 24 healthy satellites. This number is usually in excess of 24 healthy satellites at all
times.

The number of available satellites shall be checked using a ground based prediction
tool. This check needs to be completed on the ground prior to dispatch and can be
found here:

https://augur.eurocontrol.int/status/

Total satellites will be listed on the right hand side.

RNP AR generic approaches are permitted with RNP = 0.3 provided the availability
of at least 24 satellites is confirmed using a ground based prediction tool.

An operation with RNP <0.3 and with less than 24 satellites is permitted provided
ground based prediction software is used to determine the GPS PRIMARY
availability at the ETA.

Use of Augur Terminal/Approach Tool

For RNP AR specific procedures or for RNP AR generic procedures when the
number of available satellites is predicted to be less than 24, select the Terminal/
Approach tool.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 121
Augur Terminal/Approach Tool can only be used for RNP AR procedures with
minima at or above RNP 0.3.

Enter ICAO identifier of airports(s) with RNO AR procedure for which RAIM is to be
checked.

The entry parameters applicable are:

Algorithm: Select FDE (Fault Detection and Exclusion)

Selective Availability: SA off

Barometric Aiding: Baro aiding

Mask angle: Do not use less than 5.0 deg mask angle

Approach: Approach (RNP 0.3)

Start computation (check outages)

The output parameters are:

• No predicted outages, or

• Outages periods [start - end time; duration] during which RAIM for RNP AR
approach with RNP 0.3 minima is not guaranteed.

APPROACH MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DETERMINE

• RNP AR approach minima are associated with specific RNP values

• For each published RNP value, a corresponding Decision Altitude (DA) and
visibility is associated. RNP 0.3 minima are always published

• Availability of RNP minima below RNP 0.3 depends on each approach design and
may require specific approval

• RNP AR minima below RNP 0.3 cannot be used on aircraft limited to RNP 0.3

• By default, the RNP value coded in the FMS navigation database for final
segment is RNP 0.3. The pilot must enter the actual RNP value and override the
FMS database value, if lower.

NAVAIDS DESELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

In case GPS PRIMARY is lost, the FMS may revert to radio NAV mode.

Deseletion of navaids shall only be performed when a VOR/DME is indicated by

NOTAM as under test or faulty.

CAUTION: Pilots shall not inadvertently deselect GPS when attempting to

deselect NAVAIDS in the MCDU.

WEATHER AND LANDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

• Verify that actual OAT is at or above the minimum temperature indicated on the
approach chart. If OAT is below the minimum temperature, RNP AR procedures
are not approved.

• Verify the winds are within limits.

• Use of QNH from a remote station is prohibited.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 122
F-PLN A page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The FMS lateral and vertical F-PLN extracted from the navigation database is in
agreement with the instrument approach chart. The lateral tracks and distances
should be reasonable and the waypoints must be located in the correct position on
the ND.

Note: RNP approach lateral trajectories are geometrically based on waypoint

coordinates. Observed lateral track differences between MCDU F-PLN page
display and charts may come from inconsistency between FMS magnetic
variation table and charted magnetic variation reference, which has no effect
on lateral trajectory.

If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP), do
not use FINAL APP guidance for approach. Select another approach.

Airspeed and configuration must be adapted for the maximum speed required to
achieve the radius of turns in the procedure.

Prog page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Insert the reference RWY threshold in the BRG/DIST field for position monitoring
during approach.

GO AROUND STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW

The briefing should include a review of "management of degraded navigation"
topics.

DESCENT
GPS 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK both in NAV
Bot GPS must be in NAV on the GPS MONITOR page.

Both GPS and both FMS must be available before the IAF. Thus, if one FMS is
inoperative or if one GPS is not in NAV at the IAF, RNP AR is not allowed.

TERR on ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Unless weather radar is required on one side, terrain must be selected on both the
Capts and FOs ND display.

INITIAL/APPROACH
RNP VALUE (MCDU PROG PAGE) . . . . . . . . . . . . . . . . . . . . . . . . CHECK/INSERT
The MCDU PROG page displays the FMS navigation database RNP value in small
blue digits. Crew entered value overrides the FMS navigation database RNP value
and is displayed in larger blue digits.

• Check/insert the RNP value in the 6L field.

If the pilot intends to use RNP AR minima below 0.3, the RNP value associated with
the approach minima shall be manually entered by the crew. If required the pilot
shall enter the RNP value prior to activation of the APPR phase, latest when passing
the IAF.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 123
BARO REF/ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The altimeter crosscheck shall be completed after setting the Baro reference to
QNH and prior to the final approach fix (FAF).

The maximum acceptable discrepancy between altimeters is 100 ft.

If the altimetry crosscheck fails then the approach must not be continued.

After the FAF, the pilot must continuously monitor the V/DEV on the PFD.

INTERMEDIATE/FINAL APPROACH
AP FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FOR APPROACH
For RNP AR operations, one AP must be engaged prior to the Initial Approach Fix
(IAF).

For AP failure after the IAF, refer to ABNORMAL OPERATIONS/IN-FLIGHT

CONTINGENCY PROCEDURES BELOW.

L/DEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DISPLAYED

Check that the L/DEV scale is displayed on the PFD.

APPR pb on FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS

Press the APPR pb when all of the following conditions are satisfied:

• The aircraft is cleared for the approach

• TO waypoint is the Final Descent Point (see note below)

APPR mode should be armed at least 2 nm before the Final Descent Point to ensure
healthy predictions are available and FINAL APP engages successfully.

Note: For approaches where the Final Descent Point is less than 2 nm after the
previous fix, the APPR mode can be armed when the aircraft has levelled off at
the final descent altitude (ALT or ALT CST mode) and the FDP (as displayed on
the ND by the final descent arrow) is properly sequenced/computed by the
FMGC.

APP NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED or ENGAGED

FINAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED
Check that the V/DEV scale is displayed on the PFD.

At the Final Descent Point, a blue arrow on ND indicates that FINAL APP conditions
are met.

At the Final Descent Point:

FINAL APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENGAGED
GO AROUND ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
PROGRESS PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Check/confirm the correct RNP value corresponding to associated approach
minima is displayed on the MCDU PROG page.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 124
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
• Monitor L/DEV & V/DEV on PFD

• Monitor XTK error on ND

• Crosscheck distances versus altitudes as published on charts

• Excessive deviation occurs at:

• L/DEV > ½ dot (On the lateral scale, 1 DOT corresponds to 0.1nm. Thus ½ dot
is 0.05 nm. L/DEV full-scale deflection is ± 0.2 nm).

• V/DEV > ½ dot (On the vertical scale, 1 DOT corresponds to 100 ft. Thus ½ dot
is 50 ft.

A go-around must be initiated if excessive deviation occurs:

• L/DEV reaches 1 RNP (as digitally displayed on ND)

• V/DEV reaches ¾ dot below the vertical path.

At entered minimum +100 ft:

ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE

At entered minimum:
MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.

If visual references are sufficient:

CONTINUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At latest at the MAP or Minimum use height of the AP (whichever comes first):
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

CAUTION: From minima down to the MAP the FD provides additional

guidance. The FD must be switched off if the guidance is not relevant or not
followed. After the MAP, disregard the FD as it reverts to HDG V/S.

