Sop A320f Iss01 R07 TMP03 13jan23

CÔNG TY CỔ PHẦN HÀNG KHÔNG TRE VIỆT
SOP A319/320/321
Manual Code: BAV – SOP A319/320/321

Issue Number: 01, Issue date: 20 NOV 2018
Revision Number: 07, Revision date: 10 OCT 2022
Temporary Number: 03, Temporary date 09 JAN 2023
"This manual is uncontrolled copy when printed”

0-1
Issue : 01
CHAPTER 0
Revision : 00
GENERAL 20 NOV 2018
SOP
A319/320/321
GENERAL

0.1-1
CHAPTER 0 Issue : 01
GENERAL Revision : 07
10 OCT 2022
SOP 0.1 TABLE OF CONTENTS
A319/320/321
0.1 TABLE OF CONTENTS
Contents
GENERAL ........................................................................................ 0-1
0.1 TABLE OF CONTENTS ..................................................................... 0.1-1
0.2 LIST OF TABLES ............................................................................... 0.2-1
0.3 LIST OF FIGURES ............................................................................. 0.3-1
0.4 LIST OF EFFECTIVE PAGES ............................................................ 0.4-1
0.5 LIST OF TEMPORARY PAGES ......................................................... 0.5-1
0.6 LIST OF NORMAL REVISIONS ......................................................... 0.6-1
0.7 LIST OF TEMPORARY REVISIONS.................................................. 0.7-1
0.8 LIST OF SIGNIFICANT CHANGES ................................................... 0.8-1
0.9 LIST OF TEMPORARY SIGNIFICANT CHANGES ............................ 0.9-1
0.10 LIST OF DISTRIBUTIONS ............................................................... 0.10-1
0.11 GENERAL ........................................................................................ 0.11-1
0.12 OBJECTIVE ..................................................................................... 0.12-1
0.13 OBJECT OF APPLICABILITY .......................................................... 0.13-1
0.14 REFERENCE DOCUMENTS ........................................................... 0.14-1
0.15 ABBREVIATIONS ............................................................................ 0.15-1
0.16 DEFINITIONS .................................................................................. 0.16-1
LIMITATION ..................................................................................... 1-1
1.1 OPERATIONAL LIMITATIONS .......................................................... 1.1-1
1.2 PASSENGER CONFIGURATION ...................................................... 1.2-1
1.3 WIND LIMITATIONS .......................................................................... 1.3-1
1.4 AIRCRAFT SYSTEM LIMITATIONS .................................................. 1.4-1
NORMAL PROCEDURES ................................................................ 2-1
2.1 OPERATING POLICY ........................................................................ 2.1-1
2.2 PRE-DEPARTURE............................................................................. 2.2-1
2.3 PUSH BACK, START UP AND TAXI OUT ......................................... 2.3-1
2.4 TAKEOFF........................................................................................... 2.4-1
2.5 AFTER TAKEOFF/CLIMB .................................................................. 2.5-1
2.6 CRUISE AND DESCENT ................................................................... 2.6-1
2.7 APPROACH AND LANDING .............................................................. 2.7-1
2.8 GO-AROUND ..................................................................................... 2.8-1

0.1-2
10 OCT 2022
A319/320/321
2.9 AFTER LANDING............................................................................... 2.9-1
2.10 TAXI IN............................................................................................. 2.10-1
2.11 PARKING AND SECURING THE AIRCRAFT .................................. 2.11-1
NON-NORMAL PROCEDURE ......................................................... 3-1
3.1 GENERAL .......................................................................................... 3.1-1
3.2 ACCELERATION HEIGHT ................................................................. 3.2-1
3.3 WINDSHEAR AVOIDANCE AND RECOVERY .................................. 3.3-1
3.4 FLIGHT PATH MONITORING DURING NON-NORMAL PROCEDURES
3.4-1
3.5 EMERGENCY AIRPORTS ................................................................. 3.5-1
3.6 ENGINE FAILURE/FIRE .................................................................... 3.6-1
3.7 DEPRESSURISATION....................................................................... 3.7-1
3.8 CABIN FIRE ....................................................................................... 3.8-1
3.9 INTERCEPTION PROCEDURE ......................................................... 3.9-1
3.10 GPWS/EGPWS ................................................................................ 3.10-1
3.11 TCAS/ACAS ..................................................................................... 3.11-1
3.12 EMERGENCY EVACUATION .......................................................... 3.12-1
3.13 MEDICAL EMERGENCY ON-BOARD ............................................. 3.13-1
3.14 CREW INCAPACITATION ............................................................... 3.14-1
3.15 DISORDERLY PASSENGERS ........................................................ 3.15-1
3.16 BOMB OR SABOTAGE THREATS .................................................. 3.16-1
3.17 HIJACKING/UNLAWFUL ................................................................. 3.17-1
PERFORMANCE .............................................................................. 4-1
4.1 General .............................................................................................. 4.1-1
FLIGHT PLANNING ......................................................................... 5-1
5.1 General .............................................................................................. 5.1-1
MASS AND BALANCE .................................................................... 6-1
6.1 GENERAL .......................................................................................... 6.1-1
6.2 DEPARTURE CONTROL SYSTEM (DCS) ........................................ 6.2-1
6.3 LAST MINUTE CHANGE (LMC) ........................................................ 6.3-1
6.4 MANUAL LOAD AND TRIM SHEETS ................................................ 6.4-1
6.5 E- LOAD AND TRIM SHEET (Reserved) ........................................... 6.5-1
6.6 ACARS LOAD AND TRIM SHEET (Reserved) .................................. 6.6-1
6.7 FLYSMART LOAD AND TRIM SHEET .............................................. 6.7-1

0.1-3
10 OCT 2022
A319/320/321
LOADING 7-1
CONFIGURATION DEVIATION LIST............................................... 8-1
MINIMUM EQUIPMENT LIST ........................................................... 9-1
EMERGENCY EQUIPMENT LIST ................................. 10-1
10.1 General ............................................................................................ 10.1-1
10.2 Emergency Equipment Location ...................................................... 10.2-1
10.3 Portable Oxygen .............................................................................. 10.3-1
10.4 Water (H2O) Fire Extinguisher .......................................................... 10.4-1
10.5 HALON Fire Extinguisher (Type 1) ................................................... 10.5-1
10.6 HALON Fire Extinguisher (Type 2) ................................................... 10.6-1
10.7 Protective Breathing Equipment (PBE) ............................................ 10.7-1
10.8 Life Vests ......................................................................................... 10.8-1
10.9 Life Rafts .......................................................................................... 10.9-1
10.10 Miscellaneous Safety Equipment ................................................. 10.10-1
ELECTRONIC FLIGHT BAG .................................... 10.10-7
11.1 GENERAL ........................................................................................ 11.1-1
11.2 Normal Procedure ............................................................................ 11.2-1
11.3 Non-normal procedure ..................................................................... 11.3-1
AIRCRAFT SYSTEMS ................................................... 12-1
TASK SHARING AND STANDARD CALLOUTS .......... 13-1
13.1 STANDARD CALLOUTS.......................................................................... 1
13.2 TASK SHARING .............................................................................. 13.2-1

0.2-1
20 NOV 2018
SOP 0.2 LIST OF TABLES
A319/320/321
0.2 LIST OF TABLES

No table of figures entries found.

0.3-1
20 NOV 2018
SOP 0.3 LIST OF FIGURES
A319/320/321
0.3 LIST OF FIGURES

Figure 6-1 SAMPLE LOADSHEET ................................................................................ 6.4-2
Figure 6-2 MANUAL TRIM SHEET – A320 (with 1 ACT) ............................................ 6.4-4
Figure 6-3 MANUAL TRIM SHEET – A320 (with 2 ACT) .............................................. 6.4-5
Figure 6-4 MANUAL TRIM SHEET – A320 (without ACT) ............................................ 6.4-6

0.4-1
10 OCT 2022
SOP 0.4 LIST OF EFFECTIVE PAGES
A319/320/321
0.4 LIST OF EFFECTIVE PAGES

Section Page Issue Number Revision Revision Date
Chapter 0 01 00 20 NOV 2018
0.1 1-3 01 06 11 JUL 2022
0.2 1 01 00 20 NOV 2018
0.3 1 01 00 20 NOV 2018
0.4 1-7 01 07 10 OCT 2022
0.5 1 01 00 20 NOV 2018
0.6 1 01 07 10 OCT 2022
0.7 1 01 00 20 NOV 2018
0.8 1-2 01 07 10 OCT 2022
0.9 1 01 00 20 NOV 2018
0.10 1 01 00 20 NOV 2018
0.11 1 01 00 20 NOV 2018
0.12 1 01 00 20 NOV 2018
0.13 1 01 00 20 NOV 2018
0.14 1 01 00 20 NOV 2018
0.15 1-8 01 00 20 NOV 2018
0.16 1-2 01 00 20 NOV 2018
Chapter 1 01 00 20 NOV 2018
1.1 1 01 07 10 OCT 2022
1.2 1 01 07 10 OCT 2022
1.3 1 01 07 10 OCT 2022
1.4 1 01 00 20 NOV 2018
PREPARED BY REVIEWED BY FO REVIEWED BY SQA ACCEPTED BY
A320F FLEET CAAV
Title: A320F Fleet Title: Flight Operations Title: Safety & Quality Title: POI
Manager Post Holder Post Holder
Signature: Signature: Signature: Signature:
Name: Nguyễn Đức Mạnh Name: Đào Đức Vũ Name: Nguyễn Trịnh Bình Name: Trần Văn Phú
Date: 10/10/2022 Date: 10/10/2022 Date: 15/10/2022 Date: 15/11/2022

0.4-2
10 OCT 2022
A319/320/321
Chapter 2 01 00 20 NOV 2018

2.1 1-2 01 07 10 OCT 2022
2.1 3-4 01 05 16 DEC 2021
2.1 5-5 01 03 16 JUN 2020
2.1 6-6 01 05 16 DEC 2021
2.1 7-8 01 07 10 OCT 2022
2.1 9-10 01 04 12 MAR 2021
2.1 11-11 01 06 11 JUL 2022
2.1 12-12 01 03 16 JUN 2020
2.1 13-13 01 00 20 NOV 2018
2.1 14-15 01 05 16 DEC 2021
2.1 16-16 01 03 16 JUN 2020
2.1 17-18 01 06 11 JUL 2022
2.1 19-19 01 05 16 DEC 2021
2.1 20-21 01 03 16 JUN 2020
2.1 22-22 01 07 10 OCT 2022
2.2 1-3 01 06 11 JUL 2022
2.2 4-4 01 03 16 JUN 2020
2.2 5-5 01 07 10 OCT 2022
2.3 1-2 01 03 16 JUN 2020
2.4 1-1 01 07 10 OCT 2022
2.4 2-2 01 03 16 JUN 2020
2.5 1-1 01 05 16 DEC 2021
2.6 1-1 01 07 10 OCT 2022
A320F FLEET CAAV
Name:Nguyễn Đức Mạnh Name: Đào Đức Vũ Name: Nguyễn Trịnh Name: Trần Văn Phú
Bình
Date: 10/10/2022 Date: 10/10/2022 Date: 15/11/2022
Date: 15/10/2022

0.4-3
10 OCT 2022
A319/320/321

2.6 2-4 01 06 11 JUL 2022
2.6 5-5 01 00 20 NOV 2018
2.7 1-3 01 07 10 OCT 2022
2.7 4-4 01 02 13 APR 2020
2.7 5-5 01 00 20 NOV 2018
2.7 6-12 01 07 10 OCT 2022
2.7 13-16 01 03 16 JUN 2020
2.7 17-17 01 06 11 JUL 2022
2.7 18-18 01 03 16 JUN 2020
2.7 19-20 01 05 16 DEC 2021
2.7 21-22 01 03 16 JUN 2020
2.7 23-23 01 07 10 OCT 2022
2.7 24-24 01 00 20 NOV 2018
2.8 1 01 03 16 JUN 2020
2.9 1 01 03 16 JUN 2020
2.10 1-1 01 03 16 JUN 2020
2.10 2-2 01 02 13 APR 2020
2.11 1 01 00 20 NOV 2018
Chapter 3 01 00 20 NOV 2018
3.1 1-2 01 04 12 MAR 2021
3.2 1 01 01 24 JUL 2019
3.3 1 01 04 12 MAR 2021
3.4 1 01 00 20 NOV 2018
PREPARED BY A320F REVIEWED BY FO REVIEWED BY SQA ACCEPTED BY
FLEET CAAV
Title: A320F Fleet Title: Flight Title: Safety & Quality Title: POI
Manager Operations Post Post Holder
Holder
Name: Nguyễn Đức Mạnh Name: Đào Đức Vũ Name: Nguyễn Trịnh Name: Trần Văn Phú
Bình
Date: 10/10/2022 Date: 10/10/2022 Date: 15/11/2022
Date: 15/10/2022

0.4-4
10 OCT 2022
A319/320/321
3.5 1 01 02 13 APR 2020

3.6 1-1 01 02 13 APR 2020
3.6 2-2 01 00 20 NOV 2018
3.6 3-3 01 06 11 JUL 2022
3.6 4-4 01 03 16 JUN 2020
3.7 1-1 01 00 20 NOV 2018
3.8 1-1 01 00 20 NOV 2018
3.9 1-1 01 00 20 NOV 2018
3.10 1-1 01 05 16 DEC 2021
3.11 1-1 01 03 16 JUN 2020
3.12 1-2 01 00 20 NOV 2018
3.12 3-3 01 05 16 DEC 2021
3.12 4-4 01 07 10 OCT 2022
3.13 1-1 01 00 20 NOV 2018
3.14 1-2 01 05 16 DEC 2021
3.15 1-1 01 00 20 NOV 2018
3.16 1-1 01 00 20 NOV 2018
3.17 1-1 01 00 20 NOV 2018
Chapter 4 01 00 20 NOV 2018
4.1 1-1 01 06 11 JUL 2022
Chapter 5 01 00 20 NOV 2018
5.1 1-1 01 00 20 NOV 2018
Chapter 6 01 00 20 NOV 2018
6.1 1-1 01 04 12 MAR 2021
6.2 1-1 01 04 12 MAR 2021
6.3 1-1 01 04 12 MAR 2021
6.4 1-6 01 04 12 MAR 2021
A320F FLEET CAAV
Title: A320F Fleet Title: Flight Operations Title: Safety & Quality Tittle: POI
Bình
Date: 10/10/2022 Date: 10/10/2022 Date: 15/11/2022
Date: 15/10/2022

0.4-5
10 OCT 2022
A319/320/321
6.5 1-1 01 00 20 NOV 2018

6.6 1-1 01 00 20 NOV 2018
6.7 1-4 01 03 16 JUN 2020
Chapter 7 1-1 01 03 16 JUN 2020
Chapter 8 1-1 01 00 20 NOV 2018
Chapter 9 1-1 01 00 20 NOV 2018
Chapter 10 01 00 20 NOV 2018
10.1 1-1 01 00 20 NOV 2018
10.2 1-2 01 00 20 NOV 2018
10.2 3-10 01 06 11 JUL 2022
10.2 11-11 01 03 16 JUN 2020
10.2 12-12 01 06 11 JUL 2022
10.2 13-13 01 05 16 DEC 2021
10.2 14-14 01 07 10 OCT 2022
10.3 1-3 01 00 20 NOV 2018
10.4 1-2 01 00 20 NOV 2018
10.5 1-2 01 00 20 NOV 2018
10.6 1-2 01 00 20 NOV 2018
10.7 1-7 01 00 20 NOV 2018
10.8 1-4 01 00 20 NOV 2018
10.9 1-3 01 00 20 NOV 2018
10.10 1-4 01 06 11 JUL 2022
10.10 5-5 01 00 20 NOV 2018
10.10 6-6 01 06 11 JUL 2022
Chapter 11 01 00 20 NOV 2018
11.1 1-1 01 01 24 JUL 2019
A320F FLEET CAAV
Name: Nguyễn Trịnh

Name: Nguyễn Đức Mạnh Name: Đào Đức Vũ Bình Name: Trần Văn Phú

0.4-6
10 OCT 2022
A319/320/321
11.2 1-1 01 01 24 JUL 2019

11.2 2-2 01 03 16 JUN 2020
11.2 3-5 01 01 24 JUL 2019
11.3 1-2 01 01 24 JUL 2019
Chapter 12 01 00 20 NOV 2018
Chapter 13 01 00 20 NOV 2018
13.1 1-2 01 05 16 DEC 2021
13.1 3-3 01 06 11 JUL 2022
13.1 4-6 01 05 16 DEC 2021
13.1 7-11 01 06 11 JUL 2022
13.1 12-12 01 07 10 OCT 2022
13.1 13-14 01 04 12 MAR 2021
13.2 1-1 01 07 10 OCT 2022
13.2 2-3 01 06 11 JUL 2022
13.2 4-5 01 07 10 OCT 2022
13.2 6-14 01 06 11 JUL 2022
13.2 15-15 01 04 12 MAR 2021
13.2 16-16 01 06 11 JUL 2022
13.2 17-17 01 05 16 DEC 2021
13.2 18-19 01 06 11 JUL 2022
13.2 20-22 01 04 12 MAR 2021
13.2 23-24 01 00 20 NOV 2018
13.2 25-26 01 04 12 MAR 2021
13.2 28-29 01 05 16 DEC 2021
A320F FLEET CAAV
Name:Nguyễn Đức Mạnh Name: Đào Đức Vũ Name: Nguyễn Trịnh Name: Trần Văn Phú
Bình

0.4-7
10 OCT 2022
A319/320/321
13.2 30-34 01 04 12 MAR 2021

13.2 35-35 01 07 10 OCT 2022
13.2 36-36 01 04 12 MAR 2021
13.2 37-37 01 06 11 JUL 2022
13.2 38-38 01 04 12 MAR 2021
A320F FLEET CAAV
Bình

0.6-1
10 OCT 2022
SOP 0.6 LIST OF NORMAL REVISIONS
A319/320/321
0.6 LIST OF NORMAL REVISIONS

Issue number Revision number Effective date Approval
01 00 20 NOV 2018 CAAV
01 01 24 JUL 2019 CAAV
01 02 13 APR 2020 CAAV
01 03 16 JUN 2020 CAAV
01 04 12 MAR 2021 CAAV
01 05 31 DEC 2021 CAAV
01 06 15 AUG 2022 CAAV
01 07 18 NOV 2022 CAAV

0.7-1
GENERAL T-Rev : 03
09 JAN 2023
SOP 0.7 LIST OF TEMPORARY REVISIONS
A319/320/321
0.7 LIST OF TEMPORARY REVISIONS
Temporary Revision
Issue number Effective date Approval
number
01 01 09 DEC 2022 DFO
01 02 04 JAN 2023 DFO
01 03 13 JAN 2023 DFO

0.8-1
10 OCT 2022
SOP 0.8 LIST OF SIGNIFICANT CHANGES
A319/320/321
0.8 LIST OF SIGNIFICANT CHANGES

Section/item List of significant changes
1.1 Revised operational limitations
1.2 Added passenger configuration for aircraft VN-A228
1.3.2 Revised tailwind limitation
2.1.1 f) Added operating policy for MCDU usage
2.1.3 b) Revised interphone usage when both pilot wear headset

Revised flight deck discipline policy when one pilot vacate
2.1.6.4 e)
his/her seat during cruise phase
2.1.7.1 d) Revised OFP check during dispatch briefing
2.1.7.1 g) Revised aircraft weight/mass check during dispatch briefing
2.1.22 a) Revised TCAS caution when changing levels
2.1.25 Added prevention of runway incursion
2.1.26 Added prevention of runway excursion
2.2.6 Revised Jump seat/ observer briefing
2.4.1.1 Revised RVR requirement for LVTO
2.6.1.5 a, b) Revised en-route weather monitoring
2.7.1 a) Revised runways for which autoland can be used
2.7.3 Revised Autoland
2.7.5 Added Cat III approach
2.7.6 Added approach using F-LOC, F-G/S

Added identifying operating minima method
2.7.9 a, d) Added runway surface condition assessment for continuation of
the approach below 1000 ft
3.12.5 c) Added cabin crew evacuation procedure reference in CCOM
10.2.13 Added Emergency equipment layout for aircraft VN-A228
Removed FMS callout due to the insertion of MCDU usage
13.1.2
policy in 2.1.1 f)
13.2.1 Revised safety exterior inspection task sharing
13.2.3 Revised cockpit preparation task sharing
13.2.19 Added Cat III approach task sharing

0.8-2
10 OCT 2022
SOP 0.8 LIST OF SIGNIFICANT CHANGES
A319/320/321
Section/item List of significant changes

13.2.23 Added approach using F-LOC F-G/S guidance task sharing
13.2.28 Revised Go-around task sharing

0.9-1
GENERAL T-Rev : 01
09 DEC 2022
SOP 0.9 LIST OF TEMPORARY SIGNIFICANT CHANGES
A319/320/321
0.9 LIST OF TEMPORARY SIGNIFICANT CHANGES

Section (No.
List of Temporary Significant Changes
Page)
1.2 Revised Passenger config of aircraft VN-A588
2.7.3.1 (a) Revised runways approval for autoland
2.7.3.2 (c) Revised criteria for a satisfactory autoland
2.7.7 (d) (1) Revised Stabilization criteria for ILS approach
10.2.3 Revised EEL for aircraft VN-A582
10.2.5 Revised EEL for aircraft VN-A584 and 587
10.2.10 Revised EEL for aircraft VN-A592 and 593
13.2 Relocated the notes at the beginning of chapter 13 to section 13.2
13.2.1 Revised safety exterior inspection

0.9-1
GENERAL T-Rev : 02
04 JAN 2023
A319/320/321

Section (No.
Page)
2.1.10 (c) Revised handling of the flight release document
2.6.1.8 Revised approach briefing
10.2.6 Revised EEL for aircraft VN-A585, 594 and 597
10.2.12 Revised EEL for aircraft VN-A226, 596, 598 and 599
13.2.2 Revised preliminary cockpit preparation task sharing

0.9-1
GENERAL T-Rev : 03
09 JAN 2023
A319/320/321

Section (No.
Page)
1.2 Removed A/C VN-A581
6.2 Revised Departure Control System
10.2.2 Removed EEL of A/C VN-A581
13.2.27 Revised landing tasksharing

0.10-1
20 NOV 2018
SOP 0.10 LIST OF DISTRIBUTIONS
A319/320/321
0.10 LIST OF DISTRIBUTIONS
No Holder Quantity Remark

1 Flight Safety Standard Department (CAAV) 1
2 Flight Operations 1
3 Safety – Quality Assurance Department 1
4 Flight Crew Division 1
Total 4

0.11-1
20 NOV 2018
SOP 0.11 GENERAL
A319/320/321
0.11 GENERAL
[Reference: VAR 12.167]
a) BAV shall establish, and keep current, standard operating procedures
(SOPs) appropriate to the type and variant of aircraft provide guidance to
flight operational personnel for the safe operation of the aircraft.
b) BAV shall establish, and keep current, as an integral part of its SOPs:
c) Aircraft-specific expanded checklists;
d) Aircraft-specific condensed checklists;
e) Aircraft-specific operational profiles for maneuvers;
f) Standard crew briefings; and
g) Standard call-outs and responses.
h) BAV shall not allow the use of SOPs and checklists described in paragraph
0.15.3.5 unless these documents have been approved by the CAAV.
i) BAV shall ensure that approved SOPs and checklist procedures include each
item necessary for flight crew members to check for safety before starting
engines, taking off, or landing, and for engine and systems abnormalities and
emergencies.
j) BAV shall ensure that the SOPs and checklist procedures are designed so
that a flight crew member will not need to rely upon their memory for items to
be checked.
k) The design and utilization of the SOPs and checklists shall observe relevant
human factors principles.
l) BAV shall ensure that all flight crews complete training for the use of the
SOPs and checklists, including:
m) Initial aircraft-specific training;
n) Recurrent aircraft-specific training; and
o) Aircraft specific differences training for variants of aircraft types.
p) The AOC holder shall establish and maintain a comprehensive flight crew
standardization program to ensure continuous conformance with the SOPs
and checklists.

0.12-1
20 NOV 2018
SOP 0.12 OBJECTIVE
A319/320/321
0.12 OBJECTIVE
a) This Standard Operating Procedures (SOP) is issued in accordance with the
Vietnam Aviation Regulations (VAR). The content of this manual is
intellectual property of BAV. Without the approval in written of the BAV’ senior
management, any type of copying one part or all the content of the document
is completely prohibited.
b) This manual provides policy, procedures, instruction, and information to the
all crew members concerned to ensure the highest degree of safety, security
and efficiency in the BAV’s operation.
c) Strict adherence to suitable standard operating procedures (SOPs) and
normal checklists is an effective method to:
1) Prevent or mitigate crew errors;
2) Anticipate or manage operational threats; and thus,
3) Enhance ground and flight operations safety.
d) The manual is written in English language.

0.13-1
20 NOV 2018
SOP 0.13 OBJECT OF APPLICABILITY
A319/320/321
0.13 OBJECT OF APPLICABILITY

The Standard Operating Procedures manual apply to all flight crews who are
member of A320 fleet. All pilots are requested to strictly follow these SOP for all
phase of flight (Ref: VAR 12.167 (k)).

0.14-1
20 NOV 2018
SOP 0.14 REFERENCE DOCUMENTS
A319/320/321
0.14 REFERENCE DOCUMENTS

a) This A320 Standard Operating Procedures Manual (SOP) conforms to the
VAR manual format for Aero plane Operating Matters - Type Related.
b) In accordance with VAR 12.167 (b), this manual contains the Company A320
SOP and additional Company information and procedures that are to be used
in conjunction with the Airbus Flight Crew Operating Manuals Volumes
(FCOM), Quick Reference Handbook (QRH) and the Flight Crew Techniques
Manual (FCTM).
1) In the interest of standardization these SOP do not duplicate, except
where considered necessary, information available in the Airbus
FCOM.
2) If discrepancy exists between information contained in this manual
and that contained in FCOMs, QRH, FCTM, the information
contained in this manual will take precedence. However, any
deviation should appear between this manual and the Tempo
Revision of FOM/(M)MEL/FCOM/QRH/FCTM, the information in TRs
will take precedence.
c) Amendment and revision of this manual shall be in accordance with Flight
Operations Manual (FOM), Chapter 0.5

0.15-1
20 NOV 2018
SOP 0.15 ABBREVIATIONS
A319/320/321
0.15 ABBREVIATIONS
A
A/BRK Autobrake
A/C Aircraft
A/P Autopilot
A/SKID Anti-skid
A/THR Auto Thrust
ABCU Alternate Braking Control Unit
ABN Abnormal
ACAS Airborne Collision Avoidance System
ACCU Accumulator
ACP Audio Control Panel
ADIRS Air Data Inertial Reference System
ADS-B Automatic Dependent Surveillance - Broadcast
ADS-C Automatic Dependent Surveillance - Contract
ADV Advisory
AED Automated External Defibrillator
APU Auxiliary Power Unit
ASAP As Soon As Possible
B
BAT Battery
BRK Brake
C
C/B Circuit Breaker
C/L Checklist
CM Cabin Manager
CAT Category
CDL Configuration Deviation List
CI Cost Index
CLB Climb
CLR Clear
COND Conditioning

0.15-2
20 NOV 2018
A319/320/321
CONF Configuration
CRG Cargo
CRZ Cruise
CVR Cockpit Voice Recorder
D
DECEL Deceleration
DES Descent
DEV Deviation
DTD Dispatch and Tracking department
E
EWD Engine/Warning Display
ECON Economic
EFF Electronic Flight Folder
EFOB Estimated Fuel On Board
EGPWS Enhanced Ground Proximity Warning System
EGT Exhaust Gas Temperature
EMER GEN Emergency Generator
ENG Engine
EO Engine-Out
EOSID Engine-Out Standard Instrument Departure
EST Estimated
ETA Estimated Time of Arrival
F
FAF Final Approach Fix
FL Flight Level
FLEX Flexible
F/CTL Flight Control
FOB Fuel On Board
FWC Flight Warning Computer
FWD Forward
FWS Flight Warning System
G
G/S Glideslope

0.15-3
20 NOV 2018
A319/320/321
GA Go-Around
GEN Generator
GPWS Ground Proximity Warning System
GRVTY Gravity
GW Gross Weight
H
HDG Heading
HP High Pressure
HYD Hydraulic
I
IAF Initial Approach Fix
IAS Indicated Airspeed
IFR Instrument Flight Rules
IGN Ignition
INOP Inoperative
INTAP Internal Notice to Airline Personnel
INST Instrument
ISA International Standard Atmosphere
L
L/G Landing Gear
LIM Limitation
LOC Localizer
LT Light
LVL Level
LW Landing Weight
M
MABH Minimum Approach Break-off Height
MAG MAG Magnetic
MAINT Maintenance
MAN Manual
MAP Missed Approach Point
MC Master Caution
MCDU Multipurpose Control and Display Unit

0.15-4
20 NOV 2018
A319/320/321
MCT Maximum Continuous Thrust

MDA Minimum Descent Altitude
MDH Minimum Descent Height
MECH Mechanic
MEA Minimum En Route Altitude
MED Medium
MEL Minimum Equipment List
MIN Minimum
MKR Marker
MLG Main Landing Gear
MLS Microwave Landing System
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MN Mach number
MORA Minimum Off Route Altitude
MSA Minimum Safe Altitude
MSG Message
MSL Mean Sea Level
MTOW Maximum Takeoff Weight
MZFW Maximum Zero Fuel Weight
N
N/A Not Applicable
N1 Low Pressure Rotor Speed (in %)
N2 High Pressure Rotor Speed (in %)
NAV Navigation
ND Navigation Display
NPA Non Precision Approach
NW Nose wheel
NWS Nose wheel Steering
O
OAT Outside Air Temperature
OCC Operation Control Center
OEB Operations Engineering Bulletin

0.15-5
20 NOV 2018
A319/320/321
OM Outer Marker
OPT Optimum
OUTB Outbound
OVHD Overhead
OVRD Override
OXY Oxygen
P
PA Passenger Address
PAX Passenger
PBN Performance Based Navigation
PF Pilot Flying
POS POS Position
PR Pressure
PRESS Pressure, Pressurization
PROF Profile
PWR Power
PWS Predictive Windshear System
Q
QAR Quick Access Recorder
QFE QFE Field Elevation Atmosphere Pressure
QNE Sea Level Standard Atmosphere Pressure (1013 hPa)
QNH Sea Level Atmosphere Pressure
QRH Quick Reference Handbook
QT Quart (US)
QTY Quantity
R
RA Radio Altimeter
RA Resolution Advisory
RAD Radio
RAIM Receiver Autonomous Integrity Monitoring
RAT Ram Air Turbine
RCDR Recorder
RCL Recall

0.15-6
20 NOV 2018
A319/320/321
REAC Reactive
REC Recommended
REV Reverse
RH Right-Hand
RMP Radio Management Panel
RNAV Area Navigation
RNP Required Navigation Performance
RSV Reserves
RSVR Reservoir
RTO Rejected Takeoff
RTOW Regulatory Takeoff Weight
RUD Rudder
RVSM Reduced Vertical Separation Minimum
RWY Runway
S
SN Serial Number
SAT Static Air Temperature
SATCOM Satellite Communication
SD System Display
SEL Selector
SHRA Showering Rain
SID Standard Instrument Departure
SOP Standard Operating Procedure
SRS Speed Reference System
STAR Standard Terminal Arrival Route
STRG Steering
STS Status
SYS System
T
T.O Takeoff
T/C Top of Climb
T/D Top of Descent
TA Traffic Advisory

0.15-7
20 NOV 2018
A319/320/321
TAS True Air Speed

TAT Total Air Temperature
TCAS Traffic Alert and Collision Avoidance System
TEMP Temperature
THR Thrust
THS Trimmable Horizontal Stabilizer
TLA Throttle Lever Angle
TOGA Takeoff - Go-Around
TRK Track
TWY Taxiway
U
UNLK Unlock
UTC Universal Coordinated Time
V
V/S Vertical Speed
V1 Decision Speed
V2 Takeoff Safety Speed
VAPP Approach Speed
VDEV Vertical Deviation
VFE Maximum Speed for each Flap configuration
VHF Very High Frequency
VIB Vibration
VLE Maximum Landing Gear Extended Speed
VLS Lowest Selectable Speed
VLV Valve
VMC Visual Meteorological Conditions
VMCA Minimum Control Speed in the Air
VMCG Minimum Control Speed on Ground
VMO Maximum Operating Speed
VR Rotation Speed
VREF Landing Reference Speed
W
W/S Wind Shear

0.15-8
20 NOV 2018
A319/320/321
WAI Wing Anti-Ice

WARN Warning
WPT Waypoint
WSHLD Windshield
WT Weight
WXR Weather Radar
X
XFR Transfer
XMTR Transmitter
XPDR Transponder
XTK Cross track Error
Z
ZFCG Zero Fuel Center of Gravity
ZFW Zero Fuel Weight
ZFWCG Zero Fuel Weight Center of Gravity field

0.16-1
20 NOV 2018
SOP 0.16 DEFINITIONS
A319/320/321
0.16 DEFINITIONS
a) AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) — An aircraft
system based on secondary surveillance radar (SSR) transponder signals
which operates independently of ground-based equipment to provide advice
to the pilot on potential conflicting aircraft that are equipped with SSR
transponders.
b) ALTERNATE AERODROME — An aerodrome to which an aircraft may
proceed when it becomes either impossible or inadvisable to proceed to or
to land at the aerodrome of intended landing where the necessary services
and facilities are available, where aircraft performance requirements can be
met and which is operational at the expected time of use. Alternate
aerodromes include the following:
1) Take-Off Alternate — An alternate aerodrome at which an aircraft
would be able to land should this become necessary shortly after
take-off and it is not possible to use the aerodrome of departure.
2) En-Route Alternate — An alternate aerodrome at which an aircraft
would be able to land in the event that a diversion becomes
necessary while en-route.
3) Destination Alternate — An alternate aerodrome at which an aircraft
would be able to land should it become either impossible or
inadvisable to land at the aerodrome of intended landing.
NOTE: The aerodrome from which a flight departs may also be an en route or a
destination alternate aerodrome for that flight
c) BASE TURN — A turn executed by the aircraft during the initial approach
between the end of the outbound track and the beginning of the intermediate
or final approach track. The tracks are not reciprocal.
d) CIRCLING APPROACH — An extension of an instrument approach
procedure which provides for visual circling of the aerodrome prior to landing.
e) HOT SPOT — A location on an aerodrome movement area with a history or
potential risk of collision or runway incursion, and where heightened attention
by pilots/drivers is necessary.
f) INITIAL APPROACH FIX (IAF) — A fix that marks the beginning of the initial
segment and the end of the arrival segment, if applicable. In RNAV
applications this fix is normally defined by a fly-by waypoint.
g) MISSED APPROACH PROCEDURE — The procedure to be followed if the
approach cannot be continued.
h) MINIMUM DESCENT ALTITUDE (MDA) OR MINIMUM DESCENT HEIGHT

(MDH) — A specified altitude or height in a 2D instrument approach operation

0.16-2
20 NOV 2018
SOP 0.16 DEFINITIONS
A319/320/321
or circling approach below which descent must not be made without the
required visual reference.
NOTE 1: Minimum descent altitude (MDA) is referenced to mean sea level
and minimum descent height (MDH) is referenced to the aerodrome
elevation or to the threshold elevation if that is more than 2m (7 ft) below the
aerodrome elevation. A minimum descent height for a circling approach is
referenced to the aerodrome elevation.
NOTE 2: The required visual reference means that section of the visual aids
or of the approach area which should have been in view for sufficient time for
the pilot to have made an assessment of the air using time difference of
arrival (TDOA) techniques. Additional information, including identification,
can be extracted from the received signals
i) NOTAM — A notice distributed by means of telecommunication containing
information concerning the establishment, condition or change in any
aeronautical facility, service, procedure or hazard, the timely knowledge of
which is essential to personnel concerned with flight operations.
j) PILOT-IN-COMMAND — The pilot designated by the operator, or in the
case of general aviation, the owner, as being in command and charged with
the safe conduct of a flight.
k) RUNWAY VISUAL RANGE (RVR) — The range over which the pilot of an
aircraft on the center line of a runway can see the runway surface markings
or the lights delineating the runway or identifying its center line.
l) REQUIRED NAVIGATION PERFORMANCE (RNP) — A statement of the
navigation performance accuracy necessary for operation within a defined
airspace.
m) NOTE: Navigation performance and requirements are defined for a particular
RNP type and/or application.
n) RNP TYPE — A containment value expressed as a distance in nautical miles
from the intended position within which flights would be for at least 95 per
cent of the total flying time.
o) EXAMPLE: RNP 4 represents a navigation accuracy of plus or minus 7.4 km
(4 NM) on a 95 percent containment basis.
p) STANDARD INSTRUMENT ARRIVAL (STAR) — A designated instrument
flight rule (IFR) arrival route linking a significant point, normally on an ATS
route, with a point from which a published instrument approach procedure
can be commenced.
q) STANDARD INSTRUMENT DEPARTURE (SID) — A designated instrument
flight rule (IFR) departure route linking the aerodrome or a specified runway
of the aerodrome with a specified significant point, normally on a designated
ATS route, at which the enroute phase of a flight commences.
r) VECTORING — Provision of navigational guidance to aircraft in the form of
specific headings, based on the use of an ATS surveillance system.

1-1
LIMITATION Revision : 00
20 NOV 2018
SOP
A319/320/321
LIMITATION

1.1-1
10 OCT 2022
SOP 1.1 OPERATIONAL LIMITATIONS
A319/320/321
1.1 OPERATIONAL LIMITATIONS

This part is based on and comply with Flight Operations Manual
This part is based on and comply with Vietnam Aviation Regulations (VAR-
10.325 (a))
Refer to FCOM LIM Limitations, AFM, Placards etc. for applicable limitations.

1.2-1
LIMITATION T-Rev : 03
09 JAN 2023
SOP 1.2 PASSENGER CONFIGURATION
A319/320/321
1.2 PASSENGER CONFIGURATION

The aircraft seating capacity are as follows:
Configuration APPR
Aircraft CAT
Business Economy Total
VN-A582 A320 8 162 170 C
VN-A583 A320 16 120 136 C
VN-A584 A320 8 162 170 C
VN-A585 A321 8 184 192 C
VN-A586 A320 8 162 170 C
VN-A587 A320 8 162 170 C
VN-A588 A321 8 200 208 C
VN-A589 A321 16 182 198 C
VN-A590 A321 16 182 198 C
VN-A591 A321 16 182 198 C
VN-A592 A320 8 162 170 C
VN-A593 A320 8 162 170 C
VN-A594 A321 8 184 192 C
VN-A595 A320 8 162 170 C
VN-A596 A320 8 168 176 C
VN-A597 A321 8 184 192 C
VN-A598 A320 8 168 176 C
VN-A599 A320 8 168 176 C
VN-A222 A321 8 215 223 C
VN-A226 A320 8 168 176 C
VN-A228 A321 8 215 223 C

1.2-1
10 OCT 2022
SOP 1.2 PASSENGER CONFIGURATION
A319/320/321
1.2 PASSENGER CONFIGURATION

The aircraft seating capacity are as follows:
Configuration APPR
Aircraft CAT
Business Economy Total
VN-A581 A319 8 126 134 C
VN-A582 A320 8 162 170 C
VN-A583 A320 16 120 136 C
VN-A584 A320 8 162 170 C
VN-A585 A321 8 184 192 C
VN-A586 A320 8 162 170 C
VN-A587 A320 8 162 170 C
VN-A588 A321 8 188 196 C
VN-A589 A321 16 182 198 C
VN-A590 A321 16 182 198 C
VN-A591 A321 16 182 198 C
VN-A592 A320 8 162 170 C
VN-A593 A320 8 162 170 C
VN-A594 A321 8 184 192 C
VN-A595 A320 8 162 170 C
VN-A596 A320 8 168 176 C
VN-A597 A321 8 184 192 C
VN-A598 A320 8 168 176 C
VN-A599 A320 8 168 176 C
VN-A222 A321 8 215 223 C
VN-A226 A320 8 168 176 C
VN-A228 A321 8 215 223 C

1.3-1
10 OCT 2022
SOP 1.3 WIND LIMITATIONS
A319/320/321
1.3 WIND LIMITATIONS

Cross wind limitation
a) Cross wind component limit for takeoff and landing on wet and contaminated
runway: Refer to FCOM LIM-AG-OPS.
b) For Runway with width < 45 m Refer to FCOM PRO-SPO-60.
c) Maximum cross wind component of 20 kts must be applied when aircraft
stopping capability is degraded (ground spoiler and/or one brake
inoperative).
d) For CAT II/III crosswind limitation, refer to FCOM LIM-AFS-20.
e) In case of SHRA: maximum cross wind component limit of 15 kts must be
applied when the aerodrome does not have measurement system for braking
action report.
Tailwind limitation
This part is based on and comply with Vietnam Aviation Regulations (Appendix 1
to 12.153 (d)(4)(B)(5)).
Refer to FCOM LIM-AG-OPS.
Note: If tailwind is greater than 10kts, early stabilized approach must be performed.
Landing with flaps full is recommended

1.4-1
20 NOV 2018
SOP 1.4 AIRCRAFT SYSTEM LIMITATIONS
A319/320/321
1.4 AIRCRAFT SYSTEM LIMITATIONS

This part is based on and comply with VAR-10.325
Refer to FCOM LIM Limitations – System Limitations for applicable limitations.

2-1
Issue : 01
CHAPTER 2
Revision : 00
NORMAL PROCEDURES 20 NOV 2018
SOP
A319/320/321
NORMAL PROCEDURES

2.1-1
NORMAL PROCEDURES Revision : 07
10 OCT 2022
SOP 2.1 OPERATING POLICY
A319/320/321
2.1 OPERATING POLICY

General
a) It is Company policy to operate the A320 aircraft in accordance with the
applicable Airbus FCOM, FCTM and QRH.
b) The standard operating procedures outlined in this section are to be applied
in conjunction with the procedures detailed in the Airbus Flight Crew
Operating Manuals.
c) Standard operating procedures have been established to ensure that flight
deck operations are conducted in a safe and efficient manner. It is essential
that flight deck crew members are fully aware of the procedures outlined in
this section and that they are adhered to in normal and emergency/abnormal
operations.
d) Flight crews are designated as follows:
1) CM1 refers to the crew member in the left hand seat.
2) CM2 refers to the crew member in the right hand seat.
3) The term “Pilot Flying” (PF) is used to define the pilot operating the
flight controls.
4) The term “Pilot Monitoring” (PM) is used to define the pilot not
operating the flight controls.
e) For some non-revenue flight without cabin crew, such as ferry flight, test
flight…The commander has to nominate a qualified person(s) to be in charge
of the safety, security and emergency procedures in the cabin. That person
could be a qualified pilot or flight engineer.
f) Use of the MCDU: MCDU usage must be coordinated in all flight phases
during normal, abnormal and emergency situations, for example: any change
to the FMS data input, weight/mass calculations entries, and navigation,
performance, route, constraints etc. Any data change or new input must be
confirmed and crosschecked by both crew members. Whenever entering a
new route, it is the crews’ responsibility to check all the waypoints for correct
coordinates and associated navigation aids. It is recommended that one pilot
enter the and the other pilot check the data entered. Below 10000 ft above
airport elevation, MCDU changes should be made by the PM and executed
only after confirmation by the PF.
g) Carrying Cargo in the Passenger Cabin: Refer FOM 8.2.3.12
Checklist
a) This part is based on and comply with FOM 8.3.22
b) Normal checklists are initiated (called) by the CM1 or PF and read from paper
checklists by the CM2 or PM.
c) Evacuation checklist is initiated (called) by CM1. Evacuation checklist is
Read and Done by CM2.

2.1-2
10 OCT 2022
A319/320/321
d) The CM1 or PF shall respond after having checked the existing

configuration. When both pilots have to respond, “BOTH” is indicated in the
checklist. For “AS RQRD” items, CM1 or PF shall respond accordingly to the
required mode or setting as follows:
Checklist item Response
PARKING BRAKE ON/OFF
ANTI ICE OFF/ENG(WING) ANTI-ICE ON
ENG MODE SEL NORMAL/IGNITION
PACKS ON/OFF
AUTO BRAKE LOW/MED
EXT LT OFF/SET
PARK BRK and CHOCKS Actual condition
Communication
This part is based on and comply with Flight Operations Manual (FOM 8.3.1.12)
a) Headsets will be used in high work load situation and:
1) From commencement of pushback/engine start until 20000 feet or
top of climb whichever lower.
2) From 20000 feet or top of descent whichever lower, until the aircraft
is parked and both engines are shut down.
b) When both pilots wear the headsets, interphone will be used for cockpit
communication. For situational awareness, during take-off and landing the
noise canceling function of the headset must not be used.
c) Cockpit loudspeakers must be at least at 1 o’clock position when headsets
not in use in-flight (Call out refer to SOP 2.1.3)
d) The Radio Management Panels (RMPs) will be set up in the following
manner:
1) VHF1 for designated ATC frequency or the appropriate common
frequency used for inflight communication in designated airspace
without ATC coverage.
2) VHF2 for 121.5Mhz (for Oceanic flight refer to Jeppesen), Company
frequency (where available) or ATIS frequency.
e) At least one pilot will maintain a listening watch on the ATC frequency in use
unless SELCAL is being used.

2.1-3
16 DEC 2021
A319/320/321
f) Pilots should normally use his/her onside RMP to tune any one of the VHF
or HF radios (The use of opposite RMP is allowed). If the SEL lights come
on after tuning the radio, the pilot should turn them off by selecting the
appropriate radio system dedicated to his/her RMP then both pilots must
check whether the active frequency is correct to avoid accidentally set the
wrong frequency.
g) All ATC clearance must be accepted or read back with full callsign and noted
down on OFP. Crew must make ATC reports in accordance with ICAO Doc
4444/Jeppesen phraseologies. Whenever any flight crew member is in
doubt, pilots must confirm with ATC. To avoid confusion between two or more
aircrafts similar radiotelephone callsign, flight crew members may request

2.1-4
16 DEC 2021
A319/320/321
the ATC to change RTF call signs, or an ATC unit may instruct an aircraft to
change its type of RTF call sign, in the interests of safety
h) The flight crew must report the cleared flight level on first contact with ATC,
unless specifically requested not to do so by ATC.
i) During times of increased operational risk, all ATC clearances must be
crosschecked by both pilots.
j) In case of lost intercom with the technical staff:
1) For departure aircraft from the parking position: Brief with the
technical staff about using signals and alternate procedures.
2) For arrival aircraft to the parking position: Flight crew should get
visual signals from marshaling man/ technical staff, following
GOM_PART_A 7.8
(i) Operation Control Center (OCC) communication procedure:
For efficient flight operation, Crew should inform OCC by mean of telephone
(OCC telephone number is provided at the end ), Satcom, ACARS or via
company frequency, ground handling agent, the station manager, ATC or
other BAV aircraft flying in the area, if there is any event which affects or may
affect flight safety and security; flight schedule or any other matters which do
not affect the current flight but may affect general operation of the Airlines
(e.g. MET, NOTAM, NAV AID, ATC…)
k) As a guideline, crew should inform OCC in the following cases:
1) Flight delay (more than 30 minutes, including delay at departure
airport or enroute).
2) Flight diversion.
3) Fuel emergency
4) Depressurization
5) Inflight engine shutdown
6) Fire on board.
7) Technical defect.
8) Overweight or heavy landing
9) Bomb threat
10) Unlawful interference
11) Unruly passengers.
12) Pilot incapacitation.
13) Medical case of passengers on board.