If visual references are not sufficient:

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Initiate the go around.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 125
ABNORMAL OPERATIONS/IN-FLIGHT CONTINGENCY PROCEDURES
In-flight failure occurring during RNP AR approaches may affect aircraft capability to
maintain flight path accuracy within RNP tolerances.

As a general principle, RNP AR operations shall not be started with failures affecting
the RNP capability.

Abnormal operations considered for RNP AR below concern:

• Engine failure (asymmetrical thrust effect on flight path accuracy)

• Loss of RNP capability due to guidance

• Loss of RNP capability due to navigation

• Other system failures.

At any time, when RNP capability cannot be restored, the pilot shall adopt the best
strategy to maintain aircraft safety, reverting to non-RNP procedures, when
available, or contingency procedures appropriate to the local environment.

Safety of RNP AR operations in adverse environment requires that the pilot monitors
the consistency of aircraft behaviour with the flown path (e.g. bank angle vs turn
direction and X/TRK), and continuously thinks "ahead" of the aircraft considering
the next leg sequence and possible actions in case of contingency.

Engine Failure during Approach

One engine inoperative conditions (with AP ON) has been demonstrated to meet
RNP requirements.

Continuation of the procedure is at the discretion of the PIC considering flight path
stability and weather conditions.

OEI acceleration should not take place during and RF leg.

Contingency Procedures during Go Around

Go around initiated following the loss of RNP AR capability may require the pilot to
follow contingency procedures.

The Pilot shall immediately revert to laterally selected mode (HDG/TRK) when NAV
guidance is not adequate.

Contingency procedures for complex approaches requiring special procedure

authorisation will be described in any aerodrome brief and will normally be
associated with CAT C aerodrome training.

Contingency procedures for generic procedures will normally follow standard

missed approach procedures, reversion to radar vectors or conventional navigation.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 126
Management of Degraded Navigation

System failures occurring before passing the Initial Approach Fix (IAF)
The pilot shall discontinue the approach and refer to the required equipment for
RNP AR and re-assess RNP AR capability.

System failures occurring after passing the Initial Approach Fix (IAF)
The approach may be continued in case of single failure of:

• GPS PRIMARY LOST on one ND (use appropriate remaining AP/FD)

• NAV ACCURACY DOWNGRAD on one FMGS (use appropriate remaining AP/FD)

• GPS (MMR)

• FMGS

• EFIS DU

• MCDU

• AP (remaining AP shall be engaged if available)

Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually:

• FINAL APP does not engage

• Loss of GPWS TERRAIN function in case of inconsistencies affecting obstacles

or terrain computation

• FM/GPS POSITION DISAGREE

• FMS1/FMS2 POS DIFF

• GPS PRIMARY LOST on both NDs

• Dual NAV ACCUR DOWNGRAD

• Dual loss of FMGC or dual loss of FINAL APP mode

• Dual AP failure if the RNP <0.3 nm

System failures not defined in the lists above should be managed as appropriate to
the situation.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 127
Approach Using FPA Guidance

General
The following items are to be performed in addition to previous SOP chapters in the
following cases:

• RNP approaches using mixed NAV FPA guidance (lowest minima LNAV corrected
for temperature if applicable)

• Conventional approaches based on VOR and NDB using selected TRK FPA or
mixed NAV FPA guidance

• ILS G/S out, LOC ONLY and back course localiser approaches

The approach is flown in TRK FPA when:

• The approach is not stored in the database, or

• NAV accuracy is low

Under normal circumstances, an early stabilised approach methodology should be

used for approaches using FPA guidance.

Aircraft Equipment
The minimum equipment required to start RNP APCH operations is:

• 1 FMGC

• 1 GPS

• 2 IRS

• 1 MCDU

• 1 FD

• 1 PFD on the PF side

• 1 NDs (the temporary display of ND information via the PFD/ND switch is

permitted on PM side)

• 2 FCU channels.

DESCENT PREPARATION
F-PLN A page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
• If a TOO STEEP PATH message is displayed after the Final Descent Point (FDP),
disregard the V/DEV or yoyo information on the PFD.

• For approaches using NAV FPA:

• The FMS lateral F-PLN extracted from the navigation database is in agreement
with the instrument procedure chart. The lateral tracks and distances should be
reasonable and the waypoints must be located in the correct position on the
ND.

• all other cases, use TRK FPA mode for approach.

In

PROG page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Insert the reference RWY threshold in the BRG/DIST field for position monitoring
during approach.

GO AROUND STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW

The briefing should include a review of "management of degraded navigation"
topics.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 128
DESCENT
NAV ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If NAV accuracy is LOW, use TRK FPA mode for approach.

• For RNP approach:

GPS PRIMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
GPS PRIMARY must be available on at least one FMS.

INTERMEDIATE/FINAL APPROACH
LATERAL GUIDANCE MODE . . . . . . . . . . . . . . . . . . . . . . . . SET FOR APPROACH
Arm NAV or LOC mode as appropriate.

• For LOC ONLY and ILS G/S out:

LOC pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press the LOC pb-sw when cleared for approach and on the intercept trajectory for
the final approach course.

Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.

LOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED

CAUTION: Do not press the APPR pb.

• For back course localiser approaches:

TRK FPA MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE FOR APPROACH

LATERAL PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCEPT

Monitor NAV or LOC engagement as appropriate.

TRK FPA pb (Bird) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

FPA FOR FINAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

At 0.3 nm from the Final Descent Point:

FPA selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FPA MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENGAGED
Check NAV FPA, TRK FPA or LOC FPA in engaged as appropriate.

POSITION/FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR/ADJUST

Monitor altitude indication versus position and adjust FPA as necessary to follow
the published descent profile, taking into account the minimum altitudes.

Note: In case of deviations from the published profile a change of 1.0 degree
FPA will recover 100 ft/nm.

GO AROUND ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Set when below the go around altitude to avoid unexpected altitude capture.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 129
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Crosscheck distances versus altitudes as published on the charts.

If approaching on a conventional radio NAVAID procedure, monitor the lateral and

vertical guidance using raw data.

• For approaches using NAV FPA, monitor XTK error on ND to check the lateral
guidance

Excessive deviation occurs:

• Approach using NAV MODE: XTK > 0.1 nm

• Approach using LOC MODE: LOC ½ dot

• Approach using TRK mode:

• VOR: ½ dot or 2.5°

• NDB: 5°

At entered minimum +100 ft:

ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE

At entered minimum:
MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.

If visual references are sufficient:

CONTINUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At latest at the MAP or Minimum use height of the AP (whichever comes first):
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RUNWAY TRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/SET

If visual references are not sufficient:

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Initiate the go around.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 130
Management of Degraded Guidance

For VOR and NDB approaches in NAV FPA, if lateral guidance is not
satisfactory:
Be prepared to continue the approach with reference to appropriate raw data by
reverting to TRK FPA.

For RNP approaches with LNAV minima:

Use the appropriate remained AP/FD in the following cases:

• GPS PRIMARY LOST on one ND

• NAV ACCUR DOWNGRAD on one FMGS.

Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually:

• GPS PRIMARY LOST on both NDs

• XTK >0.3 nm

• NAV FM/GPS POS DISAGREE on ECAM

• NAV ACCUR DOWNGRAD on both FMGS

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 131
Circling Approach

General

The circling approach is the visual phase of an instrument approach to bring an

aircraft into position for landing on a runway which is not suitable located for a
straight in approach.

The instrument approach may be to the reciprocal runway, another runway or a let-
down procedure.

The circling approach may be defined by prescribed tracks.

Some procedures may specify a DME or other fix for the end of the downwind leg.

CAUTION: The pilot must conduct the flight within the circling area, while
maintaining required visual references at all times.

Approach Preparation
For a circling approach, the approach preparation should include the following
additional items in the FMS programming.

F-PLN
Introduce the instrument approach procedure, including the missed approach
procedure for the instrument approach.

SEC F-PLN
The landing runway must be inserted into the SEC F-PLN.

Update the SEC F-PLN as follows:

• Copy the active F-PLN

• Revised the landing runway

Instrument Approach

The pilot flies a stabilised approach at "F" speed, configuration 3 and landing gear
down.

Circling approaches must be flown with Gear Down and Flaps 3 to avoid unwanted
GPWS alerts.

Normal instrument approach operation procedures are used up to the point where
the aircraft levels off at MDA.

For landing in CONF3 following a circling approach, fly a selected speed to maintain
F speed until established on final for the landing runway.

At a convenient stage during the instrument approach, select TRK FPA.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 132
Circling Approach

AT 100 FT ABOVE CIRCLING MINIMA:

ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE

If no auto callout, announce "ONE HUNDRED ABOVE".

V/S ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH

Push V/S at 100 ft above MDA. The a/c will fly level at or just above circling minima.

If visual references are not sufficient:

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER

If the pilot is unable to establish or maintain required visual reference a G/A must be
executed at the MAP following the standard missed approach procedure for the
instrument approach being flown.

WITH SUFFICIENT VISUAL REFERENCE:

TURN TOWARDS DOWNWIND LEG . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXECUTE

If landing on a reciprocal runway, execute a 45° turn towards the downwind leg.

CHRONO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Start timing for 30 seconds from wings level.

TURN ONTO DOWNWIND LEG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXECUTE

Fly the downwind track to the landing runway.

SECONDARY FLT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVATE

Activate the secondary flight plan.

Note: Manoeuvring the aircraft is now performed using selected modes only.

When abeam the landing runway threshold:

CHRONO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Start timing (calculated on circuit height) for 3 sec per 100 AAL.

At the end of the downwind leg:

LEVEL BASE TURN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXECUTE
Start a level base turn towards the landing runway to intercept the visual glide path.

Note: Descent below MDA/A must not be initiated until the threshold of the
runway to be used has been identified and the aircraft is in a position to
continue with a normal rate of descent and land within the touchdown zone.

AP/FDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Disconnect the AP and remove the FDs at the latest before starting the final descent
toward the runway.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 133
When established on the visual vertical path:

For Flaps full:

FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
LANDING CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Prescribed Tracks Circling

The circling procedure (aircraft configuration and speed) may be adapted for
prescribed tracks. All prescribed tracks, altitudes and speeds must be adhered to.
Descent from MDA must only commence when the required visual reference is
obtained and a normal descent can be carried out to land in the touchdown zone.

MISSED APPROACH
If the decision to carry out a missed approach is taken when the aircraft is
positioned on the approach axis (track) defined by radio-navigation aids, the
published missed approach procedure must be followed.

If visual reference is lost while circling to land from an instrument approach, the
missed approach specified for that particular instrument approach must be
followed. It is expected that the pilot will make an initial climbing turn toward the
landing runway and overhead the aerodrome where the pilot will establish the
aeroplane in a climb on the missed approach track. As the circling manoeuvre may
be accomplished in more than one direction, different patterns will be required to
establish the aeroplane on the prescribed missed approach course depending on its
position at the time visual reference is lost unless otherwise prescribed.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 134
CIRCLING APPROACH PATTERN

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 135
RNAV Visual Approach

General
The aircraft navigates using the RNAV system, but the position is monitored by
visual references to the ground, obstacles and other traffic.

RNAV Visual approaches must be stored and retrievable from the Navigation
Database.

RNAV Visual approach may be flown following an instrument approach.

In this case the RNAV visual approach may initially be prepared in the SEC F-PLN.

EQUIPMENT REQUIRED
• 1 FMS

• 1 GPS or 2 DME to update FM position

• Additional requirement if indicated on approach chart

FMGC GUIDANCE MODE

• If no required accuracy is published:
The use of the FMGC guidance mode is at the pilots discretion.

• If RNAV 1 or RNP 1 is required on the published approach chart:

The pilot should use adequate FMGC guidance modes.

Note: The use of lateral and vertical managed guidance modes reduces the
crew workload and improves energy management.

DESCENT PREPARATION
For approach data insertion in the FMS, keep the BARO/MDA field empty on the
PERF APPR page.

DESCENT
For RNAV VISUAL approaches requiring GPS, check that GPS PRIMARY is
available on at least 1 FMS.

FINAL APPROACH
The pilot must disconnect the AP at the latest at the minimum use height of the AP.
Refer to FCOM limitations.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 136
Visual Approach

General
Perform the approach on a nominal 3° glideslope or as per published final path
(PAPI slope as applicable) using visual references.

A visual approach shall be comprehensively briefed.

The pilot shall consider the risks associated against any operational gain associated
with a visual approach.

If conducting visual approach to an ILS equipped runway, and ILS approach should
be selected in the FMGC and properly sequenced so that lateral and vertical
guidance is available to the pilot. The LS pb shall be selected ON and G/S deviation
monitored at all times.

(For ILS equipped runways, the FMGS will auto tune the ILS and the GPWS will
monitor any G/S deviation, even if LS is not displayed).

Method
• The autopilot is not used

• Both FDs are OFF

• FPV use is recommended

• A/THR use is recommended with managed speed

Bear in mind the possible risk of optical illusions due to hindered night vision.

Initial/Intermediate Approach
The flight plan selected on the MCDU should include the selection of the landing
runway. The downwind leg may also be part of the flight plan. This may be a useful
indication of the aircraft position in the circuit on the ND. However, visual references
must be used.

Therefore, at the beginning of the downwind leg:

• Manually ACTIVATE APPR

• Select FDs to OFF

• Select TRK FPA to have FPV displayed

• Check A/THR active or OFF

Extend the downwind leg to 45 seconds (±1s / 1 knt of headwind/tailwind) for a

standard 1,500 ft circuit.

• Turn into base leg with a maximum of 30° of bank

• Descent with approximate FPA, in FLAPs 2, at F speed

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 137
Final Approach
The speed trend arrow and FPV help the pilot make timely and correct thrust
settings (if manual thrust), and approach path corrections. Avoid descending
through the correct approach path with idle thrust. (Late recognition of this situation
without a prompt thrust increase may lead to considerable speed decay and
altitude loss).

Avoid any tendency to "duck under" in the late stages of the approach.

Avoid destabilising the approach in the last 100 ft, in order to have the best chance
of performing a good touchdown at the desired position.

VISUAL APPROACH (1 or 2 ENGINES) PATTERN

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 138
Landing

Manual Landing

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

FLARE
The cockpit cut-off angle is 20°.