2.1-5
16 JUN 2020
A319/320/321
Flight Deck Automation Policy

Automation shall be used to increase the operational efficiency of the flight. Pilots
are required to comply with the automation policy as follows:
a) Monitoring of the Auto-Flight System (AFS) by:
1) Crosschecking the status of AP/FD and A/THR modes (armed and
selected) on Flight-mode annunciator.
2) Observing the result of any target entry (on the AFS panel) on the
related data as displayed on the PFD or ND; and,
3) Supervising the resulting AP/FD guidance and A/THR operation on
PFD and ND (e.g. attitude, airspeed and airspeed trend, altitude,
vertical speed, heading etc.)
4) When the auto flight systems do not perform as expected: The pilot
should reduce the level of automation, if necessary, as far as manual
control until proper control of path and perform is achieved; and do
not try to restore higher levels of automation until aeroplane control
is assured.
b) During high workload situations (e.g during marginal weather conditions,IMC,
crew fatigue) the use of autoflight systems has the following advantages:
1) Speeds and ILS beams can be flown with higher accuracy.
2) Lower flight deck workload, permitting better monitoring.
3) In marginal weather conditions (e.g IMC) a better decision-making
process is obtained.
c) The use of an appropriate level of automation for the task, including manual
flying, raw data (No AP, no FD) is depended upon crew decision, except that
the Autothrust , whenever it is available and applicable, must be used for all
phases of flight.
ONLY the following exceptions are allowed for the use of manual thrust for
all line flights and training flights:
1) Technical downgrades (such as autopilot, auto-thrust unserviceable
in flight).
2) Weather condition (If auto-thrust is unable to control the aircraft).
Altimeter Procedures
2.1.5.1 Procedures
Refer to FOM 8.3.5

2.1-6
16 DEC 2021
A319/320/321
2.1.5.2 Altitude alert system

a) This part is based on and comply with Flight Operations Manual (FOM 8.3.6).
b) During the approach phase of flight the altitude alert system is to be set as
follows:
1) In the case of an instrument approach, the missed approach altitude
must be set on FCU at the commencement of the final approach
segment.
2) In the case of an unrestricted visual approach the altitude alert
system should be set to the appropriate missed approach altitude.
c) The altitude alert system is to be used to record cleared altitudes and not as
a reminder device for transition levels or reporting altitudes.
2.1.5.3 Metric altimeter procedures:
a) In some countries, e.g. China, Russia… all altitudes are expressed in meters.
b) In the case of operations within or to, these countries a metric to feet
conversion table for operations above the transition level is provided in the
cockpit.
Flight Deck Security and Discipline
2.1.6.1 Flight Deck Security
Refer to FOM 8.3.27
a) During boarding of passengers, the flight deck door must be closed and
supervised by flight crew.
b) The flight deck door must be closed and locked from the time all external
doors of the aircraft are closed until they are opened at destination.
c) In case the aircraft is under threat, the Commander shall appoint cabin
attendants to guard cockpit door
d) Before open the flight deck door, flight crew must check Video on LOWER
ECAM or LCD display to identify the persons requesting entry during all flight.
2.1.6.2 Admission to the Flight Deck
a) Refer to FOM 8.3.25 for Authorized persons, Sterile Flight Deck and Locking
of the Flight Deck Door regulations.
b) Flight crew must check VIDEO on LOWER ECAM or LCD display to identify
persons requesting entry before opening cockpit door during all flight.
2.1.6.3 Ferry Flights:
With no cabin crew on board, PIC will be in charge of checking the security of the
cabin, including slides arming and disarming, and ensuring that all galley
equipment’s are secured before departure, in flight and before landing.

2.1-7
10 OCT 2022
A319/320/321
2.1.6.4 Flight Deck Discipline

This part is based on and complies with Flight Operations Manual (FOM 8.3.13)
a) At any moment of the flight, there must be one pilot who controls the aircraft
and listen to ATC. Any transfer of control shall be clearly understood between
two pilots with one pilot stating "I have control" and the other pilot
relinquishing control with the words "You have control".
b) During critical phases of flight such as takeoff, landing and flying at low
altitude, the PM must always be prepared to take over control of the aircraft
with his/her feet slightly on the rudder pedals, following PF’s movement and
hand adjacent to the side-stick.
c) When the aircraft is below 10000 ft above airport elevation or in high
workload situation, pilots are required to comply with the sterile cockpit rule
(refer to FOM 8.3.26). Any unnecessary conversation, activities and vacating
an aircraft control seat for the purposes of transferring duties to another pilot
are prohibited.
d) Two pilots qualified on type must be seated at the controls properly secured
(lap, crotch and shoulder restraints fastened, rudder pedals and seat
adjusted) at all time when the seat belt sign is ON and during flight in
turbulence. At other time, the lap strap needs only to be worn.
e) During the cruise phase, one pilot may vacate his/her seat for short periods.
for physiological needs or performing other duties. Full harness must be worn
by the pilot in control (with headset on) and remain unobstructed access to
the flight control (put aside the food tray, stow the table, adjust seating
position etc.) when the other pilot is not in his seat.
f) Person occupying jumpseats must have their seatbelts fasten during flight.
g) Under no circumstances will an unqualified person occupy a pilot’s seat or to
manipulate the controls of an aircraft during commercial air transport
operations.
h) All sun blinds, sun visors must not be used during taxi and critical phases of
flight such as takeoff and landing.
i) All screens must not be touched neither with fingers nor pens. Do not use
pen to mark on any panel.
j) Use of Laptops, Ipads, Mobile Phones for gaming and entertainment
purposes in the cockpit is strictly prohibited.
k) Before leaving the aircraft, Crew are responsible for the following:
1) Leaving the flight deck in a tidy and organized manner for the
incoming crew (or end of flight day)
2) The removal of any rubbish from the flight deck
3) Dim EFIS, ECAM and MCDU display in accordance with FCOM
4) If leaving the aircraft during the day, pull the window shades
down/across.

2.1-8
10 OCT 2022
A319/320/321
Briefings
2.1.7.1 Dispatch Briefing
At dispatch office or at any station where the crews review/submit flight
documentations, in addition to flight preparation procedures, PIC should assign
each crew members to check and brief the following items:
a) Relevant INTAP;
b) RVSM, RNP/RNAV operation status.
c) The Aircraft Technical Log (ATL) information (review at aircraft) and the
MEL/CDL;
d) The OFP (FLT NBR, A/C REG, DATE, DEP/ARR, STD/STA, ETD, DEST
ALTN, MINIMUM FUEL including all factors normally to be considered in
calculating minimum dispatch/departure fuel required e.g. individual aircraft
fuel consumption, MEL/CDL adjustments, anticipated operational constraints
(weather, de-icing, slots, etc.), ROUTE, ALTN AIRPORTS…); and compare
with the ATS flight plan.
e) Weather information/ NOTAMS applicable to include en-route phase of flight
and departure, destination and alternate airports;
f) Aircraft performance (Using Flysmart, FCOM or RTOW charts to calculate
expected performance such as MTOW, MLW…);
g) Aircraft weight/mass (Using Flysmart or AHM 560 if inputs available).
h) Airports of intended use (departure, destination and alternate airports) meet
the following operational requirements:
1) Applicable performance requirements (Using Flysmart or check in
RM);
2) Runway characteristics (Flysmart, RTOW, JEPP, AIP, RM, DAP);
3) Air Traffic Services and associated communications (RM, JEPP FD
Pro X);
4) Navigation aids and lighting (AIP, DAP, RM, NOTAM);
5) Weather reporting (METAR, TAF);
6) Emergency services (AIP, DAP, JEPP, RM).
i) Operating minima is to be determined in accordance to FOM 8.1.4.2.3 as
below:
1) The Aircraft Capability minima (AFM, OEB, MEL…)
2) The Aerodrome operating minima published by Authorities (JEPP
Charts, NOTAMs)
3) The Operator’s minima (relevant INTAPs, Ops Spec); and
4) The Crew minima (qualification).
j) ATS flight plan is provided by the dispatcher/ground staff and to be carried
on board.

2.1-9
12 MAR 2021
A319/320/321
2.1.7.2 Technical Staff Briefing

a) Before accepting the aircraft for dispatch, Flight Crew and Technical staff
may properly review the Technical Log in which covers all technical status of
the aircraft such as ADD, MEL, CDL, Concession, Maintenance Procedure,
CAT II Auto-land validity, and other related matters.
b) Refer to FOM 8.4.6.3 and MCM 2.29.8.5CAT II/III for autoland validity.
c) Post flight, in addition to Tech-log written, PIC should inform technical staff
in detail any aircraft technical matter, phenomena occurred and action being
done by crew in flight.
Note: Flight crew has the right to request the understandable explanation
from qualified technical staff if needed.
d) For further Technical enquiry or consultancy, please contact at followings:
1) MOC (Maintenance Operation Control): +84 961424285
2) MCC (Maintenance Control Center): +84 866588008
2.1.7.3 Flight Crew Briefing
a) This part is based on and comply with Vietnam Aviation Regulations (VAR-
12.167 (b)(4)
b) Before each departure and arrival, a briefing should be made by PF to cover
both Normal and Abnormal/Emergency operations. The briefings should be
relevant concise, structured (i.e. following the flight sequence) and
interactive.
c) The briefing is meant to ensure clarity and a single shared plan.
d) The briefings shall cover the potential threats that the crew consider may
affect that flight and additionally the appropriate mitigator/s to be employed.
e) Prior to commencing the briefing:
1) One pilot shall set up the aircraft and FMS for departure or arrival.
2) The other pilot cross check the FMS, Altitude and speed constraints,
review all relevant data.
f) Relevant data such as weather ATIS/VOLMET, NOTAMS, obstacle
clearance procedures (OCP) and SID or Approach charts shall be

2.1-10
12 MAR 2021
A319/320/321
individually reviewed. This includes both pilots cross checking the FMS
routing against the published procedure for lateral and vertical accuracy.
g) Any questions the other crew member/s have regarding the set up should be
asked and clarified before the briefing starts.
h) The PF is to confirm that the PM has completed his/her cross check and hand
over the control to the PM before the briefing can commence.
i) At the conclusion of the brief, if any crew member has any queries remaining
these should be discussed.
j) Note: Crew should be cognizant of the tendency to brief facing their EFB
device and away from other crew members. When briefing from an EFB
device in the mounted position or positioned outboard of the crew station, the
intercom should be used with headsets on.

2.1-11
11 JUL 2022
A319/320/321
2.1.7.4 Cabin Crew Briefing

a) Cabin Crew Briefing shall cover items mentioned in FOM 8.3.34.10 and
security items in FOM 10.1.4. Furthermore, the information of Crew Security
(FOM 10.1.2) and Flight Deck security (FOM 10.1.4), the procedure (see
table below) for cabin crew to inform the cockpit crew that cabin safety
requirements have met before takeoff and landing shall be briefed. Crew
coordination briefing could include security issues, aircraft technical issues
affecting cabin service, use of seat-belt sign, meal service
Situation Cockpit crew Cabin Manager

Pre-take-off and Both pilots verbally Advises cockpit “Cabin ready”
landing acknowledge between by pressing # on the cockpit
themselves “Cabin ready” by door key pad AND pressing
checking MEMO message “Cabin ready” push button on
displayed green on ECAM (If FAP (If installed).
installed) AND aural alert when
CM press # key.
Before Boarding “Close the door” Captain, Passengers start to
board, May I close cockpit door”
Set toggle switch to LOCK
position
All Passenger and “Captain,___(number)
“Close the door” both pilots cross
documents on passengers on board. Flight
check: main door on LOWER
board documents on board. May I
ECAM showing all door slide
close the door(s)?”
armed
b) To contact the flight crew in an Abnormal and Emergency situation, cabin

crew will
1) Use EMER CALL pushbutton on the cabin interphone handset or
2) Use alternative special procedures, which have been briefed
between flight crew and cabin crew.
c) Cockpit normal entry password and emergency entry passcode must be
established between cockpit crew and Cabin Manager. Cabin Manager can
share the password to another cabin crew when he/she is not available.
d) Cockpit security password (to be used in security related situation) must be
established between all cockpit crew and cabin crew members
e) In case of flight crew incapacity, cabin crew members may gain entry to the
flight deck using Emergency passcode.
f) In the Pre-flight briefing, the flight crew must inform the Cabin Manager any
turbulence expected during flight, including the areas, the estimated time to
and the severity of expected turbulence.

2.1-12
16 JUN 2020
A319/320/321
Task Sharing
2.1.8.1 Refer to Chapter 13.1 - Task Sharing.
a) In some exceptional circumstances (typically late report of one of the flight
crew members), some tasks of flight preparation which are normally
performed by a crew member may be performed by the other crew members.
b) As a general rule, during taxiing on the ground, all the selection on FCU
should be made by CM2. In flight, all the selection on FCU should be made
by the PF when AP is ON and by the PM when AP is OFF. In flight, when
below 10000 ft above airport elevation, all actions on MCDU should be made
by PM.
2.1.8.2 Captain Takeoffs and Landings
a) Captain must be PF when:
1) Cross Wind ≥ 15kts
2) Gusting > 10kts
3) VIS: ≤ 3000m with TS/RA and Cross Wind ≥ 10kts
b) Flight crew must cancel the Approach or reject the Landing when:
1) Visibility ≤ 1500m with HEAVY TS/RA and Cross Wind ≥ 15kts.
c) When the weather is expected worse or the Thunderstorm seems to come
promptly, crew should frequently check the landing condition with Tower for
adjustments to continue or to initiate the miss approach
2.1.8.3 First Officer Takeoff and Landing
a) Prior to giving a First Officer a takeoff or landing the Commander should
assess the existing weather conditions and the First Officer's experience;
both total and recent. If there are any doubts the Commander must conduct
the takeoff or landing (refer to Chapter 1- Limitations).
b) In the event of any malfunctions after V1, the First Officer should continue to
fly the aircraft until the Commander, at his/her discretion, takes over control.
Such take over, if required, should not take place before the landing gear has
been selected up.

2.1-13
20 NOV 2018
A319/320/321
Crew Composition
a) Depending on operation, the flight can be operated by a single or augmented
crew.
b) A minimum flight crew consists of
1) One captain and one first officer, or
2) Two captains.
c) Augmented crew consists of single crew and one or more pilots being a
captain or first officer.
d) A captain who is a DPE/AIP may operate aircraft in the right hand seat as PF
or PM.
e) A captain who is NOT a DPE/AIP may operate aircraft in the right hand seat
as PM only. In this case, he/she must have right hand seat qualification.
f) Only above FL200, the commander of the flight may nominate another
suitably qualified pilot as acting pilot in command (APIC). In all cases, the
commander must be present in the cockpit during take-off and landing.

2.1-14
NORMAL PROCEDURES T-Rev : 02
04 JAN 2023
A319/320/321
Operational Flight Plan (OFP)
a) Refer to FOM 8.1.19, OFP is among the required document on board.
b) Refer to FOM 8.1.17, for specific requirement regarding handling of the OFP.
c) After flight preparation, PIC must fill out all information especially reasons for
extra fuel and sign both flight releases. One flight release is to be given to
the flight dispatcher or BAV’s representative. The other one is to be remained
in the flight envelope. Any en-route flight movement and/or significant
movement from the OFP, the PIC will notify dispatch (refer FOM 8.1.17.1.10)
d) During cockpit preparation CM2 will use OFP for MCDU data entering, record
relevant data for departure.
e) On ground, CM2 will record ATC clearance and taxi clearance, Fuel on Board
in OFP. After airborne, PM shall record ATC clearances, frequencies and
amend ETA/ATA, Actual Fuel on Board and Fuel Used; compare the above
mentioned information and identify the trend against the FMS
f) For OFP decoding, refer to FOM 8.1.17.6. PIC will be responsible for all the
data recorded on the OFP.
Turbulence, wake turbulence and adverse weather conditions
a) This part is based on and comply with Flight Operations Manual (FOM
8.3.12)
b) Refer to FCOM PRO–NOR-SUP- ADVWXR for information on operations in
adverse weather conditions and general procedures for flight in turbulence.
c) Refer to FCOM PRO–NOR-SUP-ADVWXR and FOM 8.2.5 for de-icing and
anti-icing procedures.
d) Refer to FOM 8.3.12 for wake turbulence encounter avoidance procedures.
e) In any cases of turbulence, the flight crew must switch ON the seatbelt signs.
For in-flight turbulence encounter procedures.
En-Route Navigation
The FMS position should be checked against radio aids and OFP to ensure
accuracy between the ND map presentation and the required track. This check
should be conducted at regular intervals during flight when appropriate radio aids
are available.

2.1-14
16 DEC 2021
A319/320/321
Operational Flight Plan (OFP)
a) Refer to FOM 8.1.19, OFP is among the required document on board.
b) Refer to FOM 8.1.17, for specific requirement regarding handling of the OFP.
c) After flight preparation, PIC must fill out all information especially reasons for
extra fuel and sign both flight releases. One flight release is to be given to
the flight dispatcher. The other one is to be remained in the flight envelope.
Any en-route flight movement and/or significant movement from the OFP, the
PIC will notify dispatch (refer FOM 8.1.17.1.10)
d) During cockpit preparation CM2 will use OFP for MCDU data entering, record
relevant data for departure.
e) On ground, CM2 will record ATC clearance and taxi clearance, Fuel on Board
in OFP. After airborne, PM shall record ATC clearances, frequencies and
amend ETA/ATA, Actual Fuel on Board and Fuel Used; compare the above
mentioned information and identify the trend against the FMS
f) For OFP decoding, refer to FOM 8.1.17.6. PIC will be responsible for all the
data recorded on the OFP.
Turbulence, wake turbulence and adverse weather conditions
8.3.12)
b) Refer to FCOM PRO–NOR-SUP- ADVWXR for information on operations in
adverse weather conditions and general procedures for flight in turbulence.
c) Refer to FCOM PRO–NOR-SUP-ADVWXR and FOM 8.2.5 for de-icing and
anti-icing procedures.
d) Refer to FOM 8.3.12 for wake turbulence encounter avoidance procedures.
e) In any cases of turbulence, the flight crew must switch ON the seatbelt signs.
For in-flight turbulence encounter procedures.
En-Route Navigation
The FMS position should be checked against radio aids and OFP to ensure
accuracy between the ND map presentation and the required track. This check
should be conducted at regular intervals during flight when appropriate radio aids
are available.

2.1-15
16 DEC 2021
A319/320/321
Fuel Management
8.3.10)
b) Before departure, for payload management, crew must inform ground staff
about any change in total fuel order as soon as practicable.
c) At any time that the configuration of the fuel system is changed from normal
operation, e.g. Cross-feeding, both pilots are to be aware of the changed
configuration and an estimated time calculated and recorded to return the
fuel system to normal operation.
d) In-flight at waypoint and at least every 30 minutes, fuel check (FU, FOB, FF,
extra fuel in FMS and a/c Fuel System) shall be performed by PM and
crosscheck by PF. All figures are recorded in OFP in order to compare if any
Discrepancy (refer to FOM 8.3.10).
e) For Minimum Fuel and Fuel Emergency declaration, refer to FOM 8.3.10 and
FOM 8.3.10.3
Maximum Airspeeds
a) Unless otherwise authorized or required by ATS and within Vietnam FIRs the
maximum IAS shall be 250kts below 10000ft
b) ICAO normal Holding airspeed:
Altitude Speed
Through 14000 feet 230 kt
Above 14,000 feet to 20,000 feet MSL 240 kt
Above 20,000 to 34,000 feet MSL 265 kt
Above 34,000 feet MSL M0.83
c) For maximum speed in other countries refer to Jeppesen ATC,
d) If a highspeed approach is requested by ATC, a maximum IAS of 250 kts
when passing 5000 ft and, a maximum IAS of 230kts when passing 3000Ft
above airport elevation must be planned by crew.

2.1-16
16 JUN 2020
A319/320/321
Cost saving
a) Crew may use ACARS to get the weather information only:
1) When it is operationally required, and
2) When it could not be received by other means (ATIS, VOLMET).
ACARS messages are charged by number of characters.
b) The printer paper is quite expensive and its improper use such as for copying
WX information or ATC clearance must be avoided. Pilots shall not manually
print out the received weather information (via ACARS) unless it could not be
viewed on MCDU.
2.1.15.2 Choice of Alternates

a) All alternate routing on OFP is expected routing. Alternate airports are
divided in to two types:
1) “Fuel alternates”, may be considered as alternates if the probability
of diversion is extremely low and when this choice allows reducing
fuel carriage.
2) “Commercial alternate” is to be considered when there is a high risk
of diversion. The alternate fuel should allow diverting to the most
suitable airport for the Company.
b) When risk of diversion is low, closest alternate (fuel alternate) is to be
selected.
c) When 2 alternates are required, one of them may be the fuel alternate.
2.1.15.3 Guidelines for fuel economy
Note: This guideline MUST NOT override ANY SAFETY rules and to do limit
captain's authority in any case
a) Minimum Fuel
In absence of obvious justifiable safety or operational reasons, planned fuel
uplift should not below minimum flight plan fuel. Minimum corrected fuel
calculated in the OFP may be rounded up to the nearest 100KG.
Only take extra fuel for a reason. If crew to top up more than 15 minutes of
fuel over the OFP’s (500kg for A320F), a Captain report MUST be made. PIC
is to circle the proper reason for extra fuel on the Flight Release before
submitting to Dispatcher.
For bad WX forecast of TSRA, 45’ of holding fuel will be added by Dispatcher
for busy airports ie. SGN, HAN, DAD. For other local airports, it will be 30’.
b) Tankering (suggested in OFP)
1) Use most accurate (latest) ZFW and calculate fuel with MLW-300 kg.
(No point carrying fuel and then burning it in case of lower trip burn);

2.1-17
11 JUL 2022
A319/320/321
2) Dispatcher should be advised if crews decide to take more or less
Tankering fuel, which suggested by OFP.
c) APU and APU bleed
(i) When the scheduled turnaround time (TAT) of a flight is less than 1
hour 30 minutes, APU shall be used with exception where the airport
authority requires the APU shut down for environmental or noise
reason (See OM Part C)
(ii) When the TAT of a flight is more than 1 hour 30 minutes, flight crews
or qualified mechanics (in case of swap aircraft) shall switch the
power source to Ground Power Unit (GPU), then shut down the APU
after all passengers have disembarked.
(iii) The PIC is responsible to monitor cabin (CAB) temperature:
 When CAB temperature is from 17 °C to 31°C: APU shall be
started 30 minutes prior to STD.
 When CAB temperature is higher than 31°C OR lower than 17°C:
APU shall be started 1hour prior to STD.
(iv) In case the APU must be run after flight crews leave the aircraft for
any reasons, the qualified mechanic is responsible for monitoring
APU operations.
d) Pack usage
At all time, the cabin temperature should be controlled from 17 °C to 31°C.
The PIC shall ensure:
 APU and APU Bleed usage policy above applied;
 In case the TAT is more than 1 hour 30 minutes and the crews
take a rest onboard, PIC is responsible for requesting Air
Conditioning Unit (ACU);
 In case the APU is inoperative: MCC inform GO to schedule GPU
and/or ACU
Select pack flow to LOW when applicable. All departures will be performed
with PACKS OFF, except when the cabin temperature is above 27 degrees
Celsius
e) Departure and Arrival Runway
Whenever possible, pilots should request the most favorable runway for
takeoff and landing.

2.1-18
11 JUL 2022
A319/320/321
f) Take-off performance setting
For the purpose to reduce the maintenance cost, all Pilots are recommended
to restrict or do not use TOGA during Take-off, except as required by
MEL/CDL or by the manufacture standard procedure
If the performance is not jeopardized, select lower Config for takeoff. Best
practice is: CM1 selects 1+F for his/her calculation, while CM2 uses
OPTIMUM and compare the results;
Once suitable CONFIG is selected, re-computation and crosscheck is
required.
If without performance limit, CONFIG 1+F is recommended.
g) Intersection takeoff
Is to be considered if it can save taxi and holding time.
h) Optimizing flight
1) When flight time is more than 2 hours, wind and temperature data
must be inserted into the FMGS Wind page, while average data is
acceptable for the rest. Use historic wind data for the return leg.
2) Fly at or stay as close as possible (+/- 2000ft) to optimum
recommended altitude and use step climbing.
3) Maintain company cost index
4) Co-ordinate with ATC for direct routing
5) Optimize both climb and descent speed
6) Avoid premature flaps and gear extensions. Decelerated approach
should be used (A/C must be stabilized at 1000 ft above airport
elevation as Companies’ policy)
i) Landing flaps setting
Landing flaps 3 is to be considered on long runways where high reverse
thrust, high braking are not required and runway occupation time is not
limited.
j) Use of reversers
When the turnaround time, brake temperature are determining and runway
occupation time is limited, use of max reverse is recommended. Otherwise
idle reverses are recommended.

2.1-19
16 DEC 2021
A319/320/321
k) Single engine taxi

In order to extend brake life, carbon dioxide emission and to save fuel, BAV
encourages pilots to perform both one engine taxi in and one engine taxi out
when long taxi time is expected, Excepts in the following condition:
1) Uphill slope, slippery taxiways
2) High gross weight
3) Systems malfunction (brakes, hydraulic, electric systems)
4) Restriction of airport (noise abatement, minimum thrust requirement)
5) Low visibility operation
When applying one engine taxi procedure, the flight crew should be aware of
the following:
1) Taxi with one engine shut down may require higher thrust than usual.
Caution must therefore be exercised to avoid jet-blast and the risk of
Foreign Object Damage
2) Slow or tight turn in the direction of the operating engine may not be
possible at high gross weights
3) When one engine taxi is planned, pat particular attention to the fuel
imbalance limitation for the next take off
4) The crew’s familiarity with the airport and proper implementation of
the airport’s operating procedures
5) The increase in workload of the flight crews
Single engine taxi out:
One engine taxi-out procedure is applicable only in case of:
6) AUTO start with APU bleed
7) Expected long taxi route
Engine 1 will be started first then when applicable start Engine 2 of warm up
time
Engine 2 is only started when taxiing on straight line and crew work load
permits.
CM2 will start the second engine with the approval and supervision of CM1.
Note: Refer to FCOM-PRO-NOR-SUP-ENG-One Engine Taxi – At Departure
Single engine taxi-in
Except when operational requirement dictates, engine should only be shut
down at or below taxi speed, when taxing on straight line and after a cooling
period of at least 3 minutes. This 3 minutes cooling period is to be counted
when the engine power at reverse idle

2.1-20
16 JUN 2020
A319/320/321
Note: Refer to FCOM-PRO-NOR-SUP-ENG-One Engine Taxi – At Arrival

l) Low noise, low drag approach
1) During approach, pilot should manage the flaps and gear extension
timing to minimize the engine thrust variation and to keep engine
thrust at IDLE until approaching 1000ft above airport elevation.
2) Although deceleration characteristic largely depends on gross-
weight, wind condition, the following typical values can be
considered for a quick assessment and management of the aircraft
deceleration capability:
(i) Deceleration in level flight:
- With approach flaps extended: 10 to 15 kt-per-nm;
- With landing gear down and flaps full: 20 to 30 kt-per-nm.
(ii) Deceleration on a 3 degree glide path:
- In clean configuration or with Flaps 1: No deceleration
- With landing flaps and gear down: 10 to 20 kt-per-nm.
Note: A 3o glide path is typically equivalent to a descent-gradient of 300 ft-
per-nm or a 700 ft/mn vertical speed, for a final approach ground speed of
140kt.
3) When established on a typical 3o glide slope path with only slats
extended (i.e., with no flaps), it takes approximately 3 nm (1000ft) to
decelerate down to the target final approach speed and to establish
the landing configuration.
4) Speed brakes may be used to achieve a faster deceleration
5) Typically, slats should be extended not later than 3 nm before the
FAF.
6) The following conditions are considered:
(i) Stabilization height 1000ft above airport elevation and
(ii) Final approach speed (Vapp) = 140 kts.
(iii) FAF at 6 NM from threshold.
7) In order to be stabilized at 140 kt at 1000ft above airfield elevation,
the aircraft should:
(i) Maintain Green dot, at 9NM: CONFIG 1;
(ii) When below VFE, before capture GP: CONFIG 2;
(iii) After Flap 2 extended (approximately 7NM to threshold): GEAR
DOWN;
(iv) After Gear down (approximately 5NM to threshold): Flap 3 then Flap
full (recommend to extend Flap Full below VFE config FULL – 15 kt).

2.1-21
16 JUN 2020
A319/320/321
Cockpit Announcement and Passenger Greeting
Refer FOM 8.3.35.6
RVSM and RNP operation procedures
This part is based on and comply with FOM 8.3.4.6 and 8.3.4.7
a) Prior to entering and during operating in RVSM/RNP airspace, crew must
ensure aircraft technical status against RVSM/RNP operation requirements
Refer PBN/RVSM checklist onboard
Refer RNP: FCOM PRO-SPO-51
Refer RVSM: FCOM PRO-SPO-50
EDTO
(Intentionally blank)
APU, Ground Power and Ground Air-conditioning Units
a) Before departure, if aircraft is powered by GPU and/or ACU, APU will be
started 15 minutes before push back or start-up.
b) On arrival, if APU is to be used at parking, APU will be started 2 minutes
before reaching parking position.
c) Refer to appropriate Flight Operation Notice for list of airports with contracted
GPU/ACU service and condition to use ground carts.
Cost Index
Depending on various operational factors, cost index will be established. Pilot use
the CI indicated in the OFP.
Transit Check
a) In case of Captain signs transit check,
1) Authorized captain will perform walk-around as required in Transit
check checklist;
2) After finishing cockpit preparation, other crew member will perform
exterior inspection as required;
3) After finishing the techlog, the green copy of the techlog will be given
to BAV representative;
4) When all doors closed, except door 1L, authorized Captain will
perform Final walk-around as stated in Pre-flight/Transit Checklist.
Captain then orders to close the door 1L. Door 1L will be inspected
by Cabin Manager from inside and by Cockpit crew via ECAM.
5) In case there are technical problems with the aircraft, Captain will
contact OCC duty manager hotline for the collaboration of the
solution via viber or phone call at (+84) 961 499 934

2.1-22
10 OCT 2022
A319/320/321
TCAS CAUTION WHEN CHANGING LEVELS:

a) In order to reduce the risks of TCAS RAs, vertical speed should be reduced
to a maximum of 1,500 ft/min within the last 1,000 feet before assigned level
during climbing and descending. Refer to FOM 8.3.9.1.4.
b) Crew should monitor and act accordingly to make sure the shallower rates
as recommended.
All Weather Operations (AWOS).
This part is based on and comply with Flight Operations Manual (FOM 8.4)
2.1.23.1 General
a) The term AWO includes Low Visibility Take-Off (LVTO), landing Category II
(Cat II), landing Category III (Cat III) and Low Visibility Taxi (LV TAXI).
b) Categories of AWO and the associated minima are defined in the FOM
8.1.4.2
c) Flight crew must use procedures which detail in SOP 2.3, 2.4, 2.7 and 2.10
for conducting low visibility operations.
2.1.23.2 Operational restrictions
a) Qualification and recency requirements: Refer to FOM 5.1.22.2.
b) For take-off and landing, the following restrictions apply:
1) For minima (refer to FOM 8.1.4.2.3) — the PIC of the aircraft must
use the most restrictive of the following:
(i) The minima approved in the aircraft flight manual;
(ii) The minima approved by CAAV that apply to the type of operation or
procedure in which the aircraft is engaged;
(iii) The minima shown on the operator’s aerodrome chart used for take-
off or approach and landing; and
(iv) The Crew minima.
2) CM1 will be PF and CM2 will be PM.
2.1.23.3 Flight Procedures
Refer to FOM 8.4.3
Adverse Weather Operations
Refer to FOM 8.3.11, FCOM PRO-SUP-ADVWX
Prevention of Runway Incursion:
Refer to FOM 8.3.1.21
Prevention of Runway Excursion:

2.2-1
11 JUL 2022
SOP 2.2 PRE-DEPARTURE
A319/320/321
2.2 PRE-DEPARTURE
FMS Procedures
Refer to FOM 8.3.4.2 & 8.3.4.4 – Navigation procedures, regarding:
a) FMS navigation database: on the first day of the new cycle database, pilot
should select new cycle as active database;
b) FMS route and operational flight plan reconciliation; and
c) Navigation process.
d) If there are discrepancies between OFP, FMS and INTAP regarding
Performance factor, follow the figures in INTAP.
Departure Briefing
Refer to SOP 2.1.7.3 for Flight Crew Briefing.
a) Preparation for every briefing starts with the preparation for the flight mission.
Preparation continues throughout the dispatch flight preparation with the
collection of data on all of the following:
- Technical condition of the aircraft
- Route planning
- Weather
- NOTAM
- Load planning
- Company operational requirements
- Fuel planning.
Flight preparation is done partly independently by PF and PM, partly shared
by both pilots.
At the aircraft, the following parts of the SOP contain items to be discussed
and agreed by both pilots:
- Aircraft acceptance
- Preliminary performance calculation
- Last part of cockpit preparation after FMS preparation by the CM2.
These SOP items are intended to prepare a shared mental image by both
pilots. They ensure that the following operational briefings are concise,
effective and focus only on essential items.
b) On subsequent takeoffs with the same crew and same aircraft, the term
“Standard Briefing” can be used, with only the salient points applicable to the

2.2-2
11 JUL 2022
A319/320/321
particular takeoff highlighted, for example: any specials with the airport,
engine start procedures, taxi route, SID, route, engine out procedure etc..
c) Both the CM1 and CM2 should perform the departure briefing at the gate,
when the flight crew workload permits, cockpit preparation has been
completed and, before engine start.
d) The first flight for the crew, a full briefing should be given by both the CM1
and CM2.
Ste CM1 CM2

p
1 Cockpit door closed - Set an environment with no
distraction(1)
2 - Aircraft type and model (Tail strike
awareness), Aircraft technical status
(updated MEL, CDL other than the
information at dispatch, relevant
OEB)
- NOTAMs
- Meteorological condition
3a INIT B
- Block Fuel* (FOB on EW/D).
- Taxi fuel (crosscheck with the OFP).
- Estimated TOW,
- Extra fuel and time at destination
Takeoff PERF page:
- TO RWY
- TO CONFIG*
- FLEX / TOGA* (FLEX/ TOGA on
MCDU)
- V1, VR, V2* (V1, V2 on PFD)
- TRANS ALT
- THR RED / ACC Altitude
Note: Items * that must be cross-
checked on the associated display.
Plan(2)
- SID designator
- First cleared altitude
- MSA/MORA for climb trajectory
3b Plan(2)
- Airport chart and planned taxi route and
hotspots of planned taxi route
- Stop margin for RTO
PF will brief the following
- EOSID
- Return/diversion considerations
- Special operation (LVO, PBN, RVSM, etc.)
2.2-3
11 JUL 2022
A319/320/321
- Non-standard operation
4a Identified
THREATS(3)
4b Identified
THREATS(3)
5 MITIGATIONS(4)
6 Miscellaneous. E.g.:
- ENG start procedure, push back
- Observer safety briefing and duties
- Dangerous goods on board
PF will brief the following

- Packs off for T.O (unless cabin temperature above 27 degree Celsius)
- Use of automation, auto brake.
- Supplementary Procedures if not yet briefed
1) For the briefing to be of good quality it is important to minimize interruptions.
The cockpit door should be closed. It should be the task of the Commander (CM1)
to anticipate potential disturbance and to manage this step.
If interrupted, the briefing should resume at the beginning of the step where the
interruption occurred.
(2) The CM2 should start to brief the main items of the PLAN. This ensures that
both pilots share the same mental image of the flight trajectory after the FMS
preparation (by CM2) and check (by CM1) according to SOP. Then, the CM1
briefs the hotspots of potential taxi-routes if any, and consideration for RTO (Stop
margin if available). The PF will then brief at least the following items:
- The EOSID/Engine-out trajectory
- The considerations for a return landing or diversion if so required
(weather/weight).
- The PF recalls any Special Operations or Supplementary procedures to
be applied.
- Briefing the PLAN should normally only be a high-level description. It
should normally not be a repetition of the detailed setting and checking of
the flight trajectory in the FMS performed in the respective SOP items.
(3) The CM2 should brief the THREATS identified throughout the preparation
for the mission. The CM1 highlights additional threats if required. THREATS may
include Special conditions and operations such as crew familiarization with the
route or airport flown, hazardous materials, environmental, non-standard noise
abatement, etc.
(4) The CM1 and CM2 discuss and agree on the MITIGATION of the identified threats.

2.2-4
16 JUN 2020
A319/320/321
Departure ATC Clearance

This part is based on and comply with Flight Operations Manual (FOM 8.8.1).
a) Unless otherwise required by airport regulations, departure ATC Clearance
should normally be requested 5 minutes before push-back/start-up. Both
pilots must be in the flight deck and ready for reception of the ATC clearance.
b) The ATC clearance must be recorded adjacent to the route line on OFP.
c) After ATC clearance has been received, both pilots must be absolutely
certain that the clearance is understood before "read back" to ATC.
d) The review of the clearance must be conducted in the following manner,
assuming expected SID or departure tracking has already been entered into
the MCDU
1) The CM2 will read the clearance while the CM1 will observe the F-
PLN page to ensure compatibility with the actual ATC clearance
received;
2) If the comparison between the received ATC clearance and the data
on the F- PLN page shows difference, the PF (or CM2 if the aircraft
is taxiing) will re-program the MCDU in accordance with the
clearance received.
3) The CM2 will set the initial cleared altitude, the initial HDG (if
required) on FCU and the ATC transponder code. These settings are
announced by the CM2 and to be crosschecked by the CM1.
Flap Selection for Takeoff
a) The standard flaps setting for takeoff is either Flaps 1, 2. Flaps 3 may be
used as calculated in Flysmart application - FS + TakeOff in case of badly
paved runway or acceleration stop distance limited runway.
b) For takeoff flap setting refer FCOM PER-TOF- 50 – TAKEOFF
RECOMMENDATION and section 2.1.15 - Cost saving. However, while
calculating takeoff performance using FlySmart application - FS + TakeOff,
crew should always use Optimum flaps configuration.
Takeoff Data
Takeoff performance should be primarily calculated by using Airbus FlySmart
application - FS + TakeOff. RTOW charts should be used as a back-up (in BAV
Operation Documents Folder)

2.2-5
10 OCT 2022
A319/320/321
Jump seat / Observer Briefing

A briefing is to be given to any approved observers travelling in the jump seat
and it is the Commander’s responsibility to ensure that this is completed. The
briefing may be given by either pilot and is to include the procedures for observer
to adhere to in the event of an emergency. The briefing is to include which
exist are available, the use of the oxygen mask and the use of any emergency
equipment located in the cockpit. Jump seat occupants are encouraged to
provide feedback to the flight crew ensure the full understanding of the briefing
content
Passenger Handling:
a) Prior to close the door for departing, the PIC must ensure that the number of
passengers actually on board the aircraft reported by the Cabin Manager is
equal to the number of passengers recorded in the Loadsheet that delivered
by the Ground Handling Company Agent.
b) In the case of discrepancy, the crew should refer to the procedures stated in
FOM Passenger Handling section 8.2.3

2.3-1
16 JUN 2020
SOP 2.3 PUSH BACK, START UP AND TAXI OUT
A319/320/321
2.3 PUSH BACK, START UP AND TAXI OUT

Push back and Start up
a) Once begin Pushing back or taxi whichever comes first, CM2 starts the
elapse time for block time calculation.
b) Engine start will be performed by CM1 with exception of One engine taxi-out
procedure. In that case, CM2 will start the remaining engine.
c) Do not start engine during push back if the pushback area is slippery (rain,
snow…)
d) During engine start, both pilots must monitor the engine parameters. Any
conversation and activities that are not essential should be avoided.
e) If a specific engine start procedure is to be applied, both pilots must review it
before start up. All steps of a specific engine start procedure will be read by
CM2 and executed by CM1.
Note: Cross-bleed engine start is not allowed during push back. Crew should
apply this procedure only when aircraft is stationary with parking brake ON.
Taxi Out
2.3.2.1 General procedures
a) This part is based on and comply with FOM 8.3.2.2
b) Refer to FOM 8.4.1 for minimum required RVR for taxi.
c) Prior to taxi, ATC taxi clearance must be recorded in to OFP and
crosschecked within the crew. PIC shall ensure that the signal from Ground
Mechanic must be obtained and crosschecked between crew, the taxi
clearance must be received from Ground/Ramp controller. Taxi must be
conducted by the pilot on the left hand seat or qualified DPE/AIP on the right
hand seat. Pilot who is not taxiing aircraft concentrates on navigation giving
advice on taxi route from airport chart on EFB, including surface markings,
heading, direction information, speed and visual cues that are to be
expected.
d) If there is any doubt about the position or obstruction clearance, the crew
shall stop the airplane immediately, inform ATC and may request the follow-

2.3-2
16 JUN 2020
A319/320/321
me car. Red stop bar lights shall never be crossed unless ATC gives positive
clearance to do so.
Maximum taxi speed:
1) Straight-line: 30kts, ≤ 20kts in rain/snow/icing conditions, 10kts in
LVO.
2) Taxi on runway: 40kts.
3) During sharp turns (90 degree or more): ≤ 10kts.
Note: Apply Oversteering technique to avoid taxi excursion during sharp turn or
turn on narrow taxi way.
e) In case of captain incapacity, the first officer may taxi the aircraft to vacate
runway, stop the aircraft and set parking brake ON. Then he/she shall
request the aircraft to be towed to the parking bay.
f) Outside vigilance during taxi must be maintained. Landing lights, taxi lights,
and logo lights may also be used to enhance aircraft visibility and attract
attention to the aircraft, but no person may display any lights that are likely
to be mistaken for the navigation or anti-collision lights.
2.3.2.2 Low visibility Taxi out
A taxi in RVR less than 400m is considered as a low visibility taxi. In this case,
high degree of attention is required. Crew shall comply with following additional
procedure:
a) Before taxi both pilots must review the applicable designated taxi route, if
available.
b) Both heads up (but monitor Ground Speed on ND regularly).
c) All checklists, flight control check and briefing shall be done when the aircraft
is stopped with parking brake ON.
d) Crew has to pay special attention to Hot Spots (Areas of possible
error/conflict with other traffic) and identify them on the airport chart.
e) Ask for ATC assistance (Mode S) or Follow Me if uncertain about position
f) Use all means to identify the Takeoff Runway (turn on ILS…)
g) Single engine taxi out is not applicable.
ATC Clearance and Takeoff Briefing Confirmation
This part is based on and comply with Flight Operation Manual (FOM 8.3.1.16)
a) If the ATC clearance has not been obtained prior to taxi, it should be reviewed
in accordance with Chapter 2.2.3 – Departure ATC Clearance.
b) PF should do Takeoff Briefing Confirmation prior lining up on the runway, this
briefing only reviews any changes that may have occurred since the full

2.3-2
16 JUN 2020
A319/320/321
Takeoff Briefing has been done at the parking bay (e.g. change of SID, in
runway conditions, etc.).
c) If the takeoff conditions change during the taxi phase, and if the previous
performance computation is no longer appropriate, the CM1 orders CM2 to
update FMS then brief CM1.

2.4-1
10 OCT 2022
SOP 2.4 TAKEOFF
A319/320/321
2.4 TAKEOFF
Low Visibility Takeoff
2.4.1.1 General
a) A takeoff with RVR less than 400m is considered as a low visibility takeoff
(LVTO).
b) No takeoff shall be commenced if:
1) The RVR is below the Company’s minimum which is 150m for CAT
C aircraft, or
2) The RVR is below the required takeoff minimum, stated in
Jeppesen Airways Manual for each runway.
c) The required takeoff minimum for each runway depends on the runway
facilities, such as lighting, marking… Refer FOM 8.4.2.3
d) Maximum crosswind limitation is 15kts
e) The runway must not be contaminated.
2.4.1.2 Low visibility takeoff procedures:
a) Briefing: In addition to the standard Takeoff Briefing, the following points
should be covered:
1) Crew qualification.
2) Review MEL, NOTAM for any inoperative ground components that
effects to LVP.
3) Task sharing: For Takeoff, CM1 is PF and CM2 is PM.
4) Using Lights: Taxi, takeoff, landing will not be used due to glare that
may cause a reduction in forward visibility. Landing lights should be
turned on at landing gear retraction, after liftoff.
5) Review LVO taxi chart.
6) Review Takeoff alternate
7) Review Call outs and procedures when visual reference is lost.
b) Captains must ensure that the aircraft does not pass the CAT II/III holding
point until cleared to enter the runway.
c) Rolling takeoff is not permited.
At takeoff, it should be confirmed that the aircraft is aligned on the runway
centreline lights. The number of visible centreline/edge lights should be
crosschecked against the RVR

2.4-2
16 JUN 2020
SOP 2.4 TAKEOFF
A319/320/321
d) As a general rule the takeoff should be abandoned if visual reference is lost

below 100 kts.
e) Be careful that in low visibility, edge lights could be mixed up with the center
line lights.
f) The CM1 will be “head-up” after takeoff thrust set. The CM2 will be “head-
down” throughout the takeoff roll, monitoring the flight instruments,
parameters and provide appropriate callout including all FMA callouts.
g) Takeoff thrust is allowed either with FLEX or TOGA.
h) Visual cues are primary means to track the runway centerline. The PFD
yaw-bar provides an assistance in case of expected fog patches if ILS
available.. In case of yaw-bar deviation from runway centerline, CM2 shall
call out “YAW BAR”.
i) PM will advise ATC when aircraft has lifted off.
Monitoring During Takeoff
a) During takeoff crew must maintain outside vigilance for any runway
incursion or obstruction.
b) The PF must observe his/her airspeed during takeoff with the "V1" and
"Rotate" calls from the PM serving as backup only.
c) During all instrument takeoffs the PM must positively monitor flight
instruments to at least 500 FT and alert the PF if tolerances are being
exceeded.
Noise Abatement Takeoff
a) This part is based on and comply with Flight Operation Manual (FOM
8.3.1.9).
b) Pilots should confirm to the published Noise Abatement Departure
Procedures (NADP) on the condition that aircraft safety is not compromised.
In conditions of anticipated or actual wind shear, turbulence, engine failure
or other operational factors a noise abatement takeoff should not be
conducted or discontinued.
c) For NADP1 or NADP2 detail, refer to Jeppesen Airway Manual – ATC
Chapter

2.5-1
16 DEC 2021
SOP 2.5 AFTER TAKEOFF/CLIMB
A319/320/321
2.5 AFTER TAKEOFF/CLIMB
Clean Up and Thrust Reduction Altitudes
a) It is required that thrust reduction, flap retract and clean up heights as
promulgated in the FCOM, Runway Analysis Manual or as specified in noise
abatement procedures be adhered to. Certain airports levy penalties against
the operators of aircraft found infringing noise abatement procedures.
b) Subject to published exceptions such as Noise Abatement Procedure, 1000
FT (above airport elevation) shall be used as the standard thrust reduction
and acceleration altitude.
Maximum Angle of Bank
Standard procedure Specific approval
Above 500 ft 25 30
Twenty-five degrees is the normal angle of bank with a maximum of thirty
degrees that must be closely monitored, particularly during instrument flight.
Turns after Takeoff
Turns after takeoff at altitudes below 500FT (above airport elevation) are not
permitted except as prescribed for noise abatement procedures, special airport
operation, engine out SID, etc..
Departure Terrain Awareness
On all IMC or night departures, without a published SID, speed should be held at
“green dot” until reaching the Minimum Sector Altitude (MSA) and 250 Kt until
reaching either the Minimum Off-route Altitude (MORA), the Minimum En-route
Altitude (MEA) or 10000 FT in countries where the 250 Kt speed restriction below
10000 FT is applicable. Pilots must always assess terrain and at some airports it
may be necessary to climb in the circuit area to set heading over the top at the
MSA, MORA or MEA, as applicable.
For departure on a reciprocal track that has a published inbound STAR, the
associated altitude and distance restrictions can be used in reverse to ensure
terrain clearance.
“This manual is uncontrolled when printed”

2.6-1
10 OCT 2022
SOP 2.6 CRUISE AND DESCENT
A319/320/321
2.6 CRUISE AND DESCENT

Cruise
2.6.1.1 Flight Level Check
a) On reaching initial cruise flight level (and any subsequent amended flight
level) the crew must conduct a positive check between the altimeters, the
flight level displayed in the FCU window and the flight level displayed in the
MCDU.
b) Whenever possible, crew should fly the optimum cruising flight level.
2.6.1.2 Crew change in cruise
a) During cruise with augmented crew, when crew changes, the active crew has
responsibility to inform to relief crew about:
Position, speed, level, Time, Fuel remaining (OFP data), ATC Frequency,
WX avoidance, and abnormal situation (if any).
2.6.1.3 Rapid Descent Considerations
During operations above FL 250 pilots should be aware of preferred flight
paths, in the event that a rapid descent becomes necessary, by taking into
consideration other traffic, terrain, restricted airspace, etc.
2.6.1.4 Oxygen Masks
Flight crewmembers must wear oxygen masks with the diluter demand regulator
in the normal position continuously whenever cabin altitude exceeds 10000ft for
a period in excess of 30 minutes and whenever cabin altitude exceeds 13000ft.
2.6.1.5 En-route weather monitoring
a) Flight Crew shall regularly monitor the weather forecast and report of
adequate enroute alternates (at least before the ETP), destination and
destination alternates to identify the weather trend and record those
information in the OFP.
b) During flight, PM must get the above mentioned information in (a) via the
ATIS or VOLMET, ATC, ACARS etc.
c) If conduct operation to isolated airport, flight crewmembers shall obtain
enroute weather information through ATIS, ACARS, ATC etc. and ensure the
flight does not continue past the actual Point of Safe Return unless a current
assessment of meteorological conditions, traffic, and other operational
conditions indicate that a safe landing can be made at the estimated time of
use.
2.6.1.6 Approach Preparation
a) Before arrival, the PM will obtain the weather information (record on OFP).
b) The PF will transfer aircraft control to the PM (if possible) to prepare the
aircraft for the approach (MCDU). If it is not possible, the PM will perform it
under the PF order.