In stabilised approach conditions, the flare height is approximately 30 ft.

FLARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Avoid flaring high.

ATTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
THRUST levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
If autothrust is engaged, it automatically disconnects when the pilot sets both thrust
levers to the IDLE detent.

In manual landing conditions, the "RETARD" callout is triggered at 20 ft radio height,

in order to remind the pilot to retard the thrust levers.

Note: Ground spoiler extension is inhibited if:

• Both thrust levers remain above the idle detent, or
• One thrust lever is above idle and one thrust lever is at idle detent

AT TOUCHDOWN
Note: Touchdown must be achieved in the touchdown zone (as defined by the
runway markings, or in the absence of runway markings, the first 1000 m or
first ⅓ of the runway whichever is less) or a balked landing shall be initiated.

DEROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
• Lower the nosewheel without undue delay

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 139
BOTH THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . REV MAX or REV IDLE
The pilot must select reverse thrust immediately after main landing gear touchdown.

MAX or IDLE reverse thrust shall be selected as determined during landing

performance assessment.

The pilot must immediately select REV MAX, if any of the following occurs at any
time during the landing:

• An emergency

• The deceleration is not as expected

• A failure affecting the landing performance

• A long flare or a long touchdown

• An unexpected tailwind

A small pitch up may occur during thrust reversers deployment before nose landing
gear touchdown. However, the pilot can easily control this pitch up.

As soon as the pilot selects reverse thrust, a full-stop landing must be performed.

GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE

Check that the WHEEL SD page displays the ground spoiler extension after
touchdown.

If no ground spoilers are extended:

• Verify and confirm that both thrust levers are set to IDLE or REV detent

• Set both thrust levers to REV MAX, and fully press the brake pedals

Note: If ground spoilers are not armed, ground spoilers extend at reverser
thrust selection.

REVERSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
• Check that the ECAM E/WD displays that the reverse deployment is as expected
(REV Green)

• If reverser(s) do not deploy as expected, one of the main deceleration means is

lost. The pilot should consider adapting the available deceleration means to stop
the aircraft

DIRECTIONAL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR/ENSURE

• Ensure directional control. Use rudder pedals for directional control

• Do not use nosewheel steering tiller before reaching taxi speed

• During rollout, the pilot should avoid sidestick inputs (either lateral or longitudinal)

• If directional control problems are encountered, the pilot should reduce thrust to
reverse idle until directional control is satisfactory

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 140
If autobrake is selected:
AUTOBRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Note: If no ground spoilers are extended, the autobrake will not activate.

During the rollout, monitor the blue light on the autobrake panel and call out if the
autobrake mode disengages.

On aircraft displaying autobrake status on PFD:

During the rollout, monitor that the FMA displays BRK LO or BRK MED and call out
if the autobrake mode disengages.

If landing without autobrake:

BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
• Although the green hydraulic system supplies the braking system, if pedals are
pressed rapidly, a brake pressure indication appears briefly on the BRAKE PRESS
indicator

• Braking may begin before nosewheel has touched down, if required for
performance reasons. However, when comfort is the priority, the pilot should
delay braking until the nosewheel has touched down.

DECELERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
The pilot feels the deceleration and checks the speed trend on the PFD to confirm
the deceleration.

AT 70 knots

SEVENTY KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

BOTH REVERSER LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REV IDLE
It is better to reduce reverse thrust when passing 70 knots. However, high levels of
reverse thrust may be used in order to control aircraft speed in the case of an
emergency.

CAUTION: Avoid the use of high levels of reverse thrust at low airspeed, unless
required due to an emergency. The distortion of the airflow, caused by gases
re-entering the compressor, can cause engine stalls that may result in
excessive EGT.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 141
AT TAXI SPEED

REVERSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
• When reaching taxi speed, and before leaving the runway, stow the reversers

• On snow covered grounds, the reversers should be stowed when the aircraft
speed reaches 25 knots

• When deselecting the reversers, be careful not to apply forward thrust by moving
the thrust levers beyond the FWD IDLE position

CAUTION: Except in an emergency, do not use the reverse thrust to control

aircraft speed while on taxiways. On taxiways, the use of reversers, even when
restricted to idle thrust, would have the following effects:
• The engines may ingest find sand and debris that may be detrimental to the
engines and airframe systems
• On snow covered areas, snow will recirculate in the air inlet, and may cause
and engine flameout or rollback.

BEFORE 20 knots

AUTO BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM

Disengage the autobrake to avoid some brake jerks at low speed.

The pilot should use the brake pedals to disengage the autobrake.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 142
Automatic Landing
The following items must be performed in additions to section: Approach Using
LOC G/S guidance.

At 350 ft RA:
LAND on FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
If no LAND MODE, autoland is not authorised.

ILS COURSE on PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

If the ILS course pointer and the runway track differ by more than 5°, autoland is not
authorised.

At 40 ft FA:
FLARE on FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
If the FMA does not display FLARE, perform a go-around, or a manual landing if
visual references are sufficient.

FLARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

At 30 ft RA:
THRUST IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Monitor thrust reduction.

At 10 ft RA:
An automatic "RETARD" callout triggers.

THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

The autothrust disconnects.

LATERAL GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Monitor the lateral guidance by using external references.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 143
At Touchdown
Note: In the case of NWS or Anti-Skid failure, set the AP OFF at touchdown.

ROLLOUT on FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE

BOTH REVERSER LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . REV MAX or REV IDLE

The pilot must select reverse thrust immediately after main landing gear touchdown.

MAX or IDLE reverse thrust shall be selected as determined during landing

performance assessment.

The pilot must immediately select REV MAX, if any of the following occurs at any
time during the landing:

• An emergency

• The deceleration is not as expected

• A failure affecting the landing performance

• A long flare or a long touchdown

• An unexpected tailwind

A small pitch up may occur during thrust reversers deployment before nose landing
gear touchdown. However, the pilot can easily control this pitch up.

As soon as the pilot selects reverse thrust, a full-stop landing must be performed.

GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE

Check that the WHEEL SD page displays the ground spoiler extension after
touchdown.

If no ground spoilers are extended:

• Verify and confirm that both thrust levers are set to IDLE or REV detent

• Set both thrust levers to REV MAX, and fully press the brake pedals

Note: If ground spoilers are not armed, ground spoilers extend at reverser
thrust selection.

REVERSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
• Check that the ECAM E/WD displays that the reverse deployment is as expected
(REV Green)

• If reverser(s) do not deploy as expected, one of the main deceleration means is

lost. The pilot should consider adapting the available deceleration means to stop
the aircraft

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 144
DIRECTIONAL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR/ENSURE
• Monitor directional control, if the rollout is automatic. If rollout guidance is not
satisfactory, immediately disconnect the AP and revert to manual directional
control

• Ensure directional control, if rollout is manual. Use rudder pedals for directional
control

• Do not use nosewheel steering tiller before reaching taxi speed

• During rollout, the pilot should avoid sidestick inputs (either lateral or longitudinal)

• If directional control problems are encountered, the pilot should reduce thrust to
reverse idle until directional control is satisfactory

If autobrake is selected:
AUTOBRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Note: If no ground spoilers are extended, the autobrake will not activate.