2.6-2
04 JAN 2023
A319/320/321
2.6.1.7 Timeliness of briefing

To prevent any rush (and increased workload) in initiating and conducting the
descent and the approach, descent preparation and the approach briefing
typically should be conducted 10 minutes before reaching the top-of-descent
point.
2.6.1.8 Approach Briefing
a) Before starting an approach, the flight crew must check crew qualification
requirement then brief again any change to the procedure initially planned
during descent preparation (in particular changes to lateral, vertical and go
around trajectory).
b) The MCDU pages and the navigation display (ND) should be used to guide
and illustrate the briefing, and to confirm the various data entries.
c) Once approach preparation has been completed and cross-checked, the PF
and PM will perform the approach briefing covering the following items.
Normal Operation Briefing
Step PF PM
1 Set an environment with no distraction(1)
2a - Aircraft technical status (state any
OEBs/MEL/CDL or failure. Detailed
brief will be covered later in abnormal
section).
- NOTAMs
- Weather (in comparison with
applicable landing minima), wind,
RWY in use etc.
Plan(2)
- Arrival/transition designator
- MORA/MOCA/MSA for planned
trajectory
- STAR
- Runway and type of approach
- Approach minimum
- Go-around trajectory
- Extra fuel and time
2b Plan(2)
- Guidance for approach
- Landing flaps setting
- Stop margin
- Use of reverse thrust
- Use of autobrake
- Special operation
- Planned runway exit and taxi route
- Hotspots for taxi-in

2.6-2
11 JUL 2022
A319/320/321
2.6.1.7 Timeliness of briefing

To prevent any rush (and increased workload) in initiating and conducting the
descent and the approach, descent preparation and the approach briefing
typically should be conducted 10 minutes before reaching the top-of-descent
point.
2.6.1.8 Approach Briefing
a) Before starting an approach, the flight crew must check crew qualification
requirement then brief again any change to the procedure initially planned
during descent preparation (in particular changes to lateral, vertical and go
around trajectory).
b) The MCDU pages and the navigation display (ND) should be used to guide
and illustrate the briefing, and to confirm the various data entries.
c) Once approach preparation has been completed and cross-checked, the PF
and PM will perform the approach briefing covering the following items.
Normal Operation Briefing
Step PF PM
1 Set an environment with no distraction(1)
2 - Aircraft technical status (state any
OEBs/MEL/CDL or failure. Detailed
brief will be covered later in
abnormal section).
- NOTAMs
- Weather (in comparison with
applicable landing minima), wind,
RWY in use etc.
3a Plan(2)
- Arrival/transition designator
- MORA/MOCA/MSA for planned
trajectory
- STAR
- Runway and type of approach
- Approach minimum
- Go-around trajectory
- Extra fuel and time
3b Plan(2)
- Guidance for approach
- Landing flaps setting
- Stop margin
- Use of reverse thrust
- Use of autobrake
- Special operation

2.6-3
04 JAN 2023
A319/320/321
4a Identified
THREATS(3)
4b Identified
THREATS(3)
5 MITIGATIONS(4)
6 Miscellaneous e.g.
- Specific arrival procedure if any.
- Noise abatement procedure, use of
engine/wing anti-icing

Allocating the right time before top of descent mitigates potential disturbances. It
should be the task of the Commander (CM1) to anticipate potential disturbance
and to manage this step.
(2)The PM should brief the main items of the PLAN. This ensures that both pilots
share the same mental image of the flight trajectory after the FMS preparation (by
PF) and check (by PM) according to SOP. The PF briefs what the PF considers
for landing.
Briefing the PLAN should normally only be a high-level description. It should not
be a repetition of the detailed setting and checking of the flight trajectory in the
FMS performed in the respective SOP items.
(3) The PM should brief the THREATS they have identified. The PF highlights
additional threats if required.
(4) The PF and PM discuss and agree on the MITIGATION of the identified
threats.
Abnormal Operation Briefing
Any OEBs/MEL/CDL or failure in flight with operational procedures, engine out
procedure, mountainous terrain and/or airspace constraints etc., shall be
considered in this briefing.

2.6-3
11 JUL 2022
A319/320/321
CM1 will brief the following:
- Planned runway exit and taxi route
- Hotspots for taxi-in
4a Identified
THREATS(3)
4b Identified
THREATS(3)
5 MITIGATIONS(4)
6 Miscellaneous
- Specific arrival procedure if any.
- Noise abatement procedure, use of
engine/wing anti-icing

Allocating the right time before top of descent mitigates potential disturbances. It
should be the task of the Commander (CM1) to anticipate potential disturbance
and to manage this step.
(2)The PM should brief the main items of the PLAN. This ensures that both pilots
share the same mental image of the flight trajectory after the FMS preparation (by
PF) and check (by PM) according to SOP. The PF briefs what the PF considers
for landing.
Briefing the PLAN should normally only be a high-level description. It should not
be a repetition of the detailed setting and checking of the flight trajectory in the
FMS performed in the respective SOP items.
(3) The PM should brief the THREATS they have identified. The PF highlights
additional threats if required.
(4) The PF and PM discuss and agree on the MITIGATION of the identified
threats.
Abnormal Operation Briefing
Any OEBs/MEL/CDL or failure in flight with operational procedures, engine out
procedure, mountainous terrain and/or airspace constraints etc., shall be
considered in this briefing.
Descent
2.6.2.1 Descent Planning
a) Subject to exceptions, such as altitude/speed constraint, ATC requirement,
separation…crew should plan the descent with IDLE thrust until shortly

2.6-4
11 JUL 2022
A319/320/321
eaching 1000 FT above airport elevation for ILS approach or FAF (or Final
Descent Point when FAF is not specified) for NPA.
b) When workload is permitted, Crew should consult Flight Ops Frequency (if
any) for parking position and expected taxi route accordingly.
c) Autobrake should be used for all landings when available. LO Autobrake is
used on long and dry RWY. MED autobrake is used:
1) On wet/slippery or contaminated RWY
2) On short RWY
3) In case of tail wind
4) In case of heavy landing weight
5) In case of aircraft malfunction (if applicable)

2.6-5
20 NOV 2018
A319/320/321
2.6.2.2 Arrival Procedures

a) In IMC or VMC (day or night) on a track without a published STAR, the aircraft
must maintain the MEA, MORA or MSA, as applicable, until commencement
of the instrument approach procedure. Under VMC (day or night) the aircraft
should complete the appropriate instrument approach procedure except at
airports where it is safe to conduct a visual approach or the aircraft is within
the relevant circling area.
b) Under radar vectoring the aircraft may be assigned altitudes below the MEA,
MORA or MSA. Under these circumstances pilots must continue to remain
aware of MVA and terrain clearance requirements.
2.6.2.3 Rate of Descent at Low Height
Rates of descent when within 3000 ft of terrain should be restricted to not above
3000 ft/min and when within 2000 f t of terrain - to not above 2000 ft/min, during
approach when aircraft at or below 1000 feet above airport elevation, rate of
descent should not greater than 1000 ft/min (if an approach requires a rate of
descent greater than 1000 ft/min a special briefing should be conducted).

2.7-1
09 DEC 2022
SOP 2.7 APPROACH AND LANDING
A319/320/321
2.7 APPROACH AND LANDING

General
In preparation for any instrument approach, the briefing requirements as set out
in Chapter 2.6.1.4. The Standard Callouts, including the Out of Tolerance Calls,
as set out in FCOM PRO-NOR-SOP-90, the approach general as set out in
FCOM-NOR-SOP-18-A will be applied. During approach and landing crew must
maintain outside vigilance for any runway incursion or obstruction.
Airport Facilities
For airport facilities refer to FOM 8.1.5.12.1
Autoland
2.7.3.1 General
The Company will maintain a record in the AIMS system of the current LVO and
autoland status of all approved pilots.
A pilot reporting form shall be completed for each autoland. Autoland Report
Forms are available on the company iPads and emailed to
[email protected] when completed. Details shall be retained for at
least 1 year and will be made available to the CAAV on request.
The Company will analyse all reported unsuccessful autolands in order to
establish the continued acceptability of aircraft and ground systems.
Specific operational approval for autoland operations is required for each type
and model (series) of aircraft.
Autoland operations shall only be conducted by appropriately trained crew as
listed in FOTM.
Autoland is permitted only on approved runways.
Autoland operations require the PF to occupy CM1 and the PM to occupy CM2
seats. Autolands may only be conducted on route operations if both the PIC and
FO are qualified.
a) Runways Approval: All RWYs with published ILS CAT II/III approach
procedures are accepted to perform autoland when flight crews apply ILS
CAT II/III approach procedures. And,
1) Runways approved to perform autoland using ILS CAT I Approach:
(i) RWY 11L/R at VVNB airport;
(ii) RWY 25L/R at VVTS airport; Or
(iii) On all runways with a published ILS CAT II/III approach
procedure(s).
Note: Flight crews perform autoland using ILS CAT I shall follow conditions
which refer to SOP 2.7.3.3

2.7-1
10 OCT 2022
A319/320/321
2.7 APPROACH AND LANDING

General
In preparation for any instrument approach, the briefing requirements as set out
in Chapter 2.6.1.4. The Standard Callouts, including the Out of Tolerance Calls,
as set out in FCOM PRO-NOR-SOP-90, the approach general as set out in
FCOM-NOR-SOP-18-A will be applied. During approach and landing crew must
maintain outside vigilance for any runway incursion or obstruction.
Airport Facilities
For airport facilities refer to FOM 8.1.5.12.1
Autoland
2.7.3.1 General
The Company will maintain a record in the AIMS system of the current LVO and
autoland status of all approved pilots.
A pilot reporting form shall be completed for each autoland. Autoland Report
Forms are available on the company iPads and emailed to
[email protected] when completed. Details shall be retained for at
least 1 year and will be made available to the CAAV on request.
The Company will analyse all reported unsuccessful autolands in order to
establish the continued acceptability of aircraft and ground systems.
Specific operational approval for autoland operations is required for each type
and model (series) of aircraft.
Autoland operations shall only be conducted by appropriately trained crew as
listed in FOTM.
Autoland is permitted only on approved runways.
Autoland operations require the PF to occupy CM1 and the PM to occupy CM2
seats. Autolands may only be conducted on route operations if both the PIC and
FO are qualified.
a) Runway Approval
1) Runways approved for autoland operations will be notified by INTAP.
This includes Autoland at CAT I airports.
2) Any Autoland conducted at CAT I Airports shall use the CAT I MDA
minima and Instrument Procedures.
3) Runways annotated PROVISIONAL AUTOLAND are under
evaluation. Evaluation of autoland runways may be carried out by the
Airbus A320F Fleet Manager or by other captains nominated by the

2.7-2
09 DEC 2022
A319/320/321
2) Any ILS CAT I Autoland shall use the ILS CAT I DA(H) minima and
instrument approach procedures.
3) Runways annotated PROVISIONAL AUTOLAND are under
evaluation. Evaluation of autoland runways may be carried out by the
Airbus A320F Fleet Manager or by other captains nominated by the
Chief Pilot. Such captains will have carried out and documented a
minimum of 10 automatic landings on route operations.
4) Authority to approve runways for autoland operation is vested in the
Chief Pilot.
5) Should any NOTAMs be in force, which invalidate any of the autoland
approval parameters, autoland operations shall be discontinued.
b) Airborne Equipment Required
Equipment required to be serviceable for autoland operation is specified in
the FCOM and MEL.
c) Aircraft Recency
Airbus family aircraft are approved for autoland on the basis of sustained
performance.
2.7.3.2 Autoland System Serviceability and Reporting
a) A defect or apparent malfunction of an autoland system or an unsatisfactory
automatic approach or landing shall be reported for maintenance action.
b) An Autoland Report is required for any autoland. The completed Autoland
Report is to be sent to [email protected].
c) The criteria for an autoland to be considered Satisfactory are:
1) An approach may be considered to be successful if:
(i) from 500 ft to start of flare:
+ speed is maintained  5 kt of the intended value, disregarding
rapid fluctuations due to turbulence, and
+ no relevant system failure occurs; and
(ii) from 300 ft to DH:
+ no excess deviation occurs; and
+ no centralised warning gives a miss approach procedure
command (if installed)
2) An automatic landing may be considered to be successful if:
+ no relevant system failure occurs;
+ no flare failure occurs;
+ no de-crab failure occurs;
+ longitudinal touchdown is beyond a point on the runway 60
(200ft) m after the threshold and before the end of the
touchdown zone light ,823 m (2700 ft) from the threshold;
+ Lateral touchdown with the outboard landing gear more than 21
m (70 ft) from runway centreline. (This value assumes a 45 m

2.7-3
09 DEC 2022
A319/320/321
(150 ft) runway. It may be appropriately increased if operation
is limited in the aeroplane Flight Manual to wider runways, or to
runways with load bearing shoulders);
+ Sink rate does not exceed the structural limit load;
+ Bank angle does not exceed a bank angle limit which result in
hazards to aircraft; and
+ No rollout failure or deviation occurs
d) Should one autopilot drop out on a fail-operational approach even though a
successful autoland is completed it is essential to record the dropout in the
Technical Log. Maintenance action may permit further use of autoland and
any specific maintenance requirement will be noted in the Technical Log.
e) After every autoland attempted, the PIC must make a techlog entry in
accordance with OMA ‘Autoland Servicebilty’, which states “AUTOLAND
SUCCESSFUL” or AUTOLAND UNSUCCESSFUL” as appropaite. MCC are
to be advised of techlog entry and will transfer to HOLD items if unsuccessful.

2.7-2
10 OCT 2022
A319/320/321
Chief Pilot. Such captains will have carried out and documented a
minimum of 10 automatic landings on route operations.
4) Authority to approve runways for autoland operation is vested in the
Chief Pilot.
5) Should any NOTAMs be in force, which invalidate any of the autoland
approval parameters, autoland operations shall be discontinued.
b) Airborne Equipment Required
Equipment required to be serviceable for autoland operation is specified in
the FCOM and MEL.
c) Aircraft Recency
Airbus family aircraft are approved for autoland on the basis of sustained
performance.
2.7.3.2 Autoland System Serviceability and Reporting
a) A defect or apparent malfunction of an autoland system or an unsatisfactory
automatic approach or landing shall be reported for maintenance action.
b) An Autoland Report is required for any autoland. The completed Autoland
Report is to be sent to [email protected].
c) The criteria for an autoland to be considered Satisfactory are:
1) No system failure occurs;
2) No flare failure occurs;
3) No decrab failure occurs;
4) Mainwheel touchdown occurs between 150 m and 750 m from
runway threshold, assuming a normal GS antenna location;
5) Nose wheel touchdown occurs within 8 m of runway centerline;
6) Touchdown vertical speed does not exceed 360 ft/min;
7) Bank angle at touchdown does not exceed 7 degrees;
8) Pitch angle does not exceed maximum value for a safe tail clearance;
9) Rollout lateral deviation does not exceed 8 m;
10) No rollout failure occurs.
d) Should one autopilot drop out on a fail-operational approach even though a
successful autoland is completed it is essential to record the dropout in the
Technical Log. Maintenance action may permit further use of autoland and
any specific maintenance requirement will be noted in the Technical Log.
e) After every autoland attempted, the PIC must make a techlog entry in
accordance with OMA ‘Autoland Servicebilty’, which states “AUTOLAND

2.7-3
10 OCT 2022
A319/320/321
SUCCESSFUL” or AUTOLAND UNSUCCESSFUL” as appropaite. MCC are
to be advised of techlog entry and will transfer to HOLD items if unsuccessful.
f) When the Technical Log entry requests an autoland, crew are requested to
comply as soon as practicable.
2.7.3.3 Practice Autolands ( CAT I condition or better)
a) Autolands may be conducted in CAT I or better conditions.
b) When carrying out practice autolands, flight crew must use the minima for
the actual approach being flown. Any minima and/or radio altimeter settings
must be in accordance with standard operating procedures for the actual
approach minima being used.
c) Prior to commencing an approach for an autoland, other than in CAT II/III
operations, the flight crew must advise ATC of their intention. If ATC cannot
provide protection of the ILS Critical and Sensitive areas, flight crew must
ensure vigilance is maintained against any sudden flight path divergence.
CAUTION: When conducting autolands in CAT I or better conditions, fluctuations
of the LOC and/or GS might occur due to the fact that protection of the ILS Critical
and Sensitive Areas (which occurs during ATC activated ‘low visibility
procedures’) will not necessarily be in force.
CAUTION: It is essential that the PF is prepared to take over manually at any
time during a practice approach and rollout should the performance of the
autopilot become unsatisfactory.
Note 1. The ILS Critical Area is an area of defined dimensions about the localiser
and glide path antennas where vehicles, including aircraft, are excluded during
all ILS operations. The critical area is protected because the presence of vehicles
and/or aircraft inside the boundaries will cause unacceptable disturbance to the
ILS signal-in-space.
Note 2. The ILS Sensitive Area is an area extending beyond the critical area
where the parking and/or movement of vehicles, including aircraft is controlled to
prevent the possibility of unacceptable interference to the ILS signal during ILS
operations. The sensitive area is protected to provide protection against
interference caused by large moving objects outside the critical area but still
normally within the airfield boundary.
CAUTION: Crew may only conduct autolands after appropriate training.

2.7-4
13 APR 2020
A319/320/321
d) For an autoland to be classified as satisfactory it should meet the following

criteria:
1) All autopilot/flight director annunciation and radio altitude callouts (if
installed) operate normally;
2) Indicated airspeed and heading permit normal flare and landing with
autothrust speed deviation not more than +/- 5 Kt from Vapp;
3) The aircraft position and movement is such that the cockpit is within
the lateral limits of the extended centerline;
4) The Autoland warning is not flashing amber at 200 FT RA;
5) After passing 200 FT there is no unusual movement of control
surfaces or excessive attitude deviations;
6) Touchdown occurs within the range 60 m after the runway and before
the end of touchdown zone light (900 m from threshold)
7) Lateral touchdown with the outboard landing gear is not outside the
touchdown zone light edge.
e) If during an autoland approach autopilot performance is outside the above
tolerances a go-around should be conducted, unless the conditions are
such that the autopilot can be disengaged and a manual landing safely
accomplished.
2.7.3.4 Maintenance Procedures

a) In the event of an unsatisfactory entry in the DEFECTS field of the Technical
Log and rectification prior to the next flight is not carried out, or an MEL is
raised for a component which impacts upon autoland capability, the
applicable MEL will reflect that autoland is not permitted.
b) Following rectification of defects affecting autoland the applicable MEL will
be amended to indicate that for the MEL to be removed the aircraft must
complete a satisfactory autoland. An entry ‘Autoland satisfactory – remove
MEL #’ must be made in the DEFECTS field of the Technical Log.
2.7.3.5 Autoland Limitations
Refer to FCOM LIM-AFS-20

2.7-5
20 NOV 2018
A319/320/321
Approach Using LOC G/S Guidance – CAT I

a) The aircraft should be configured and guided for the approach in accordance
with the Normal Procedures detailed in FCOM PRO-NOR-SOP-18-B and
FCOM-PRO-NOR-SOP-18-C.
b) The PM must primarily monitor flight instruments throughout the approach
and provide the appropriate standard calls.
c) At the “Minimum” callout, the PF should assess outside conditions and
declare either “Continue” or “Go-around Flaps” as the case may be.
d) The “Continue” callout at the minimum by the PF must be based upon the
observation of the approach lights, runway lights, runway or touchdown zone
lights and that the approach can be continued in visual conditions on the
normal approach profile to a safe landing.
e) After the “Continue” callout by the PF, the PM must maintain concentration
on the flight instruments in order to monitor the flight parameters for the
remainder of the approach.
f) If the PF calls “Go-around Flaps” at the minimum, or if visual contact is lost
after the minimum, an immediate go-around in accordance with the Normal
Procedures detailed in the A320 FCOM must be conducted.

2.7-6
10 OCT 2022
A319/320/321
Approach Using LOC G/S Guidance - CAT II/ III

2.7.5.1 General
This part is based on and comply with FOM 8.4.5 & 8.4.6.
a) Pilot qualification: All pilots must be trained and qualified, complying with
FOTM 6.3
b) Refer to FCTM - PR-NP-SOP-190-GUI for APPROACH USING LOC G/S
FOR CAT II/ III.
c) Approaches where the reported weather condition is lower than CAT I
minima must be conducted as an automatic approach with CM1 as PF.
d) Following a CAT II approach, automatic or manual landing (or go-around)
may be performed. However, Autoland is recommended.
e) For cat III approach, autoland is mandatory.
2.7.5.2 ATC Low Visibility Procedures
Pilots should be advised either through the ATIS or ATC that “Low Visibility
Procedures” are in operation. If it is not the case, pilots should request clearance
for CAT II/III approach (as applicable)
2.7.5.3 Use of Exterior Lights
a) Exterior lights should be used with caution in conditions of low visibility due
to glare that can cause a reduction in forward visibility. Therefore, taxi, takeoff
and landing lights will not be used in CAT II/ III approaches.
b) Taxi, takeoff and landing lights should normally be turned off at landing gears
extension on approach. Taxi light should be turned on again after aircraft has
cleared the runway.
2.7.5.4 Seat Position
Pilots will ensure proper seat position by using the eye-position indicating
devices. As a rule of thumb, an incorrect seating position which reduces the cut-
off angle by 1 ° reduces the visual segment by approximately 10 m (30 ft).
2.7.5.5 Braking
a) For CAT II approach, autobrake should be used in LO mode (on dry runway)
or MED mode (on wet runway).
b) For CAT III approach, autobrake should be used in MED mode
c) In case of auto-land, autopilot should be disconnected before vacating
runway.

2.7-7
10 OCT 2022
A319/320/321
2.7.5.6 Runway Visual Range (RVR)
a) For CAT II/ III operations RVR is measured at 03 positions along the runway:
1) Touchdown zone (TDZ).
2) Midpoint (MID).
3) Roll out or Stop end (STP).
b) Crew shall obtain RVR information for runway of intended used through
ATIS, ATC, ACARS….
c) Refer to FOM 8.4.1 for Cat II/III required RVR
2.7.5.7 Pilot Incapacitation
If a pilot becomes incapacitated during a CAT II/ III approach, it is preferable for
the other pilot to divert to an alternate airport with better weather condition.
2.7.5.8 CAT II/ III Approach Procedure
Approach Preparation
a) In addition to items normally covered by approach briefing for any IFR arrival,
CAT II/ III checklist must also be reviewed to ensure system status and to
review procedures relating to possible autoflight system down grading or
malfunctions.
b) CAT II/ III minimum must be set in the DH field of the MCDU PERF APPR
page. Subject to published exceptions such as Noise Abatement Procedure,
it is a requirement to be stabilized no later than 1500 ft above airport
elevation.
c) Stabilized approach is applied for CAT II/ III approach.
Approach Briefing
a) Before commencing a CAT II/ III approach a number of factors must be
considered by the crew. In addition to the standard approach briefing, the
following points should be covered:
1) Aircraft status capability.
2) Airport facilities.
3) Crew qualification.
4) Wind limitations.
5) Weather minima.
6) Review of task sharing.
7) Call-outs.
8) Go-around strategy.

2.7-8
10 OCT 2022
A319/320/321
Task Sharing
Refer to Chapter 13.2.18 – CAT II ILS Approach - Task Sharing.
Refer to Chapter 13.2.19 – CAT III ILS Approach - Task Sharing
a) For all CAT II/ III approaches, CM1 is PF and CM2 is PM.
b) The workload is distributed in such a way that the PF primary tasks are
supervising and decision making and the PM primary task is monitoring
operation of the automatic system.
c) As a general rule, PF-CM1 duties are:
1) Controlling the thrust throughout the approach, landing, go-around
and rollout.
2) Making all FCU selections (if any).
3) Taking manual control in the event of AP disconnection.
4) Monitoring flight instruments, then scanning outside for visual
references when approaching DH. If no DH procedure is used, the
PF will nevertheless look for visual references.
5) Making decision to land or to go-around.
d) PM-CM2 duties are:
1) Monitors:
- Flight instruments (head-down) throughout approach, go-around or
landing until rollout is completed.
- The FMA and calls all mode changes below 350 ft as required (i.e.
after PF calls "LAND").
- The Auto call out.
- The aircraft trajectory or attitude exceedance.
- Any failures.
2) The PM should be go-around minded.
3) At DH (identified by aural and visual warning):
- If decision is not announced by CM1, calls "MINIMUM";
- If no response from CM1, CM2 initiates a go-around.
Visual Reference
Approaching the DH, the PF starts to look for visual references, progressively
increasing external scanning. It should be stressed that the DH is the lower limit
of the decision zone. The captain should come to this zone prepared for a go-
around but with no pre-established judgement
The “Continue” callout at the minimum by the PF must be based upon the
observation of the following:

2.7-9
10 OCT 2022
A319/320/321
CAT II
a) A segment of at least three (3) consecutive lights being:
1) Centerline of the approach lights,or
2) Touchdown zone lights, or
3) Runway centerline lights, or
4) Runway edge lights, or
5) Combination of these is attained and can be maintained.
b) This visual reference must include a lateral element of the ground pattern,
i.e. an approach lighting crossbar or the landing threshold, or a barrette of
the touchdown zone lighting.
CAT III A
a) A segment of at least three (3) consecutive lights being:
1) Centerline of the approach lights,or
2) Touchdown zone lights, or
3) Runway centerline lights, or
4) Runway edge lights, or
5) Combination of these is attained and can be maintained
CAT III B with DH: At least one centerline light is attained and can be maintained
CAT III B without DH:
There is no requirement for visual contact with the runway prior to touchdown. If
visual contact is lost after the minimum or if touch down cannot be safely
accomplished in the touch down zone, a go-around must be conducted in
accordance with the normal procedure detailed in FCOM PRO-NOR-SOP-20.
Loss of visual reference:
b) With DH before touch down:
If decision to continue has been made by DH and the visual references
subsequently become inappropriate a go-around must be initiated.
A late go-around may result in ground contact. If touch down occurs after
TOGA is engaged, the AP remains engaged in that mode and A/THR
remains in TOGA. The ground spoilers and auto-brake are inhibited.
c) With DH or without DH after touch down:
If visual references are lost after touch down, a go-around should not be
attempted. The roll-out should be continued with AP in ROLL OUT mode
down to taxi speed.

2.7-10
10 OCT 2022
A319/320/321
Minima
For operations to CAT II/ III minima a State approval must be issued to the
Company
Required Aircraft Equipment
Refer to QRH OPS for required equipment for Cat II/ III approaches.
Failures and Associated Procedures
a) The anomalies and failures can be classified into two groups:
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
signaled by other effects (flag, ECAM warning, amber caution and
associated audio warnings).
b) It should be noted that some failures might trigger ECAM warnings, cautions
and a downgrading of capability.
c) In the case of: Amber caution (single chime), or landing capability
degradation:
1) Above 1000 Ft above airport elevation:
(i) The flight crew can continue the approach if the actions below are
completed:
- ECAM/ QRH procedure are completed.
- Check approach and landing capability by referring to FMA or
“Required equipment for CAT 2 and CAT 3” in the QRH.
- If required: check RVR, adjust DH, Briefing is confirmed.
(ii) If the flight crew does not complete all the above actions at 1 000 ft:
Perform GO AROUND.
2) Below 1000Ft above airport elevation:
(i) If external visual references are not sufficient: GO AROUND
(ii) Below 1000 ft above airport elevation, (and down to AH (100ft AGL)
in CAT 3 DUAL), unless there are sufficient visual references, the
occurrence of any failure implies a go-around and a reassessment of
the system capability.
(iii) Another approach may be undertaken according to the new system
capability. It is considered that below 1000 ft above airport elevation,
there is not enough time for the flight crew to perform the necessary
switching, to check system configuration and limitations and brief for
revised minima.
(iv) “Required equipment for CAT 2 and CAT 3” table is no longer
applicable

2.7-11
10 OCT 2022
A319/320/321
3) Below 100 ft (Alert Height) for CAT 3 DUAL: Approach may be
continued unless autoland light comes on.
d) In the case of Autoland warning light:
1) If visual references not sufficient: GO AROUND
2) If visual references sufficient: Approach may be continued manually
Roll out:
Refer to FCOM PRO-NOR-SOP-19 – Landing – Autoland for more guidance.
a) Monitor directional control, if the rollout is automatic.
b) Ensure directional control, if rollout is manual. Use rudder pedals for
directional control.
c) Disengage the APs at the end of the roll out (when leaving the runway at the
latest).
Note: When the difference between the aircraft track and the runway track is more
than 20o, the ROLL OUT mode disengages due to the APs and FDs
disengagement.

2.7-12
10 OCT 2022
A319/320/321
Approach Using F-LOC F-G/S, Final APP or FPA Guidance

a) Refer to FCOM-PRO-NOR-SOP-18-B and FCOM-PRO-NOR-SOP-18-C.
b) For all approaches using F-LOC F-G/S, FINAL APP, NAV-FPA and TRK-
FPA mode, the applicable MDA is equal to the published MDA plus 50ft. This
applicable MDA must be inserted in the MCDU performance approach page.
The additional 50ft is to compensate the altitude loss during the go around
initiation.
2.7.6.2 RNAV/RNP Approach
This part is based on and complied with FOM 8.3.4.7.8.
NOTE: For RNP approaches CAAV approval will be needed.
RNAV/RNP Limitations:
a) Aircraft
LNAV only approach LNAV/ VNAV approach

Add 50ft to the published MDA Use the published DA (do not add 50ft)
b) Approval: BAV A/C are certified for RNAV/ RNP approaches.
BAV A/C are NOT certified for RNP AR or RNAV (RNP)
approaches (such as VHHH)
c) RNAV Approach Restrictions:
1) RNAV approaches with the title: RNAV/ RNP approaches are
allowed for flying; example: RCKH: RNAV RWY09, VYYY – RNP
RWY21
2) RNAV approach with the title RNP AR, RNAV (RNP) are NOT
allowed for flying; example: VHHH - RNAV (RNP) Z RWY25L
d) OEI: Depends on aircraft configuration, AP for OEI may not be permitted for
RNAV approaches, manual flight with FD is approved.
e) Navigation performance [REF: AFM LIM-22-FMS]

With GPS Primary:
With AP ON in NAV With AP OFF and FD With AP OFF and FD
ON in NAV OFF
En Route 1 nm 1 nm 1.1 nm
In Terminal 0.5 nm 0.51nm 0.51 nm
Area
In Approach 0.3 nm 0.3 nm Not authorized

2.7-13
16 JUN 2020
A319/320/321
Dispatch
a) MEL
When an inoperative item affects the RNAV / RNP capacity of the aircraft,
the associated operational procedure provides the RNAV / RNP limitations.
The minimum equipment/functions required for the RNAV / RNP operations
are listed in the FCOM. [REF: MEL HOW P 15/26].
b) Required Equipment RNP APCH / RNAV
[REF: FCOM PRO-SPO-51]
1) General
GPS is required to support the RNP value of 0.3 nm.
2) Required RNP APCH Equipment
The minimum equipment required to perform RNP APCH operations is:
- One FMS
- One GPS
- One MCDU
- One FD
- One PFD on the PF side
- Two NDs (the temporary display of ND information via the PFD/ND
switch is permitted on PM side)
- Two FCU channels
c) NOTAMs
1) Check RAIM prediction in NOTAM
2) Check RAIM prediction on PREDICTIVE GPS page- IF required
GPS RAIM NOTAM: Example
A1234/09 NOTAM
Q)LFBB/QGAAU/I/NBO/A/000/999/4100N00200E005
A)LFBO
B)0908240145
C)0908250225
D)24 0145-0230 0630-0645 25 0155-0225
E)GPS RAIM IS NOT AVAILABLE FOR LNAV
Flight Planning
a) Aerodrome Selection
1) Destination aerodrome:

2.7-14
16 JUN 2020
A319/320/321
RNP approach can be selected at the destination.
2) Alternate aerodrome:
(i) One conventional approach procedure (non RNAV/RNP) must be
available at the destination alternate aerodromes.
(ii) RNAV/RNP approach cannot be used to select an alternate
aerodrome at take-off.
b) Operational flight plan
ATC flight plan: filed, item 10 confirmed “R” and item 18 with “PBN/S1 and
PBN/S2”.
c) Flight Plan Release
The operational flight plan must be signed before release by
1) Dispatcher preparing operational flight plan
2) Agent- person assigned by BAV to receive OFP from Dispatcher and
hand-over to the PIC.
3) The crew must fulfill all required and needed information inside the
fight release.
Approach Procedures:
a) Minimum Required Equipment for RNAV/RNP approach:
[REF: FCOM PRO-SPO-51]
b) Conditions required for RNAV/RNP approach:
1) FMS - Database checked valid
(i) Verify correct approach procedure selection in the FMS.
(ii) Do not modify RNAV procedure in FMGS except speed constrains if
required
(iii) GPS primary on at least one FMS and HIGH accuracy.
(iv) RAIM check if required [REF: FCOM DSC-22_20-50-10-25;
Honeywell ADIRS only]
(v) Final approach is checked against published chart: Vertical flight
path 0.1o of difference maximum; Lateral flight path 1.0o of difference
maximum.
(vi) Local altimeter setting for airport available (QNH from REMOTE
station is prohibited).
(vii) For LNAV/VNAV app insert DA and for LNAV app MDA+50ft in Baro
field
(viii) Both pilots are qualified for RNAV approaches
(ix) Destination or alternate airport (if required), should have at least one
conventional approach.

2.7-15
16 JUN 2020
A319/320/321
2) RNP Value – Set or Verify in the FMS.
(i) Enter RNP Value on PROG PAGE, no lower than 0.3 for approach
minima. (Be aware of accuracy requirement in case of Miss
approach)
3) Low OAT condition
(i) Temperature corrected charts WITH a published minimum
temperature for Baro-VNAV use:
The approach charts which have a published minimum chart temperature for
Baro- VNAV already takes into consideration the effect of low OAT on
OCA(H) on the vertical profile and already have corrected minimum
published altitudes.
Temperature corrections are only made by the pilot when the actual
aerodrome temperature of the aerodrome (OAT) is BELOW the minimum
chart aerodrome temperature for the procedure.
In case of temperature error corrections are made by the pilot, then a
conventional RNAV LNAV minima must be used (MDA +50ft) and the
approach must be flown with NAV FPA. FINAL APP for NPAs must not be
used (Do not ARM the approach push button).
(ii) NON-Temperature corrected charts WITHOUT a published minimum

temperature for Baro-VNAV use:
Temperature corrections are made by the pilot whenever the chart does not
have a published minimum chart temperature for Baro-VNAV (non
temperature corrected chart) and the actual aerodrome temperature of the
aerodrome (OAT) is 0°C or colder.
In case of temperature error corrections are made by the pilot, then a
conventional RNAV LNAV minima must be used (MDA +50ft) and the
approach must be flown with NAV FPA. FINAL APP for NPAs must not be
used (Do not ARM the approach push button).
(iii) The temperature error correction (REFER to the table below) must
be added to All published altitudes (heights), by the pilot:
The IAF, IF, FAF, any step-down altitudes, DH/DA/MDA and the missed
approach altitude(s).

2.7-16
16 JUN 2020
A319/320/321
When pilots intend to apply altitude corrections to the published approach
chart altitudes, they must advise ATC of their intention and the altitude
correction to be applied.
(iv) Low altitude temperature corrections table:
REF FOM 8.1.2.7, FCOM PER-OPD-GEN
4) Use following guidance mode for approach:

FINAL APP NAV / FPA
RNP with Authorized Not Authorized
LNAV/VNAV minima
RNP with Authorized Required if
LNAV minima temperature
error correction
is made
FD Reference HDG-V/S TRK-FPA (FPD)
(FD crossbar)
ND ARC - 10 ARC-10
MCDU PROG PROG
c) Initial Approach:
1) Flight Plan sequencing:
(i) In NAV mode the F/Plan sequences automatically.
(ii) If in HDG/TRK mode, use DIR TO RADIAL IN function to ensure
proper F/Plan sequencing (NAV mode arms when using RADIAL IN)
(iii) Normally follow RNAV procedure from IAF or IF, during vectoring
intercept final course before FAF with RADIAL IN and do not accept
vectors below MSA and inside FAF.
2) Position monitor:
(i) Insert the reference RWY threshold in the BRG/DIST field in
Progress Page.
(ii) Check that ATC clearances do not let the A/C be too high at
intermediate approach.
(iii) DIRECT TO clearances may be accepted to the Intermediate Fix (IF)
as provided that the resulting track change at the IF does not exceed
45 degrees.

2.7-17
11 JUL 2022
A319/320/321
(iv) DIRECT TO clearances to the FAF is NOT acceptable.

(v) The final approach course must be intercepted not later than 2NM
from the FAF.
3) Accuracy Monitor:
(i) During the approach, GPS PRIMARY must be available on at least
one FMS (PROG page)
(ii) Check REQUIRED accuracy 1.0 for Arrival and 0.3 for Final
Approach. If unsatisfied, manually insert 0.3 before FAF (Be aware
of accuracy requirement in case of Miss approach)
4) Approach Strategy:
(i) Approach type LNAV/VNAV: Decelerated approach speed
technique.
(ii) Approach type LNAV: Decelerated approach speed technique if
FINAL APP used. OR
(iii) Approach type LNAV: Early stabilized approach speed technique if
NAV FPA is used.
(iv) Certain circumstances such as: High glide path angle, intermediate
approach below 2000ft AAL: Early stabilized approach speed
technique.
d) Intermediate Approach:
1) When cleared for approach AND next TO Waypoint is the final
descend point:
(i) RNP approaches with LNAV/VNAV minima:
- APPR PB on FCU PRESS
- HDG/VS FD CROSSBAR USE
(ii) RNP approaches with LNAV minima:
- APPR PB on FCU PRESS (If using FINAL APP)
- HDG/VS FD CROSSBAR USE
OR
- NAV on FCU CHECK/ARM (if using NAV / FPA)
- TRK/FPA on FCU SELECT
(iii) VDEV: Check VDEV is displayed on PFD
(iv) Terrain Display - TERR displayed by at least one pilot
(v) ND mode: ARC or ROSE NAV and 10 NM unless otherwise required
for situational awareness.

2.7-18
16 JUN 2020
A319/320/321
e) Final Approach FIX:

1) Altitude X-Check at FAF:
Using correct altimeter (BARO REF) setting, the crew X-Check altimeters at
or before FAF. Maximum difference between both altimeters is 100ft.
2) RNP approaches with LNAV/VNAV minima:
AFTER THE FAF:
(i) FINAL APP CHECK ENGAGED
(ii) GO AROUND ALTITUDE SET
(iii) FLIGHT PARAMETERS MONITOR
3) RNP approaches with LNAV minima:
IF USING FINAL APP:
AFTER THE FAF:
(i) FINAL APP CHECK ENGAGED
(ii) GO AROUND ALTITUDE SET
(iii) FLIGHT PARAMETERS MONITOR
OR
IF USING NAV FPA:
AT 0.3 NM BEFORE FAF:
- FPA FOR FINAL APPROACH SET
AFTER FAF:
(iv) GO AROUND ALTITUDE SET
Note: set when below the go around altitude to avoid unexpected altitude
capture
(v) FLIGHT PARAMETER MONITOR
(vi) Adjust the FPA to follow the published descent profile, taking into
account the minimum altitudes. Monitor the vertical path using
altitude indication versus distance to the runway (landing runway set
on PROG page)
4) PF use the appropriate remaining AP when:
(i) GPS PRIMARY lost on one side
(ii) NAV ACCUR DOWNGRAD affects one FMS
5) PM Monitor Flight Parameters and calls if excessive deviations
occur:
(i) Monitor vertical path using altitude indication versus distance to the
runway

2.7-19
16 DEC 2021
A319/320/321
(ii) PM announce any excessive deviation follows:
“CROSS-TRACK”: deviation on ND excess “V-DEV”: deviation on PFD in excess of:

of: XTK > 0.1 nm V/DEV > ½ dot
NOTE: Reference FCOM PRO-NOR-SOP-18 [Non-Precision Approach] for

further guidance and callouts.
f) Reaching Minimum:
At minimum and visual, disconnect AP and FD, select TRK-FPA (if FINAL
APP was used) and CHECK/SET – RWY TRK.
g) Go Around:
Discontinue the Approach in the following cases, if external visual references
are not sufficient to proceed visually:
- GPS PRIMARY LOST on both NDs
- XTK > 0.3NM
- NAV FM/GPS POS DISAGREE on ECAM
- NAV ACCUR DOWNGRAD on both FMGS
Refer FCOM PRO-NOR-SOP-18-C for additional/updated information
h) Missed Approach Procedure:
1) NAV - SELECT (Push HDG on FCU) at or above 400 ft.
2) Time permitting, delete any manual RNP input to avoid possible
nuisance alerts. [REF: FCOM PRO-NOR-SOP-18-C]
3) In case of Navigation accuracy lost, perform GO AROUND and PULL
HDG/TRK to follow missed approach procedure using RAW DATA or
request radar vectors.
ATC Procedures
Aircraft should normally be cleared to an IAF. Controllers should not issue, and
pilots should not accept, vectors to any point inside the FAF (Final Approach
Fix), which can also be referred to as FAWP.
RTF PHRASEOLOGY:

2.7-20
16 DEC 2021
A319/320/321
- Cleared RNAV approach, runway (number), (report at [IAF

designator]) NOTE: ATC will not issue RNAV approach clearances
to include applicable minima [such as LNAV minima vs LNAV/VNAV
minima]. Minima determination is done by the crew.
- Report established on final approach track; or,
- Report 2 miles from final approach fix; or,
- Report final approach fix.
- GNSS reported unreliable (or GNSS may not be available [due to
interference]): in the vicinity of (location) (radius) [from (time) to (time)
(or until further notice)].
2.7.6.3 Straight-in VOR/NDB/LOC Approach

The aircraft should be configured and guided for the non-precision approach in
accordance with the Normal Procedures detailed in FCOM PRO-NOR-SOP -18
B and FCOM-NOR-SOP-18-C.
2.7.6.4 Visual and Circling Approach
a) Visual Approach:
1) To conduct a visual approach the weather conditions must be in
accordance with those stated in FOM 8.1.4.4.
2) Procedures detailed in FCOM PRO-NOR-SOP-18 C.
b) Circling approach:
Before acceptance and during conducting circling approach the weather
conditions must be in accordance with the applicable operating minima for
circling including visibility and applicable ceiling.
Radii for visual maneuvering (circling) area for aerodromes at 1000 ft MSL (PANS-OPS)
Category of aircraft /IAS (kt) A/100 B/135 C/180 D/205 E/240
TAS at 2000 ft MSL + 25 kt 131 168 215 242 279
wind factor (kt)
Radius of turn 0.69 1.13 1.85 2.34 3.12
Straight segment 0.30 0.40 0.50 0.60 0.70
Radius from threshold 1.68 2.66 4.20 5.28 6.94

2.7-21
16 JUN 2020
A319/320/321
Radii for visual maneuvering (circling) area for aerodromes (US TERPS)
Circling MDA in feet MSL Approach Category and Circling Radius (NM)
CAT A CAT B CAT C CAT D CAT E
1000 or less 1.3 1.7 2.7 3.6 4.5
1001 - 3000 1.3 1.8 2.8 3.7 4.6
3001 - 5000 1.3 1.8 2.9 3.8 4.8
5001 - 7000 1.3 1.9 3.0 4.0 5.0
7001 - 9000 1.4 2.0 3.2 4.2 5.3
9001 and above 1.4 2.1 3.3 4.4 5.5
1) The aircraft should be configured for the circling approach in
accordance with the procedures detailed in FCOM PRO-NOR-SOP
-18 C.
2 ) During a circling approach the PM must primarily monitor the flight
instruments and alert the PF to any out of tolerance maneuvering.

2.7-22
09 DEC 2022
A319/320/321
Stabilized Final Approach

a) This part is based on and comply with Flight Operation Manual (FOM 8.3.1.6)
b) All flights must be stabilized by 1000 ft above airport elevation or 500 ft above
airport elevation in case of circling-to-land and base training flights or visual
approach. For certain reason, if the approach becomes unstabilized below
1000 feet above airport elevation or below 500 feet above airport elevation
in case of circling-to-land and base-training flights, go-around must be
initiated immediately.
c) An approach is stabilized when all of the following criteria are met:
1) The aircraft is on the correct flight path;
2) Only small changes of heading/pitch are required to maintain the
correct flight path;
3) The aircraft speed is not more than IAS target (indicated by magenta
triangle) +10kts and not less than Vapp – 5 Kt;
4) The aircraft is in the correct landing configuration;
5) Rate of descent is no greater than 1,000 ft/min (if an approach
requires a rate of descent greater than 1000 ft/min a special briefing
should be conducted);
6) Power setting is appropriate for the aircraft configuration;
7) All briefings and checklists have been completed.
Note: The above criteria must be maintained through the rest of the approach
for it to be considered a stabilized approach.
d) Specific types of approaches are stabilized if they also meet the following
additional criteria:
1) ILS approaches must be flown with in half (1/2) dot of the G/S and
LOC;
2) During a circling approach, wings must be level on final when the
aircraft reaches 300ft above airport elevation.
e) At 100 FT above airport elevation for all visual approaches the aircraft should
be positioned so that the flight deck is within, and tracking so as to remain
within, the lateral confines of the runway’s extended center-line
f) As the aircraft crosses the threshold it should be:
1) Stabilized on target airspeed to within 10 Kt until arresting descent
rate at flare;
2) On a stabilized flight path using normal maneuvering;
3) Positioned to make a normal landing in the touch down zone.
If the above criteria cannot be maintained a go-around should be initiated

2.7-22
16 JUN 2020
A319/320/321
Stabilized Final Approach

a) This part is based on and comply with Flight Operation Manual (FOM 8.3.1.6)
b) All flights must be stabilized by 1000 ft above airport elevation or 500 ft above
airport elevation in case of circling-to-land and base training flights or visual
approach. For certain reason, if the approach becomes unstabilized below
1000 feet above airport elevation or below 500 feet above airport elevation
in case of circling-to-land and base-training flights, go-around must be
initiated immediately.
c) An approach is stabilized when all of the following criteria are met:
1) The aircraft is on the correct flight path;
2) Only small changes of heading/pitch are required to maintain the
correct flight path;
3) The aircraft speed is not more than IAS target (indicated by magenta
triangle) +10kts and not less than Vapp – 5 Kt;
4) The aircraft is in the correct landing configuration;
5) Rate of descent is no greater than 1,000 ft/min (if an approach
requires a rate of descent greater than 1000 ft/min a special briefing
should be conducted);
6) Power setting is appropriate for the aircraft configuration;
7) All briefings and checklists have been completed.
Note: The above criteria must be maintained through the rest of the approach
for it to be considered a stabilized approach.
d) Specific types of approaches are stabilized if they also meet the following
additional criteria:
1) ILS approaches must be flown with in one (1) dot of the G/S and
LOC;
2) During a circling approach, wings must be level on final when the
aircraft reaches 300ft above airport elevation.
e) At 100 FT above airport elevation for all visual approaches the aircraft should
be positioned so that the flight deck is within, and tracking so as to remain
within, the lateral confines of the runway’s extended center-line
f) As the aircraft crosses the threshold it should be:
1) Stabilized on target airspeed to within 10 Kt until arresting descent
rate at flare;
3) Positioned to make a normal landing in the touch down zone.
g) If the above criteria cannot be maintained a go-around should be initiated.