During the rollout, monitor the blue light on the autobrake panel and call out if the
autobrake mode disengages.

On aircraft displaying autobrake status on PFD:

During the rollout, monitor that the FMA displays BRK LO or BRK MED and call out
if the autobrake mode disengages.

DECELERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
The pilot feels the deceleration and checks the speed trend on the PFD to confirm
the deceleration.

AT 70 knots

SEVENTY KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

BOTH REVERSER LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REV IDLE
It is better to reduce reverse thrust when passing 70 knots. However, high levels of
reverse thrust may be used in order to control aircraft speed in the case of an
emergency.

CAUTION: Avoid the use of high levels of reverse thrust at low airspeed, unless
required due to an emergency. The distortion of the airflow, caused by gases
re-entering the compressor, can cause engine stalls that may result in
excessive EGT.

BEFORE 20 knots

AUTO BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM

Disengage the autobrake to avoid some brake jerks at low speed.

The pilot should use the brake pedals to disengage the autobrake.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 145
END OF ROLL OUT

REVERSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOW
• When reaching taxi speed, and before leaving the runway, stow the reversers

• On snow covered grounds, the reversers should be stowed when the aircraft
speed reaches 25 knots

• When deselecting the reversers, be careful not to apply forward thrust by moving
the thrust levers beyond the FWD IDLE position

CAUTION: Except in an emergency, do not use the reverse thrust to control

aircraft speed while on taxiways. On taxiways, the use of reversers, even when
restricted to idle thrust, would have the following effects:
• The engines may ingest find sand and debris that may be detrimental to the
engines and airframe systems
• On snow covered areas, snow will recirculate in the air inlet, and may cause
and engine flameout or rollback.

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Disengage the APs at the end of the roll out (before leaving the runway at the latest).

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 146
Go-Around

THE PILOT WILL APPLY THE FOLLOWING THREE ACTIONS

SIMULTANEOUSLY:

THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA

If TOGA thrust is not required, set the thrust levers to TOGA detent then retard the
thrust levers as required (CLB detent). This enables the engagement of the GO
AROUND phase with the associated AP/FD modes.

On a/c equipped with SOFT GA mode:

THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA then FLX/MCT
Set the thrust levers to the TOGA detent to ensure engagement of SRS GA mode.
Then, set the thrust levers to FLX/MCT to engage GA SOFT mode.

At any time, if TOGA thrust is desired, set the thrust levers to TOGA detent.

Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not
engage the GO AROUND phase, and flying over, or close to the airport will
sequence the destination waypoint in the F-PLN.

ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Monitor the rotation if at least one AP is on.

Otherwise:

Initiate rotation towards 15° of pitch with all engines operative (approximately 12.5°
if one engine is out) to get a positive rate of climb, then follow the SRS flight director
pitch bar orders.

When near the ground, avoid excessive rotation rate in order to prevent a tail strike.

GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
FLAPS lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT ONE STEP
Retract one step of flaps and announce "Flaps__"

Then:

FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/ANNOUNCE
The following modes are displayed:

MAN TOGA (MAN GA SOFT) / SRS / GA TRK or NAV / A/THR (in blue).

If the FMA does not display MAN GA SOFT or MAN TOGA, immediately set the
thrust levers to the TOGA detent. Depending on the guidance modes during
approach, NAV mode is either automatically armed or automatically engaged.

For RNP AR, check that NAV mode engages immediately (minimum height 100 ft).

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 147
POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Check FMA, pitch attitude, VSI, ALT and RAD ALT for indications of climb and
announce "Positive Climb".

L/G UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
NAV or HDG mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Reselect NAV or HDG, as required (minimum height 100 ft).

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Note: Go-Around may be flown with both autopilots engaged. Whenever any
other mode engages, AP 2 disengages.

AT GO-AROUND THRUST REDUCTION ALTITUDE:

THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL
LVR CLB flashing on FMA.

AT GO-AROUND ACCELERATION ALTITUDE:

Monitor that the target speed increases to green dot.

• IF THE TARGET SPEED DOES NOT INCREASE TO GREEN DOT:

• FCU ALT knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK and PULL
Pull ALT to engage OPEN CLB.

At F speed:
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

At S speed:
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM

L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP
NOSE sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RWY TURN OFF sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OTHER EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Refer to ACCELERATION FLOW PATTERN

Note: Consider the next step:

• Engage NAV mode to follow the published missed approach procedure, or
• Prepare for a second approach by selecting the ACTIVATE APP PHASE and
CONFIRM on the PERF page.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 148
Balked Landing

General
A balked landing is a go around initiated near the ground (during landing from flare
initiation until thrust reverser selection).

A balked landing procedure usually follows an improper landing technique by the PF

(long touchdown, bound) or is initiated due to significant and rapid changes in wind
conditions.

• A temporary landing gear contact with the runway is acceptable

• In order to prevent tailstrike, an excessive rotation rate should be avoided

Balked Landing Procedure:

"I HAVE CONTROL" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
The pilot takes/keeps control and must press and hold the takeover pushbutton.

This is confirmation that the pilot has control.

"TOGA" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
This is confirmation that the balked landing procedure is being initiated.

THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGA

PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
Adjust pitch in order to establish a climb away from the ground.

This may mean holding the attitude or de-rotating to achieve an adequate pitch.

CAUTION: No configuration changes (gear/Flaps) until "Go Around" initiated.

GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When the aircraft is safely established in the initial climb, call "GO AROUND,
FLAPS" and apply the normal go around procedure.

Note:
1. Below 50 ft, due to Flight Control Laws, TOGA power may provide a pitch-
up effect. Do not attempt to soften the (potential) second touchdown by
increasing the pitch attitude.
2. If the aircraft is on the runway and at Flaps FULL configuration when TOGA
thrust is applied, a CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is
triggered. The pilot should disregard this alert.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 149
After Landing
When vacating the runway:

GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM

Signal to commence the after landing flow pattern

EXTERIOR LIGHTS
LANDING LIGHTS sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Retract the landing lights, unless they are needed, to avoid blinding other aircraft

When leaving the runway:

• STROBES sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
• NOSE sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI
When crossing a runway:
• STROBE sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

OTHER EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Normally on the taxi light will be used for taxiing. Turn off lights may also be used at
night for illuminating corners.

WEATHER RADAR
Switching the radar and predictive windshear system to OFF after landing avoids
risk of radiating persons at the gate area.

RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PREDICTIVE WINDSHEAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Set the FLAPS lever to position 0.

If the approach was made in icing conditions, or if the runway was contaminated
with slush or snow, do not retract the flaps and slats until after engine shutdown
and after the ground crew has confirmed that the flaps and slats are clear of
obstructing ice.

To avoid damage on the RTLU (Rudder Travel Limit Unit) mechanical stop, the
SLATS/FLAPS should be retracted before all ADIRS are set to OFF simultaneously.

TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
If anti-ice is used, take care to control taxi speed, especially on set or slippery
surfaces (N1 ground idle is increased).

When the engines are running on ground at or near idle in icing conditions OAT
+3°C or less, ice may accumulate on engine fans.

The pilot may be required to apply the ice shedding procedure after a specific
period of time, depending on engine model.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 150
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
Switch Pack 2 OFF providing both packs are operative.