2.7-23
10 OCT 2022
A319/320/321
Mandatory Missed Approach

Refer to FOM 8.3.1.7.2
In addition, in case of adverse weather condition, refer to 2.1.9 Task sharing
Approach Monitoring and Aiming Point
a) To identify operating minima, refer FOM 8.1.4.2
b) For the instrument approach, usually the final approach segment may not be
continued beyond the OM or equivalent DME distance (or 1000ft above
airport elevation) if the reported visibility or RVR is below the published
minima for the approach. After OM or equivalent DME (or 1000ft above
airport elevation), if visibility or RVR becomes lower than the minima, the
approach may be continued to MDA/H or DA/H.
c) Both pilots must continuously monitor crew qualification requirements (if
there is any change to the approach e.g. PBN, LVO etc.), onboard equipment
requirements, ground based equipment requirement (RNP APPR, LVO, etc.)
for commencing and continuing an approach to land.
d) The approach is continued below 300m (1000ft) only if Both pilots get the
information of RWY surface condition and assess the landing performance
e) On all approaches the PM must monitor airspeed and rate of descent,
particularly below 500 FT and call if either is outside tolerance.
f) In adverse conditions the PM should call height, airspeed and rate of descent
each 100 FT below 500 FT.
g) To ensure aircraft touchdown within the touchdown zone, the aircraft crosses
the threshold it should be:
1) At 50ft and stabilized on target airspeed to within 10 Kt until arresting
descent rate at flare;
3) Positioned to make a normal landing in the touchdown zone.
4) For landing geometry refer to FCOM PRO-NOR-SOP-22.
h) If the above criteria cannot be maintained a go-around should be initiated.
i) Refer to FOM 8.3.1.5 and FCOM PRO-NOR SOP-22.
j) An aiming point of 300 m should be used and touchdown should occur
between the aiming point and the aiming point plus 150 meters.
Heavy Landing
a) A heavy landing whether above or below the structural landing weight limit
must be reported in the Technical Log with all relevant information such as
actual weight, sink rate, touch down forces etc.
b) Should a heavy landing be suspected, consultation with maintenance staff
shall take place prior to any written entry into technical log.

2.7-24
20 NOV 2018
A319/320/321
Overweight Landing
Refer to FCOM PRO-ABN-MISC P 19/26 and QRH 25.07A.
a) In the event that it is necessary to land an aircraft above its structural landing
weight limit consideration should be given to factors such as runway length
and ambient conditions to enhance the prospect of a smooth touch down.
b) There must be an entry in the Technical Log with sufficient information on
the smoothness of the touch down to assist ground engineering personnel in
the selection of the correct category overweight landing inspection to be
conducted.
c) A low rate of descent and a smooth touch down can save time and
inconvenience for ground engineering personnel in the subsequent
inspection.
d) The Runway Analysis Manual includes tabular data for the landing distance
required for landings above the maximum landing weight under various
pressure altitude and temperature conditions.

2.8-1
16 JUN 2020
SOP 2.8 GO-AROUND
A319/320/321
2.8 GO-AROUND
Refer to FCOM PRO-NOR-SOP-20.
a) In case of missed approach (including during circling approach), crew must
follow the published missed approach procedure dedicated to the cleared
instrument approach procedure or any alternative procedure, which may
have been cleared by ATC.
b) For Go-Around during circling approach, before joining the published missed
approach procedure, crew must maneuver within the circling protected area.
c) The minimum altitude for flap retraction during a normal takeoff is not
normally applicable to a missed approach procedure. However, obstacles in
the missed approach flight path must be taken into consideration. Command
speed should not be increased until a safe altitude and acceleration height is
attained.
d) Subject to published exceptions such as Noise Abatement Procedure, 1500
FT above airport elevation shall be used as the standard thrust reduction and
acceleration altitude.

2.9-1
16 JUN 2020
SOP 2.9 AFTER LANDING
A319/320/321
2.9 AFTER LANDING

Refer to FCOM PRO-NOR-SOP 21.
Reverse
a) IDLE reverse is recommended for landing long and dry runway.
b) MAX reverse is mandatory in case of short runway, wet/slippery or
contaminated runway or when operationally necessary.
c) Reverse must not be stowed before reaching taxi speed.
Runway Exit
a) Unless otherwise required by Airport Authority, in order to minimize runway
occupying time, all aircrafts should vacate runway as soon as possible take
in to account engines cool down time of 3 minutes. However, there is no point
of hard braking to vacate (take in to account tire, brake wear and passenger
comfort) and then wait at the gate for engine cool down.
b) Max Ground speed to vacate Runway via high-speed runway exit is 40 kts
or as required by Airport Authority.
c) In case of low visibility operation, pilot should vacate runway at assigned exit
or at the end of runway.
Autobrake
Disconnect Autobrake before 20kts due to limitations of Antiskid function. In case
of very long dry runway or low weight, if the flight crew anticipates that braking
will not be needed, autobrake can be disconnected at early stage of landing roll.

2.10-1
16 JUN 2020
SOP 2.10 TAXI IN
A319/320/321
2.10 TAXI IN
General procedures
8.3.2.2)
b) Refer to FOM 8.4.1 for minimum required RVR for taxi
c) If possible, make minimum radius turns in a direction that puts the operating
engine on the outside of the turn.
d) ATC taxi clearance must be recorded in to OFP and crosschecked within the
crew. Taxi must be conducted by the pilot on the left hand seat or qualified
DPE/AIP on the right hand seat. Pilot who is not taxiing aircraft concentrates
on navigation giving advice on taxi route from airport chart on EFB (or IPAD
as backup), including surface markings, heading, direction information,
speed and visual cues that are to be expected.
e) If there is any doubt about the position or obstruction clearance, the crew
shall stop the airplane immediately, inform ATC and may request the follow-
me car. Red stopbar lights shall never be crossed unless ATC gives positive
clearance to do so.
f) Maximum taxi speed:
1) Straight-line: 30kts (10kts in LVO).
2) Taxi on runway: 40kts.
3) During sharp turn (90degree or more): 10kts.
4) Approximately:
(i) Over 20m before parking stop: 7-8kts.
(ii) From 10m to 20m before parking stop: 5-6kts.
(iii) Last 10m before parking stop: 3kts.
OR
(iv) Follow airport’s regulation.
g) In case of captain incapacity, the first officer may taxi the aircraft to vacate
runway, stop the aircraft and set parking brake ON. Then he/she shall
request the aircraft to be towed to the parking bay.
h) Outside vigilance during taxi must be maintained. After landing flows and
checklists may be delayed at captain’s discretion when crossing active
runway. Landing lights, taxi lights, wing scan lights and logo lights may also
be used to enhance aircraft visibility and attract attention to the aircraft, but
no person may display any lights that are likely to be mistaken for the
navigation or anti-collision lights.
i) When having the marshaller or docking light in sight, pilot should switch off
or reduce the intensity of lights if they are likely to subject an outside observer
to harmful dazzle.

2.10-2
13 APR 2020
SOP 2.10 TAXI IN
A319/320/321
j) When closing to the parking position, taxi speed shall be kept at minimum
(3kts for the last 10m before parking stop). CM2 should be ready to press the
brake pedals to stop aircraft, if required.
Low visibility Taxi in
A taxi in RVR less than 400m is considered as a low visibility taxi. In this case,
high degree of attention is required. Crew shall comply with following additional
procedure:
a) Crew must follow the applicable designated taxi route which has been
reviewed before approach, if available, unless follow-me car service is
provided.
b) All checklists, and briefing shall be done when the aircraft is stopped with
parking brake ON
c) Crew has to pay special attention to Hot Spots (Areas of possible
error/conflict with other traffic) and identify them on the airport chart.
d) Ask for ATC assistance (Mode S) or Follow Me if uncertain about position
e) Extreme caution must be maintained to identify and to taxi into the parking
bay.
f) Single engine taxi is not applicable

2.11-1
20 NOV 2018
SOP 2.11 PARKING AND SECURING THE AIRCRAFT
A319/320/321
2.11 PARKING AND SECURING THE AIRCRAFT

a) Engine should only be shut down after a cooling period of 3 minutes. This 3-
minute cooling period is to be counted when the engine power at reverse idle
or ground idle.
b) Approaching parking position, crew has to identify and crosscheck gate
position / aircraft type displayed on VDGS then reduce speed accordingly to
avoid overrun during docking.
c) To reduce mistakes from wrong hand signals from marshaller, only release
parking brake after receiving verbal 'chocks-in' from mechanic at parking.
d) When release PRK BRK, pilots shall check aircraft does not move by outside
reference.
e) Keep PRK BRK ON in windy and rainy condition or slippery, sloping tarmac.
f) Crew must review the details to be filled in the tech-log to make sure the
entries are correct and signed before leaving the aircraft.

3-1
Issue : 01
CHAPTER 3
Revision : 00
NON-NORMAL PROCEDURE 20 NOV 2018
SOP
A/319/320/321
NON-NORMAL PROCEDURE

3-2
NON-NORMAL PROCEDURE Revision : 00
20 NOV 2018
SOP
A/319/320/321
This part is based on and comply with Vietnam Aviation Regulations (VAR-14.120 (c)(2)).

3.1-1
12 MAR 2021
SOP 3.1 GENERAL
A/319/320/321
3.1 GENERAL
a) Refer A320F Flight Crew Operating Manual, Section PRO-ABN-01,
Introduction, for ECAM and QRH procedures.
b) Pilots must be sufficiently familiar with the QRH to ensure that they can, if
necessary, expeditiously and accurately locate any required non-normal
procedure.
c) Selection of transponder codes for emergency situations (7700) and the
making of emergency radio calls to ATC is a normal crew function and should
be auctioned by crew members in appropriate circumstances.
d) It is Company’s policy that in-flight fire warnings are treated as genuine and
the appropriate emergency procedure is to be completed.
e) In the conduct of abnormal/emergency procedures the following actions must
be cross-checked by a dual response prior to actuation:
1) Thrust lever;
2) Engine master switch;
3) Fire push button;
4) IDG disconnect switch.
5) ADIRS selectors switch
6) All guarded controls
7) Cockpit C/Bs
f) Abnormal/emergency handling procedures’ sequence as follows:
1) Check any relating OEB
ECAM action
Normal checklist
C/B or Computer Reset (Relight ENG when above MSA, continue with
STS if below MSA)
ECAM STATUS
QRH/FCOM Review
2) DODAR “rule of thumb”
D: Diagnose the problem
O: Options
D: Decision
A: Allocate tasks -PF -PM
-Cabin Crew N: Nature of problem
-ATC NITS I: Intention
-Company… T: Time
S: Special

3.1-2
12 MAR 2021
SOP 3.1 GENERAL
A/319/320/321
R: Review

3.2-1
24 JUL 2019
SOP 3.2 ACCELERATION HEIGHT
A/319/320/321
3.2 ACCELERATION HEIGHT

In the event of an engine failure during takeoff, the acceleration height is 1000 FT
above airport elevation or the minimum acceleration height calculated in the FlySmart
(RTOW charts if FlySmart not available), whichever is higher.

3.3-1
12 MAR 2021
SOP 3.3 WINDSHEAR AVOIDANCE AND RECOVERY
A/319/320/321
3.3 WINDSHEAR AVOIDANCE AND RECOVERY

Refer to FCOM-PRO-ABN-SURV-[MEM] WINDSHEAR WARNING – REACTIVE
WINDSHEAR

3.4-1
CHAPTER 3
NON-NORMAL PROCEDURE Issue : 01
Revision : 00
3.4 FLIGHT PATH MONITORING DURING NON- 20 NOV 2018
SOP
A/319/320/321
NORMAL PROCEDURES
3.4 FLIGHT PATH MONITORING DURING NON-NORMAL PROCEDURES

Flight path surveillance may be vital to the safety of the aircraft during the conduct
of a non-normal procedure and both pilots must remain aware of the aircraft’s
flight path at all times under these circumstances.

3.5-1
13 APR 2020
SOP 3.5 EMERGENCY AIRPORTS
A/319/320/321
3.5 EMERGENCY AIRPORTS

Refer FOM 8.1.3.3.5
Pilots must maintain an adequate knowledge of airports, adequate for an
emergency landing, which are on, or adjacent to, the aircraft's flight path.

3.6-1
13 APR 2020
SOP 3.6 ENGINE FAILURE/FIRE
A/319/320/321
3.6 ENGINE FAILURE/FIRE

8.1.3.5)
b) Any action that results in an engine shutdown must be positively confirmed
between both pilots. Accordingly, the following coordinated crew actions are
to be conducted in conjunction with the appropriate A320F procedures (Refer
to FCTM PR-AEP-70 and task sharing on QRH GEN.01A):
c) The PM will closely monitor the aircraft's flight path. He will cancel any Master
Warning/Caution and read the ECAM title displayed on the top line of the
E/WD. No further call regarding the failure should be made until the landing
gear has been selected up in case of engine failure/fire after V1.
d) The flight crew should laterally trim the aircraft with the rudder before the
engagement the AP.
e) Once the landing gear is retracted, aircraft is under control and at least 400
FT above AGL:
1) The PM confirms the failure by announcing "Engine 1 (or 2)
failure/fire" after checking the ECAM warning and the engine
parameters.
2) The PF orders ECAM actions.

3.6-2
20 NOV 2018
A/319/320/321
PF PM
To shut down engine
Announce “THR Lever 1(2) IDLE”
Place hand on THR lever of
failed engine and announce
“Confirm N°1(2) ?”
Cross check and announce “Confirm”
Set THR lever of failed engine to
IDLE detent and announce
“IDLE”
Announce “Engine Master 1(2) OFF”.
Place hand on ENG Master switch of
failed engine and announce “Engine
Master 1 (2) confirm?”
Cross check and announce
“Confirm”
Set ENG Master switch of failed engine
to OFF and announce “OFF”
To activate engine fire extinguisher
Announce “Engine 1(2) Fire P/B Push”.
Place hand on the engine fire p/b of
affected engine and announce “N°1(2).
Confirm?”
Cross check and announce
“Confirm”
Open the protective cover and push the
engine fire p/b of affected engine

3.6-3
11 JUL 2022
A/319/320/321
f) In IMC or at night, in case of an engine failure during take-off, The one engine
out flight path will be flown according to the takeoff briefing made at the gate:
(i) The EOSID (STD or NON STD noted in FS+Takeoff Performance
application);
 STD
Standard procedures signify procedures involving a straight climb to
1500 ft above runway end threshold before turning to the engine failure
holding pattern. The straight climb may or may not include an
acceleration phase prior to reaching 1500 ft.
“STD” procedures use only one height to commence the turn: 1500 ft
above runway end threshold. In short, if a procedure is not "STD" it is
"NON-STD.” For both types of procedures, the initial climb follows the
magnetic bearing of the runway in use, unless otherwise specified.
 NON-STD
Non-standard procedures include all those with an initial turn before or
after 1500 ft above runway end.
Example:
STD NON-STD
NON-STD. At D4 XXX turn
STD. At 1600 turn LEFT to XXX
RIGHT and
HP.
intercept R360 XXX. At 2000 turn
RIGHT to
XXX HP.
*XXX represents a NAVAID.
(ii) Maintain runway heading climbing until MSA; or
(iii) Radar vectors...
g) Note:
1) If available, the APU may be started and the APU GEN used.
2) If the ENG 1 FIRE pb-sw is pushed, APU bleed must not be used.
3) If ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided
the X BLEED rotary selector is set at SHUT.
4) After landing, the Fuel Used value of the engine, shutdown in flight,
becomes Incorrect.
h) The flight crew should delay the acceleration for securing the engine. An
engine is considered as secured when the ECAM actions of the procedures
are performed until:
1) "ENG MASTER OFF" for an engine failure without damage
2) "AGENT 1 DISCH" for an engine failure with damage.
3) Fire extinguished or "AGENT 2 DISCH" for an engine fire.

3.6-3
16 JUN 2020
A/319/320/321
Note:If the decision has been taken to delay the acceleration, the flight crew must
not exceed the engine out maximum acceleration altitude. (The engine out
maximum acceleration altitude corresponds to the maximum altitude that can be
achieved with one engine out and the other engine(s) operating at takeoff thrust
for a maximum of 10 min.)
i) Following an engine shutdown in flight it is the Commander's responsibility
to decide whether:
1) A landing should be made at the nearest adequate airport; or
2) The flight should return to the departure airport; or
3) The flight should be continued to destination.
j) Factors that need to be considered for flight with an inoperative engine
include the following:
1) Nature of the malfunction which preceded the engine shutdown and
any further mechanical difficulties which may arise from the
shutdown;
2) Availability of the inoperative engine for use;
3) Altitude, aircraft weight and useable fuel at the time of engine
shutdown;
4) Distance to be flown;
5) Relative characteristics of adequate airports available for landing;
6) Weather conditions en route and at adequate airports available for
landing;
7) Air traffic congestion;
8) Type of terrain; and
9) Familiarity of pilot with airport to be used.
k) No undue emphasis should be placed on the continuation of a flight to the
destination unless the Commander is satisfied that this is a desirable and
safe course of action.
l) Following an engine shutdown a two engine aircraft should normally proceed
to the nearest adequate airport, although there is no objection to the aircraft
proceeding to the destination provided the increased flying time is not
significant.

3.7-1
20 NOV 2018
SOP 3.7 DEPRESSURISATION
A/319/320/321
3.7 DEPRESSURISATION
General
a) In the event of a depressurization the requirement for the donning of oxygen
masks is immediate. The following table of Times of Useful Consciousness
is representative of a person in normal health in a seating position.
ALTITUDE (FT) TIME

22,000 5 minutes
25,000 2 minutes
28,000 1 minute
30,000 45 seconds
35,000 30 seconds
40,000 18 seconds
b) The above times can be reduced by approximately 50% with moderate

activity and by approximately 33% in a rapid depressurization. If oxygen is
applied expeditiously the debilitating effects of oxygen deprivation are
removed within 20 seconds.
Emergency Descent Procedure
a) If an emergency descent is necessary, the procedures as detailed in the
Flight Crew Operating Manual should be followed. Normally the PF should
remain control of the a/c. The a/c must clear the airway with initial heading of
at least 45 degree off-track. The Commander should make the following PA
announcement:
“COCKPIT SPEAKING, EMERGENCY DESCENT”
b) Flight deck crews must be aware of the height of the terrain in the vicinity of
the descent and must limit the descent to the MSA (or grid MORA) for the
sector or 10,000 FT whichever is the higher.
c) When the aircraft attains the required level off altitude, the Commander
should make a PA announcement indicating that the use of oxygen masks is
no longer required, “MASK OFF, MASK OFF”. Based upon this PA the Cabin
Manager shall enter the flight deck to report on the condition of passengers
and cabin crew.
d) The flight deck crew should assess the situation with respect to:
1) The state of any structural damage (if any);
2) Distance to and weather conditions at adequate diversion airport(s);
3) Any intervening terrain between the aircraft’s position and adequate
diversion airport(s); and
4) Diversion fuel requirements.

3.8-1
20 NOV 2018
SOP 3.8 CABIN FIRE
A/319/320/321
3.8 CABIN FIRE

a) In the case of a fire in the cabin, a cabin crew member will contact the flight
deck either personally or via the interphone providing the following
information:
1) What is actually on fire and its location;
2) If the fire is in the galley area, request that galley power be removed;
3) The amount and the colour of the smoke and the effect it is having
on the passengers; and
4) The intensity of the fire and whether it can be contained.
b) The Cabin Manager should keep the Commander updated as to the progress
in containing the fire and if at any time the situation appears out of control an
immediate face to face report will be made.
c) In this case a landing at the nearest adequate airport should be considered.

3.9-1
20 NOV 2018
SOP 3.9 INTERCEPTION PROCEDURE
A/319/320/321
3.9 INTERCEPTION PROCEDURE

a) This part is based on and comply with Flight Operations Manual (FOM 12.2)
b) ICAO standard procedures are to be followed in the event of in-flight
interception. These procedures, including the State variations are detailed in
the on-board Jeppesen Airway Manual together with an appropriate NOTAM
for any variations from standard procedures.
c) In the event of an in-flight interception proceed as follows;
1) Do not perform any maneuver that may be construed as hostile.
Maintain straight and level flight;
2) Select transponder to 7700 and where possible notify the appropriate
ATC center;
3) Attempt to establish communication with the interceptor or with the
appropriate intercept control unit by making a general call on 121.5
MHZ giving the identity and position of the aircraft and the nature of
the flight; and
4) Follow instructions from intercepting aircraft responding as
appropriate to instructions.
d) If any instructions received by radio from any source conflict with those given
by the intercepting aircraft request immediate clarification whilst complying
with the instructions given by the intercepting aircraft.

3.10-1
16 DEC 2021
SOP 3.10 GPWS/EGPWS
A/319/320/321
3.10 GPWS/EGPWS
Refer to FOM 8.3.8, FCOM PRO-ABN-SURV
Any GPWS/EGPWS activation must be subject to a incident report forwarded to
SSQA. Where an activation indicates a possible technical malfunction of the
system an appropriate entry should be made in the Technical Log.
PF PM
Perform the memory items detailed in FCOM TERRAIN ON ND set ON
PRO-ABN-SURV - [MEM] GPWS/EGPWS
CAUTIONS/ [MEM] GPWS/EGPWS
WARNINGS Monitor the flight path and advise PF of
the Minimum safe altitude e.g. MORA,
MOCA, MEA, etc.
Advise ATC of GPWS resolution

3.11-1
16 JUN 2020
SOP 3.11 TCAS/ACAS
A/319/320/321
3.11 TCAS/ACAS
Refer to FOM 8.3.9, FCOM PRO-ABN-34 / PRO-SUP-34 and QRH ABN-34.08A
General
a) All company aircraft are equipped with TCAS/ACAS II version 7.1. The Traffic
and Collision Avoidance System is described in the applicable FCOM/OM
Systems Volume.
b) Procedures associated with TCAS/ACAS activation are described in the
applicable FCOM, QRH – Emergency/abnormal Section and the QRH.
c) Seatbelt sign should be ON as soon as TCAS/ACAS TA or RA alert sounds.
Conflicting Information between Air Traffic Control Instructions and a
TCAS/ACAS Alert

3.12-1
20 NOV 2018
SOP 3.12 EMERGENCY EVACUATION
A/319/320/321
3.12 EMERGENCY EVACUATION

This part is based on and comply with VAR 13.060 – 13.065.
Categorization of Emergency Landings
a) Emergency landings are categorized as follows:
1) Prepared Emergency Landing
An emergency landing where there is sufficient time for cabin and passenger
preparation.
2) Unprepared Emergency Landing
Is an emergency landing where it is necessary to land the aircraft as soon as
possible
b) An emergency landing is further defined as follows:
1) Forced landing
Is a landing, on land away from an airport
2) Ditching
Is a landing on water
3) Abnormal Landing
An abnormal landing is a landing at an airport in which some aircraft damage
is anticipated.
c) An abnormal landing is to be considered if the landing gear cannot be locked
fully down or some other malfunction exists and it is known or considered
possible that the aircraft will be damaged during landing.
d) In an abnormal landing, preparation for rapid evacuation should be as for
either a forced landing or ditching, with the exception that it is not necessary
to have passengers remove and stow certain items or loosen tight clothing.
e) If landing gear standby indicators indicate that the landing gear is down and
locked then normal procedures will apply. A tower fly past should only be
conducted if there is reason to doubt that the landing gear is not fully down
or there is known damage to the landing gear.
Flight Deck Procedures
Emergency Evacuation checklist is initiated by CM1, read and do by CM2.

3.12-2
20 NOV 2018
A/319/320/321
3.12.2.1 Prepared Emergency Landing
a) In all emergency situations it is important that the cabin crew are given
adequate time in which to complete their passenger cabin preparation duties.
b) As soon as it is expected that an emergency landing will be required, the
SEAT BELT and NO SMOKING signs should be selected ON and the Cabin
Manager summoned to the flight deck by the following PA announcement:
“COCKPIT SPEAKING, CABIN MANAGER TO COCKPIT”.
c) The Cabin Manager is to be informed of the emergency in the following
format:
1) Nature of the emergency;
2) Approximate flight time available;
3) Type of emergency landing (forced landing, ditching or abnormal
landing); and
4) Any other relevant information such as whether the Commander
intends to make a PA announcement prior to cabin preparation or if
a “BRACE” command will be given.
d) The Cabin Manager will repeat the Commander’s instructions to ensure that
everything is completely understood prior to returning to the cabin to
commence the cabin preparation.
e) As the flight deck crew will be occupied dealing with the emergency situation
the Cabin Manager is responsible for the PA announcement to the
passengers detailing the nature of the emergency, the time available and the
steps required in cabin preparation.
f) If time and/or duties permit the Commander (or First Officer) should make a
PA announcement providing additional appropriate information on the
emergency and the anticipated landing. It is essential that this PA
announcement does not over-ride the cabin preparation PA announcement
being made by the CM.
g) In the case of a forced landing or ditching both pilots should loosen their
collar, tie and shoe laces, remove sharp objects from pockets and, in the
case of a ditching, fit a life jacket (do not inflate).
h) The Cabin Manager must advise, or the Commander must confirm, that
passenger cabin preparation has been completed prior to the
commencement of final approach.
i) All appropriate checklists must be completed.