GPWS LDG FLAP 3 pb sw (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WHEN APPROPRIATE, START
APU shall be started to be available prior to engine(s) shutdown.

On all NEO aircraft and aircraft modified for OETA without APU:

Delay APU start until around minute prior to reaching parking stand.

On all other aircraft (required for OETA):

If the taxi time is expected to exceed 3 minutes start the APU and use the One
Engine Taxi Arrival procedure. APU START should be delayed until at least 1 minute
after landing or selection of REV IDLE, whichever is later.

FCU pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESELECT
Deselect the LS pbs (if applicable).

TERR on ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 151
ONE ENGINE TAXI
One engine taxi arrival operations are recommended providing the following
conditions are met:

• All hydraulic systems are operating normally.

• APU/APU GEN:

• On all NEO aircraft modified for OETA without APU:

• OETA with an un-serviceable APU/APU GEN is allowed.

• On all other aircraft (APU required for OETA):

• APU and APU GEN are functioning correctly and GEN 1 is serviceable.

• Nose-wheel steering and brake action has been normal

• Bleed system operating normally

• Cooling time of at least three minutes at idle thrust (45% N1 or below) is to be

observed

• Taxiways are not slippery or contaminated with snow or ice

WARNING: Excessive use of power on one engine may injure personnel,

bunnies or damage equipment.

Note: The pilot must operate the engines at or near idle thrust for a cooling
period of 3 min before engine shutdown, in order the thermally stabilise the
engines.

Idle reverse thrust and normal thrust to manoeuvre during taxi (i.e. at or near
idle), are not considered high thrust operations. Therefore, both of the
following applies:
• If the pilot uses idle reverse thrust for landing and normal thrust to
manoeuvre during taxi after landing, the cooling period starts when the pilot
retards the thrust levers during the flare
• If the pilot uses maximum reverse for landing, the cooling period starts
when the pilot sets the thrust levers to idle reverse during the landing
rollout.

(NEO) Before engine shutdown, routine cooling periods that last less than the
required cooling time, can result in engine degradation.

The final decision to taxi in on a single engine rests with the PIC after compliance
with the restrictions above and with due consideration to aircraft weight, ramp
conditions, taxi conditions and manoeuvring requirements.

Pilots should be aware of possible high power requirements (>40% N1) with high
weights. this possibility should be considered when deciding if OETA is suitable.

No less than 3 minutes after high thrust operations, and when taxiing in a
straight line:
• ENG 2 SHUT DOWN
• Y ELEC PUMP ON
This avoids running the PTU.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 152
A Few Minutes After Landing:
BRAKE TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check brake temperature on the ECAM WHEEL page for discrepancies and high
temperature.

Maintenance action is due in the following cases:

• The temperature difference between two brakes of a gear is more than 150°C,
and the temperature of one of these brakes is above or equal to 600°C

• The temperature difference between two brake of a gear is more than 150°C, and
the temperature of one of these brakes is below or equal to 60°C

• The difference between the average temperature of the left gear brakes and right
gear brakes is above or equal to 200°C, or

• The temperature of one brake exceeds 900°C

BRK FAN pb sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

When the turnaround time is short or if the temperature of any brake is likely to
exceed 500°C, use the brake fans without delay. In other cases, the flight crew
should delay brake fan selection to 5 min after landing, or approach the gate,
whichever comes first.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 153
After Landing Flow Pattern:

1. GND SPLRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM

2. EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. RADAR / PWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. ENG MODE selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
5. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
6. TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
7. ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
8. PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. GPWS LDG FLAP 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WHEN APPROPRIATE START

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 154
Parking

Taxi in

Prior to pulling on stand:

Confirm the stand is clear and the guidance shows the correct aircraft type (if
applicable).

PA . . . . . . . . . . . . . . . . . . . . . . . "CABIN CREW, DISARM DOORS FOR ARRIVAL"

Just prior to parking on stand and on when straight, initiate the cabin door
disarming procedure by making the PA after assessing that is is safe for the
disarming procedure to commence.

EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

When no longer required, Taxi and Turnoff lights shall be switched to OFF to avoid
blinding ground personnel.

ACCU PRESS indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

The ACCU PRESS indication must be in the green band. In case of low accumulator
pressure, chocks are required before shutting down engine 1.

PARKING BRK handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

When one brake temperature is above 500°C (or 350° with brake fans ON), avoid
applying the parking brake, unless operationally necessary.

BRAKE PRESS indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Keep brake pedals depressed after parking brake application until brakes pressure
indications are above the green band on the triple pressure indicator.

ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Y ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

It is important to remember to switch off the Y ELEC pump off at parking to avoid
having the hydraulics pressurised and to avoid potential pump overheats.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 155
Shutdown
Prior to performing this check, consideration should be given to 'GROUND
OPERATIONS IN HEAVY RAIN".

When operating with an inoperative APU; After setting the parking brake to ON,
shutdown number 1 engine and wait for the ground personnel to connect the
ground electrical power before continue with the PARKING procedure.

Note: At some airports, the Fixed Electrical Ground Power is provided from
beneath the jetty, and therefore it may be necessary for the jetty to approach
the aircraft slightly in order for FEGP to be connected.

In these cases, the jetty is only permitted to approach as far as necessary for
the connection of the FEGP. Further approach, and positioning to the aircraft
door, is NOT permitted until both engines are shut-down and the anti-collision
beacon is switched off.

No less than 3 min after hight thrust operations:

IF APU GEN is not available:
EXT PWR pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG 1, 2 MASTER levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that the engine parameters decrease.

The pilot must operate the engines at or near idle thrust for a cooling period of 3
min before engine shutdown, in order to thermally stabilise the engines.

Idle reverse thrust and normal thrust to manoeuvre during taxi (i.e. at or near idle),
are not considered high thrust operations. Therefore, both of the following applies:

• If the pilot uses idle reverse thrust for landing and normal thrust to manoeuvre
during taxi after landing, the cooling period starts when the pilot retards the thrust
levers during the flare

• If the pilot uses maximum reverse for landing, the cooling period starts when the
pilot sets the thrust levers to idle reverse during the landing rollout.

(NEO) Before engine shutdown, routine cooling periods that last less than the
required cooling time, can result in engine degradation.

SLIDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DISARMED

Check main door slides disarmed on the DOOR/OXY SD page before turning the
SEAT BELT sign off. (This may not be modelled exactly in the simulator)

Note: The ECAM DOOR page is normally automatically displayed when both
engines are shutdown.

SEAT BELTS sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Switch the BEACON to OFF when N1 reduces below 10%.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 156
WING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Wing light shall be switched off to avoid blinding other aircraft or ground personnel.

All exterior lights should be OFF except NAV & LOGO which should remain on
position 1 or 2.

ELAPSED TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP

TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY/CODE 2000
PACKS 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

FUEL PUMPS / CTR XFR VALVES

Prior to refuelling:

CTR TK PUMPS / CTR XFR VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Center Tank Fuel Pumps or Center Tank Transfer Valves shall be switched OFF to
avoid low pressure cautions or fuel spillage during refuelling.

During turnaround without refuelling:

All fuel pumps/transfer valves may remain ON.

After last flight when securing the aircraft is intended:

FUEL PUMPS / CTR XFR VAVLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Note: The current A320 NEO FBW model does not currently display the correct
overhead fuel panel or fuel system SD page. Thus CTR XFR valves are not
modelled or displayed.

MOBILE PHONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EFB TRANSMITTING MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 157
Parking Flow Pattern:

1. PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. ACCU PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
3. Y ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. ENG 1 & 2 MASTER LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. SLIDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DISARMED
6. SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. BEACON & WING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / CODE 2000
9. PACK 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. FUEL PUMPS / XFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 158
PARKING CHECKLIST
Checklist trigger: Doors disarmed confirmed and parking flow complete.

RADAR AND PRED W/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

The pilot checks on the pedestal that the weather radar and predictive windshear
are OFF and announces "OFF".

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The pilot checks the PARK BRK memo and announces "ON".

ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The pilot checks the master levers and engine parameters on the EWD and
announces "OFF".

EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

The pilot checks all exterior lights are off except NAV & LOGO and announces
"OFF".

FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

The pilot checks the fuel pumps pb-sw on the overhead panel and announces "ALL
ON", "CENTER TANK OFF" or "OFF".

Y ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

The pilot checks the yellow hydraulic pump is off on the overhead panel and
announces "OFF".

PED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
The pilot confirms their PED is on and connected to a power source and announces
"ON and CONNECTED".

PARKING CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 159
Post Flight

IRS PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

on the MCDU POSITION MONITOR page, read the deviation of each IRS position
from the FMGC position and check that the value does not exceed the following:

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 160
FUEL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that the sum of the fuel onboard and the fuel used is consistent with the fuel
on board at departure. If an unusual discrepancy is found, maintenance action is
due.

BRAKE FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Switch off when no longer required. Use of brake fan may be restricted at some
airports.

APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Keep APU bleed OFF unless APU bleed is required for air conditioning (hot weather
conditions) and use of APU is allowed by local airport regulations.

If APU bleed is required for air conditioning during passenger disembarkation, time
delays for selection of bleed and packs shall still be respected.

EXT POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Connect external ground power as soon as it's available.

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Shutdown APU when ground power is connected and APU not required for air
conditioning.

STATUS pb (ECAM Control Panel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check the STATIS page. If maintenance status messages are displayed:

• During transit refer to MEL

• If no maintenance action is required, record the relevant MAINTENANCE

message(s) in the tech log on the last sector of the aircrafts day.

ADIRS
ALL IR MODE selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 161
Securing the Aircraft

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON

To reduce hydraulic leak rate in the brake accumulator, keep the parking brake on.

Check chocks in place.

the parking brake must not be released under any circumstances without ensuring
that the aircraft is securely double chocked. If the parking brake is released for any
reason it must be set to ON as soon as possible.

Releasing the parking brake prevents the critical structure from being exposed to
high temperature levels (>500°) for an extended time. However, if operation
conditions dictate (e.g. slippery tarmac), the parking brake may remain applied.

DUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIM
Turn down (not off) all illuminated screens including MCDUs and ISIS.

When all passengers have disembarked:

ALL IR MODE selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
After having switched off the AIDRS, wait at least 10 seconds before switching off
the electrical supply to ensure that the ADIRS memorise the last data.

OXYGEN CREW SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

EXTERIOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Switch off NAV & LOGO lights

APU BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Check APU Bleed is OFF before APU shutdown.

APU MASTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

APU can be switched OFF when ground power is available.

Monitor the APU shutdown on ECAM; allow sufficient time for the FLAP OPEN
caption to disappear before turning the batteries off (see below).

EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

NO SMOKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BAT 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Wait until the APU flap is full closed (amber XX displayed on ECAM APU page or
about 2 minutes after the APU AVAIL light goes out) before switching off the
batteries. Switching the batteries off before the APU flap is closed may cause
smoke in the cabin during the next flight. If the batteries are off while the APU is
running, there is no APU fire extinguishing available.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 162
SECURING THE AIRCRAFT CHECKLIST
Checklist trigger: (if securing the aircraft is intended)

• After the last passenger has left the aircraft; and

• APU shutdown completed (APU flap is fully closed)

ADIRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The pilot checks all IR MODE selectors on the overhead panel and announces
"OFF".

OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The pilot checks the CREW SUPPLY pb-sw on the OXYGEN overhead panel and
announces "OFF".

EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

The pilot checks the EMER EXIT LT on the SIGNS overhead panel and announces
"OFF".

EFBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
The pilot checks the EFBs are turned off and if applicable retains their personal
Ipad.

BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The pilot checks the BAT pb-sw on the ELEC overhead panel and announces
"OFF".

SECURING THE AIRCRAFT CHECKLIST . . . . . . . . . . . . . . . . . . . . . . COMPLETE

Before leaving the aircraft:

MAINT BUS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Should electrical power be required for crew or servicing personnel consider the
MAINT BUS switch (overhead in the forward cabin) to the ON position prior to
selecting external power off.

EXTERNAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

External power shall be switched off when the crew leaves the aircraft unattended.

It may remain ON if the aircraft is being handed over to an engineer.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 163
Appendix

Runway surface condition code matrix and crosswind limitations

Runway surface conditions Related Maximum Maximum

Landing crosswind for crosswind for
Performance Takeoff (gust Landing (gust
Runway State or / and
runway contaminant AIREP(1) code(2)(3) included) included)

38

(A319 & A320 CEO)

6
Dry - 38
Dry
35

(A320 & A321 NEO)

Damp
Wet
Up to 3mm (1/8") of water

Slush
Up to 3mm (1/8")
5
Good 35 knots 38 knots
Dry snow GOOD
Up to 3mm (1/8")

Wet snow
Up to 3mm (1/8")

Frost

Compacted snow 4
Good to
OAT at or below -15°C GOOD to 29 knots 29 knots
Medium
MEDIUM

Dry snow
More than 3mm (1/8"),

up to 100mm (4")

Wet snow
More than 3mm (1/8"),

up to 100mm (4")

3
Compacted snow Medium 25 knots 25 knots
MEDIUM
OAT above -15°C

Dry snow over

compacted snow
Wet snow over
compacted snow
Slippery wet

Water
More than 3mm (1/8"),

2
up to 13mm (1/2")
Medium to
MEDIUM TO 20 knots 20 knots
Slush Poor
POOR
More than 33mm (1/8"),

up to 13mm (1/2")

Ice (cold & dry) 1

Poor 15 knots 15 knots
POOR

1. AIREP: Special Air Report of Braking Action.

2. Runway landing condition code.
3. If the runway state or/and contaminate does not correspond to the RWCC, a
downgrade in the maximum crosswind based on the RWCC may be applied.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 164
RVSM Operations

For flights in RVSM airspace,the flight crew must apply the standard procedures, in
addition to the following RVSM procedures.

Required Equipment

RVSM regulations require the following equipment/functions in order to be

operative:

• 2 ADRs + 2 DMCs

• 1 transponder

• 1 autopilot function

• 1 FCU channel (for altitude target selection and OP CLB/OP DES mode
engagement)

• 2 PFD functions (for altitude indication)

• 1 FWC (for altitude alert function)

Flight preparation

The flight crew must take into account the conditions that may affect operations in
RVSM airspace.:

RVSM APPROVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Verify the aircraft is approved for RVSM operations

WEATHER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Review the weather forecast for the flight route. If severe turbulence is expected,
this may affect the ability to maintain aircraft altitude.

REQUIRED EQUIPMENT FOR RVSM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check that the required equipment is operative (MEL).

The flight crew should review the maintenance logs and forms, in order to ensure
that the equipment required for RVSM is satisfactory.

ALTITUDES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check that the difference between each altitude indication (in the QNH reference)
displayed on the PFDs and the airport elevation is less than 75 ft.

Check that the difference between the two primary altitude indications on the PFDs
is less than the tolerance specified within the SOPs.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 165
In Flight

BEFORE ENTERING RVSM AIRSPACE

REQUIRED EQUIPMENT FOR RVSM. . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATIVE

If any of the required equipment fails before the aircraft enters RVSM airspace, the
flight crew must request a new clearance, to avoid this airspace.

ALTITUDES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check on the PFDs that the difference between altitude indications (in the standard
baro setting) is less than the specified tolerance in the table below.

If only two ADRs are operative, the altimeter indications on PFD and standby
altimeter should be recorded. This information may be useful in case of subsequent
PFD altitude discrepancy, or loss of both remaining ADRs.

Comparison of Altitude Indication (ft)

Difference between Difference between
Speed or Mach Difference between
Flight Level ADR1 and ADR2 (on ADR3 and ADR1/2
number STBY ALT and ADRs
PFDs) (on PFDs)

FL 50 250 knts 50 (15m) 65 (20m) 130 (40m)

FL 100 250 knts 55 (17m) 80 (24m) 185 (56m)

FL 200 300 knts 90 (27m) 135 (41m) 295 (90m)

FL 300 M 0.78 130 (40m) 195 (59m) 390 (119m)

FL 390 M.078 130 (40m) 195 (59m) 445 (136)

IN RVSM AIRSPACE
AP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KEEP ENGAGED

Ensure that autopilot is engaged for cruise, and for flight level changes.

AP GUIDANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

During flight level transitions, do not exceed or go below the assigned flight level by
more than 150 ft.

APPROXIMATELY EVERY HOUR:

ALTITUDES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check that the difference between the altitude indications of PFDs is less than the
specified tolerance.

Regular check of the flight deck instruments should be sufficient.

AT THE END OF THE FLIGHT

ANY MALFUNCTIONS or DEVIATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPORT

Report any malfunction of the systems that enable the aircraft to maintain altitude,
including:
- Any malfunction or loss of required equipment
- Any deviation involving the functions that enable the aircraft to maintain altitude.

Updated: 31st Oct 2022 NOT FOR REAL WORLD USE 166
 AIRBUS NORMAL CHECKLIST

COCKPIT PREPARATION APPROACH

A/C ACCEPTANCE...................COMPLETED BARO REF........................................QNH ___

FUEL QUANTITY............. ___KG/BALANCED

SEAT BELTS..............................................ON

SEAT BELTS..............................................ON
MINIMUM................................................. ___

ADIRS......................................................NAV
AUTO BRAKE.................................AS RQRD

BARO REF........................................QNH ___ EFB.................................................AS RQRD

BEFORE START LANDING

PARKING BRAKE......................................ON
CABIN...................SECURED FOR LANDING

T.O DATA...................................CONFIRMED
GO AROUND ALT........................ ___ FT SET

WINDOWS.......................................CLOSED
ECAM MEMO.................LANDING NO BLUE

EFB/PHONE...........................FLIGHT MODE
- LDG GEAR DN
DOORS...........................CLOSED & ARMED
- SIGNS ON
BEACON...................................................ON - SPLRS ARM
- FLAPS SET

AFTER START
PARKING
ANTI ICE.........................................AS RQRD

ECAM STATUS..............................CHECKED
RADAR & PRED W/S...............................OFF

PITCH TRIM....................................... ____ %

PARK BRAKE............................................ON

RUDDER TRIM...............................NEUTRAL ENGINES.................................................OFF

EXT LIGHTS...................................AS RQRD

FUEL PUMPS.................................AS RQRD

YEL ELEC PUMP.....................................OFF

TAXI
EFB/PHONE..............................................ON
FLIGHT CONTROLS.....................CHECKED

FLAP SETTING..............................CONF ___

FMA......................................................READ
SECURING THE AIRCRAFT (SILENT)
RADAR & PRED W/S................................ON

ECAM MEMO.................TAKEOFF NO BLUE

ADIRS......................................................OFF

EFB.................STOWED & DISCONNECTED OXYGEN..................................................OFF

EMER EXIT LIGHT...................................OFF

EFB..........................................................OFF
BATTERIES..............................................OFF
LINE-UP

CABIN...................SECURED FOR TAKEOFF

T.O RWY............................... __ CONFIRMED

TCAS....................................................TA/RA

PACKS 1 & 2...................................AS RQRD

DEPARTURE CHANGE

RWY & SID............................................... ___

FLAP SETTING..............................CONF ___

T.O DATA...................................CONFIRMED

FCU ALT................................................... ___

NOT FOR REAL WORLD NAVIGATION

 EMERGENCY LANDING
ALL ENGINE FAILURE
Apply the following if not able to maintain altitude after the loss of thrust near the ground

DITCHING FORCED LANDING

APU...........................................................START
APU...........................................................START

LANDING GEAR.............................................UP

FLAPS LEVER....................................................2
FLAPS LEVER....................................................2

VAPP ..............................................DETERMINE VAPP................................................DETERMINE

GW 40t 50t 60t 70t 80t 90t 95t

VAPP 150 knts 150 knts 163 knts 174 knts 183 knts 193 knts 198 knts

SPOILERS....................................................ARM

DITCHING pb.................................................ON At 1,000 ft AGL at the latest:

LANDING GEAR..................DOWN by GRAVITY

At 500 ft AGL or below: At 500 ft AGL or below:

BRACE FOR IMPACT..............................ORDER BRACE FOR IMPACT..............................ORDER

For flare: For flare:

TOUCH DOWN AT MIN V/S
TOUCHDOWN AT MIN V/S
TARGET PITCH ATT 11°

At touchdown: At touchdown:

ALL ENG MASTERS.....................................OFF

ALL ENG MASTERS.....................................OFF

APU MASTER SW.........................................OFF

APU MAST SW.............................................OFF

EMER EVAC PROC...................................APPLY EMER EVAC PROC...................................APPLY

EMERGENCY EVACUATION
AIRCRAFT/PARKING BRAKE...............................................................................................STOP/ON

ATC (VHF 1).............................................................................................................................NOTIFY

CABIN CREW (PA).....................................................................................................................ALERT

∆P (only if MAN CAB PR has been used)......................................................................CHECK ZERO

If not zero, MODE selector on MAN, V/S CTL FULL UP.

ENG MASTERS (ALL)....................................................................................................................OFF

FIRE Pushbuttons (ALL: ENG and APU).......................................................................................OFF

AGENTS (ENG AND APU)....................................................................................................AS RQRD

If evactuation required:
EVACUATION.........................................................................................................................INITIATE

If evacuation no required:
CABIN CREW and PASSENGERS (PA)...................................................................................NOTIFY

NOT FOR REAL WORLD NAVIGATION