3.12-3
16 DEC 2021
A/319/320/321
3.12.2.2 Unprepared Emergency Landing

a) In the case of an unprepared emergency landing the degree of cabin
preparation will depend upon the time available. As a situation requiring an
unprepared landing is most likely to occur shortly after take-off or during
approach and landing the cabin should be secure with respect to cabin
service items, cabin crew and passengers seated with seat belts fastened.
b) If possible, the Commander should communicate the situation to the Cabin
Manager by summoning him/her to the flight deck in accordance. If there is
insufficient time the Commander (or First Officer) should make an
appropriate PA announcement which will alert the cabin crew and the
passengers to the emergency situation.
3.12.2.3 “Brace” Instructions
a) At approximately 2000 FT the First Officer shall make the following PA
announcement:
“CABIN CREW SIT FOR LANDING”
b) At 500 FT AGL, the First Officer shall make the following PA announcement:
“BRACE, BRACE”
c) Whenever there is a possibility of a runway overrun on a rejected take-off or
of an unanticipated abnormal landing involving abnormal decelerations cabin
crew should be alerted by a PA announcement:
“BRACE, BRACE”
Evacuation Responsibility
a) The Commander is responsible for the evacuation PA announcement. The
CM1 will call for evacuation checklist, CM2 will read and do the evacuation
checklist. Cabin crew will only initiate evacuation when it is obvious that the
aircraft must be immediately evacuated due to catastrophic circumstances.
b) When the Commander decides that an evacuation is not required, he shall
make the following PA announcement:
“PASSENGERS AND CABIN CREWS REMAIN SEATED”
Evacuation PA Announcements
a) Immediately the aircraft comes to a stop the captain shall make the following
PA announcement:
: “COCKPIT SPEAKING, CABIN CREW TO YOUR STATIONS”
b) Once the Emergency Evacuation checklist is completed and evacuation is
required the captain will make the following PA announcement:
: “EVACUATE, EVACUATE!”

3.12-4
10 OCT 2022
A/319/320/321
Evacuation
a) If possible, pilots should proceed to the passenger cabin to assist in the
emergency evacuation as follows:
1) Assist in the opening of any suitable doors and exits.
2) Assist in the evacuation by directing passengers to the most suitable
exit avoiding congestion and by calling in a loud, clear voice urge
passengers to:
“HURRY, COME THIS WAY”
If at a slide exit instruct passengers to:
“JUMP, RUN AWAY”
3) In the case of a ditching instruct passengers to inflate life jackets
when outside the aircraft;
4) If possible, the Commander or the Cabin Manager should check that
all passengers have evacuated the aircraft.
b) When no significant aircraft damage has occurred and cabin crew has
prepared the passenger cabin for evacuation the speed of the evacuation
should be a consideration. Passenger safety is the prime consideration in
any emergency evacuation. The flight deck crew and cabin crew will usually
be able to determine whether or not the evacuation requires utmost speed at
the increased risk of injuries to individual passengers.
c) Refer to CCOM 4.9 for cabin crew evacuation procedure for better
cooperation.
Evacuation for flight carrying supernumeraries and without cabin crew:
a) The CM1 will call for evacuation checklist, CM2 will read and do the
evacuation checklist.
b) When the Commander decides that an evacuation is not required, he shall
make the following PA announcement:
“ALL PEOPLE REMAIN SEATED”
c) If immediate evacuation is needed, after performing the flight deck duty, both
CM1 and CM2 vacate the cockpit and initiate the evacuation procedure for
the supernumeraries.

3.13-1
20 NOV 2018
SOP 3.13 MEDICAL EMERGENCY ON-BOARD
A/319/320/321
3.13 MEDICAL EMERGENCY ON-BOARD

Refer to FOM 8.3.36

3.14-1
CHAPTER 3
Revision : 05
3.14 CREW INCAPACITATION 16 DEC 2021
SOP B787
3.14 CREW INCAPACITATION

Refer to FOM 4.3 and FOM 8.3.33 and FCTM-PR-AEP-MISC.
a) If a pilot becomes incapacitated during a CAT II/III approach, it is preferable
for the other pilot to divert to an alternate airport with better weather condition.
b) The recovery from a detected incapacitation of the handling pilot shall follow
the sequence below:
1) The fit pilot must assume control and return the aircraft to a safe flight
path, announce "I have control" and engage the autopilot.
2) The pilot in control must take whatever steps are possible to ensure
that the incapacitated pilot cannot interfere with the handling of the
aircraft. This may include involving cabin crew assistance as follows:
c) The pilot in control should make a PA announcement: "COCKPIT
SPEAKING, CABIN MANAGER TO COCKPIT" The Cabin Manager,
assisted if necessary, by another cabin crew member, will proceed as follows:
1) Pull the incapacitated pilot upright against the seat back to move
him away from the controls, with one arm against his chest;
2) Check that the seat belt is secure and lock the shoulder harness;
3) Lower the seat and move rearward and sideways;
4) Fully recline the seat;
5) Place the incapacitated pilot's wrists under the shoulder harness to
prevent sudden grabbing for the controls when consciousness returns.
6) If oxygen is required, loosen collar and necktie, place the mask over
the pilot's face and administer oxygen.
d) The pilot in control may require a cabin crew member to read out the cockpit
check list from the appropriate QRH.
e) The pilot in control will indicate the section of the check list to be read and
will brief on the use of the following hand signals:
1) Thumbs up Commence reading;
2) Raised open hand Stop: Re-commence reading at the point of
interruption when the "thumbs up" signal is given again.
f) The cabin crew member will read the first item on the check list and wait for
the pilot in control hand signal to continue to the next item.

3.14-2
CHAPTER 3
Revision : 05
3.14 CREW INCAPACITATION 16 DEC 2021
SOP B787
1) The pilot in control must land as soon as practicable after considering
all pertinent factors
2) Arrange medical assistance after landing giving as many details
about the condition of the affected crewmember as possible
g) In case of incapacitation of the PIC:
1) Flight Crew Composed of Two Pilots: The remaining pilot takes
the authority over all persons on board the aircraft. Unless the
minimum flight crew is more than two, each cabin crewmember must
be trained in the procedure for flight crewmember incapacitation and
shall operate the seat and harness mechanisms. Training in the use
of flight crew members' oxygen system and use of the flight crew
members' check lists, where required by BAV policy, shall be
conducted by a practical demonstration.
2) Flight Crew Composed of More Than Two Pilots: The second pilot
takes the authority over all persons on board the aircraft until a more
senior pilot (if any) takes the authority after having been informed by
the second pilot and having acknowledged the overall situation.
If the PIC cannot continue his command of the flight, the flight will not depart from
the airport where it has landed or, if occurring in flight, from the next airport where
it lands, unless another suitable qualified PIC is included in the crew.

3.15-1
CHAPTER 3
Revision : 00
3.15 DISORDERLY PASSENGERS 20 NOV 2018
SOP B787
3.15 DISORDERLY PASSENGERS

Refer to FOM 10.2

3.16-1
CHAPTER 3
Revision : 00
3.16 BOMB OR SABOTAGE THREATS 20 NOV 2018
SOP B787
3.16 BOMB OR SABOTAGE THREATS

Refer to FOM 10.3

3.17-1
CHAPTER 3
Revision : 00
3.17 HIJACKING/UNLAWFUL 20 NOV 2018
SOP B787
3.17 HIJACKING/UNLAWFUL
Refer to FOM 10.4

4-1
Issue : 01
CHAPTER 4
Revision : 00
PERFORMANCE 20 NOV 2018
SOP
A/319/320/321
PERFORMANCE

4.1-1
PERFORMANCE Revision : 06
11 JUL 2022
SOP 4.1 General
A/319/320/321
4.1 General
This part is based on and complies with Flight Operation Manual (FOM 8.1.3.5).
a) Refer FCOM PERFORMANCE for all phases of flight performance
calculation.
b) Crew can use Airbus FlySmart application on iPad to calculate Takeoff and
Landing Performance (Refer FCOM DSC-46-20-20 for a brief description of
FlySmart application). When using FlySmart application on iPad to calculate
Takeoff and Landing Performance All Pilot, Dispatcher shall use the
Temporary Runway (TMP) if the Temporary Runway is valid. Please cross-
check with NOTAM, AIP and INTAP 21-033A to assure the validation of the
Temporary Runways. In case the information Temporary Runway Data is out
of date comparing to the NOTAM, please follow the information in the
NOTAM.
c) RTOW charts should be used as a primary. In that case, for wet RWY takeoff
performance calculation, after applying takeoff speed correction, if the
corrected V2 is lower than minimum V2 limited by VMU, crew may:
1) Perform takeoff with TOGA, applying FCOM procedure detailed in
PER-TOF-TOC-20 FLEXIBLE TAKEOFF(WEIGHT ENTRY); or
2) Perform takeoff with Flexible temperature, adopting the takeoff
speeds and associated flexible temperature (after applying Wet
correction) corresponding to a higher weight which satisfies the VMU
limitation.
d) For takeoff and landing performance calculation, reported variable wind shall
be considered as tailwind. If any change in operating environment (weather,
RWY...) condition occurs, the takeoff or landing performance should be
recalculated

5-1
Issue : 01
CHAPTER 5
Revision : 00
FLIGHT PLANNING 20 NOV 2018
SOP
A/319/320/321
FLIGHT PLANNING

5.1-1
FLIGHT PLANNING Revision : 00
20 NOV 2018
SOP 5.1 General
A/319/320/321
5.1 General
Refer FCOM PER-FPL and FOM 8.1 FLIGHT PREPARATION
a) All flights are normally conducted under IFR rules.
b) VFR flights must be authorized by Vice President - Flight Operation. When
authorized, VFR flight shall be conducted in accordance with the Visual Flight
Rules. ATC flight plan must be filed and VFR navigating only by visual
reference to landmarks is not permitted unless the distance between each
succeeding landmark is less than 110km (60 nm).
c) Special VFR flight shall be referred to FOM 8.1.6 and 8.3.1.1

6-1
Issue : 01
CHAPTER 6
Revision : 00
MASS AND BALANCE 20 NOV 2018
SOP
A/319/320/321
MASS AND BALANCE

6.1-1
MASS AND BALANCE Revision : 04
12 MAR 2021
SOP 6.1 GENERAL
A/319/320/321
6.1 GENERAL
a) This part is based on and comply with Flight Operation Manual FOM 8.1.15.
b) Aircraft mass and balance information including Dry Operating Weight(s) and
Dry Operating Indices for each particular A320 aircraft is included in the
Weight and Balance Manual in the aircraft’s library.
c) Refer Flight Operations Manual, Chapter 8.1.15.8 for additional information
on mass and balance including details standard weights, last minute changes
(LMC), etc.
d) The Weight and Balance procedure is officially operated with Flysmart+
Loadsheet. Manual loadsheet procedure is performed monthly at specific
stations with the following information:
1) HAN, SGN, DAD: randomly 10 flights/ month
2) Other stations: randomly 3 flights/month
3) Ground staffs notice PIC about performing Manual Loadsheet on the
flight right after PIC approach the aircraft.
4) Ground staffs store and manage documents related to the Manual
Loadsheet Flight in each station. GO provides FOE department the
information about number of manual loadsheet flight and its detail
information.
5) GO guarantees the qualification (current and recency) of employees
to do Manual Load Sheet.
Note 1: Roster will provide blockseat and jumpseat allocation form to GHA:
(i) GHA is responsible for puting crew code and crew on cabin to final
datasheet base on this form.
(ii) Pilot is responsible to comply with number of crew code and crew on
cabin in final datasheet from GHA
(iii) Pilot crosscheck "CREW ON CABIN" as:
- The total number of people on GD = Total of People in crewcode +
People in "CREW ON CABIN".
- Flight Engineers are not necessary to be added into crewcode. They
are added into "CREW ON CABIN" if they sit in cabin.

6.2-1
MASS AND BALANCE T-Rev : 03
09 JAN 2023
SOP 6.2 DEPARTURE CONTROL SYSTEM (DCS)
A/319/320/321
6.2 DEPARTURE CONTROL SYSTEM (DCS)

Aside from the Company standard format DCS generated load and trim sheets,
there are also a number of different formats of Departure Control Systems in use
by ground handling companies. These systems are self-evident in the
presentation of the weight and balance data necessary for the calculation of
takeoff performance.
DCS and flysmart are two different methods of generating the loadsheet and
DCS, in general, is more precise. Therefore, when there are differences between
the DCS and flysmart generated loadsheet data, Pilot is shall follow the result
from the DCS.
Procedure when BAV approved DCS is used:
a) Local load control is produced by using an BAV approved DCS. At stations
have the approved DCS, DCS shall be used as the primary method, Flysmart
as the secondary method.
b) Ground staff uses DCS to collect all relevant data and generate the
Loadsheet report.
c) Flight crew shall check the DCS’s loadsheet (passengers, cargo, fuel,
DOW/DOI, special loads, weight and CG, etc…) before approving DCS
Loadsheet report.
d) When using local load control: if there is any change at the last minute, after
the weight and balance reports has finished, ground staff will recalculate and
provide to PIC with new Weight and Balance reports.

6.2-1
12 MAR 2021
SOP 6.2 DEPARTURE CONTROL SYSTEM (DCS)
A/319/320/321
6.2 DEPARTURE CONTROL SYSTEM (DCS)

Aside from the Company standard format DCS generated load and trim sheets,
there are also a number of different formats of Departure Control Systems in use
by ground handling companies. These systems are self-evident in the
presentation of the weight and balance data necessary for the calculation of
takeoff performance.

6.3-1
12 MAR 2021
SOP 6.3 LAST MINUTE CHANGE (LMC)
A/319/320/321
6.3 LAST MINUTE CHANGE (LMC)

a) Last minute change means any change concerning passengers, baggage,
cargo, mail, occurring after issuing of the load and trim sheets. This LMC
must immediately be communicated as soon as noticed by handling agent.
b) The following must be checked:
1) No weight limitation is exceeded.
2) MACTOW and MACZFW remain within the limit.
3) If there is any change at the last minute, after the weight and balance
document has finished, GHA will calculate and provide to PIC new
Weight and Balance Documents (LTS)

6.4-1
12 MAR 2021
SOP 6.4 MANUAL LOAD AND TRIM SHEETS
A/319/320/321
6.4 MANUAL LOAD AND TRIM SHEETS

Manual Load Sheet
a) The Company manual load sheet is based upon the standard IATA load
sheet form.
b) The top section of the load sheet form must be completed to determine the
most limiting weight (e.g. takeoff weight, zero fuel weight or landing weight)
for the particular operation and to determine the allowed traffic load.
c) Traffic load should be entered, both passengers and cargo, and the
appropriate fields completed.
d) A sample load sheet follows on the next page.
e) PIC must sign manual load sheet after reviewing the load sheet is corrected
and satisfied.

6.4-2
12 MAR 2021
A/319/320/321
Figure 6-1 SAMPLE LOADSHEET

6.4-3
12 MAR 2021
A/319/320/321
Manual Trim Sheet
The procedure for completion of the manual trim sheet is as follows:
a) Enter the Dry Operating Index for the particular aircraft in the field “DRY
OPERATING INDEX” and plot the value on the DRY OPERATING INDEX
scale;
b) Enter the number of passengers in the fields provided for FWD CABIN, MID
CABIN and AFT CABIN;
c) Enter the weight of baggage and cargo in the fields provided for FWD HOLD
(1), AFT HOLD (3 AND 4) and BULK (5);
d) Draw a line vertically downward from the DRY OPERATING INDEX to the
alignment bar for the first field with entered data (e.g. either passenger or
baggage and cargo);
e) On interception of the alignment bar move either left or right, as indicated by
the arrows, the number of increments applicable to the particular alignment
field;
f) Continue this process for all alignment bars with entered data;
g) After all compartment loads have been accounted for draw a line vertically
downward through the field FUEL ADJUSTMENT INDEX into the trim sheet
envelope and plot the Zero Fuel Weight position in the envelope opposite the
value for the actual Zero Fuel Weight. If this position is within the envelope
completion of the trim sheet can be continued. If this position is outside the
envelope, payload must be re-located to ensure that the Zero Fuel Weight
falls within acceptable balance limits. Ensure that the correct aft Zero Fuel
Weight check (ZERO FUEL CHECK “A” or ZERO FUEL WEIGHT “B” –
subject to the actual takeoff fuel weight) is used;
h) Circle the fuel INDEX in the FUEL INDEX TABLE that is closest to the actual
takeoff fuel weight and apply this index (either as a plus or minus, to the
FUEL ADJUSTMENT INDEX determined under g) above;
i) Draw a line vertically downward from the field FUEL ADJUSTMENT INDEX
adjusted as necessary for the takeoff fuel into the trim sheet envelope and
plot the Takeoff Weight position in the envelope opposite the value for the
actual Takeoff Weight. Ensure this position is within envelope limits;

6.4-4
12 MAR 2021
A/319/320/321
Figure 6-2 MANUAL TRIM SHEET – A320 (with 1 ACT)

6.4-5
12 MAR 2021
A/319/320/321
Figure 6-3 MANUAL TRIM SHEET – A320 (with 2 ACT)

6.4-6
12 MAR 2021
A/319/320/321
Figure 6-4 MANUAL TRIM SHEET – A320 (without ACT)

6.5-1
12 MAR 2021
SOP 6.5 E- LOAD AND TRIM SHEET (Reserved)
A/319/320/321
6.5 E- LOAD AND TRIM SHEET (Reserved)

6.6-1
12 MAR 2021
SOP 6.6 ACARS LOAD AND TRIM SHEET (Reserved)
A/319/320/321
6.6 ACARS LOAD AND TRIM SHEET (Reserved)

6.7-1
16 JUN 2020
SOP 6.7 FLYSMART LOAD AND TRIM SHEET
A/319/320/321
6.7 FLYSMART LOAD AND TRIM SHEET
a) Airbus FlySmart – FS+ Loadsheet is used. Crew can use manual Load Sheet
from Ground Handling as back up.
b) Final data sheet sample:

6.7-2
16 JUN 2020
A/319/320/321
c) Load manifest statement form:

6.7-3
16 JUN 2020
A/319/320/321
d) Flysmart Loadsheet procedure:
FLYSMART LOADSHEET PROCEDURE
CAPTAIN FO/ RHS

When receiving Final Data Sheet: When receiving Final Data Sheet:
- Select FS+ - Select FS+

Loadsheet Loadsheet
application on EFB. application on EFB.
- Select the - Select the
appropriate options appropriate options
for: for:
+ CONFIG. + CONFIG.
+ ENTRY MODE (Detailed for initial, + ENTRY MODE (Detailed for initial,
REDUCED for re-calculation in case of REDUCED for re-calculation in case of
any change) any change)
+ CREW + CREW
+ CATERING (refer AHM560 for Pantry + CATERING (refer AHM560 for Pantry
code) code)
+ MISC (Water & Magazines (STD) is + MISC (Water & Magazines (STD) is
set for every normal flight). set for every normal flight).
- Insert PAX, - Insert PAX,
CARGO, FOB, TRIP CARGO, FOB, TRIP
FUEL and TAXI FUEL and TAXI
FUEL. FUEL.
- Add MEL items or - Add MEL items or
select from FS+ select from FS+
OLB, Minimum OLB, Minimum
Equipment List Equipment List
- Select COMPUTE - Select COMPUTE
After the results generated, Both pilot cross check ZFW/ ZFWCG, TOW/ TOWCG, LW/ LCG, T.O THS.
If there is no change to the Final Data Sheet: If there is no change to the Final Data Sheet:
Sign the Final Data sheet Generate Final Loadsheet report
Cross check the Final Loadsheet report Send the Final Loadsheet report to [email protected]
Check that the Loadsheet report has been sent and response
from the system received
In case of lost internet connection OR no response email, FO shall:
• Verify the email contains Loadsheet report is in the “Outbox” (can not send the Loadsheet email);
• Receive the paper LOAD MANIFEST STATEMENT (LMS) form from GHA staff;
• Complete the LMS form.
• Return the completed LMS form to GHA staff.

6.7-4
16 JUN 2020
A/319/320/321
If there are Last Minute Changes:
The Crew will re-compute the Loadsheet using REDUCED mode, cross check the result and follow the Loadsheet report sending
as above.

7-1
Issue : 01
CHAPTER 7
Revision : 00
LOADING 20 NOV 2018
SOP
A/319/320/321
LOADING

7-2
Issue : 01
CHAPTER 7
Revision : 03
LOADING 16 JUN 2020
SOP
A/319/320/321
Reference: VAR APPENDIX 1 TO 12.153 (B) (7)

Refer Weight and Balance Manual.
a) Carriage of weapons and munitions: Refer FOM 9.8
b) Carrying Cargo in the Passenger Cabin: Refer FOM 8.2.3.12
c) Carrying of Dangerous goods: Refer FOM 9.1- 9.7
d) BAV must load in accordance with the Weight/Mass and Balance Manual
e) The Load Master/or Ram supervisor is responsible for ensuring that the
aircraft cargo floor load is distributed in accordance with the Loading
Instructions Report (LIR).
f) The PIC is responsible for Load Control of BAV’ Aircraft on every flight.
g) Standard weights for passengers and luggage are contained in the FOM
8.1.14.8
h) The FlySmart FS+ Loadsheet is normally used to calculate the aircraft Load
& Trim. Refer Portable EFB Manual 3.4: FS + Loadsheet Procedure.
i) Weight and Balance – LOAD & TRIM SHEET, refer to AHM 560
j) CARGO LOADING refer to Weight and Balance Manual.

8-1
Issue : 01
CHAPTER 8
Revision : 00
CONFIGURATION DEVIATION LIST 20 NOV 2018
SOP
A/319/320/321
CONFIGURATION DEVIATION LIST

8-2
CONFIGURATION DEVIATION LIST Revision : 00
20 NOV 2018
SOP A320
Refer Company Flight Operations Manual, Chapter 8.6.

Configuration Deviation List is included in the Airplane Flight Manual (AFM).

9-1
Issue : 01
CHAPTER 9
Revision : 00
MINIMUM EQUIPMENT LIST 20 NOV 2018
SOP
A/319/320/321
MINIMUM EQUIPMENT LIST

10-1
Issue : 01
CHAPTER 10
Revision : 00
EMERGENCY EQUIPMENT LIST 20 NOV 2018
SOP
A/319/320/321
EMERGENCY EQUIPMENT LIST

10.1-1
EMERGENCY EQUIPMENT LIST Revision : 00
20 NOV 2018
SOP 10.1 General
A/319/320/321
10.1 General
This part is based on and comply with Vietnam Aviation Regulations (Appendix 1
to 12.153 (d)(4)(B)(10), (13), (14))
a) Cabin crew is responsible for the serviceability checking of all cabin
emergency equipment in accordance with procedures detailed in the Cabin
Crew Manual. The Cabin manager shall report to the Commander prior to
departure that this check has been satisfactorily completed.
b) The flight deck crew is responsible for the serviceability checking the flight
deck emergency equipment.

10.2-1
20 NOV 2018
SOP 10.2 Emergency Equipment Location
A/319/320/321
10.2 Emergency Equipment Location

Portable emergency equipment is stowed at strategic locations throughout the
aircraft. This may include:
a) Portable halon fire extinguisher
b) Oxygen cylinder/mask assembly
c) Cabin protective breathing equipment
d) First aid kit
e) Megaphone
f) Portable ELT survival beacon
g) Carry off bag for ELT
h) Programming dongle
i) Flashlight in cabin
j) Manual release tool
k) Demo safety belt
l) Demo life vest
m) Demo kit oxygen mask
n) Life vest for infants
o) Spare life vest
p) Survival kit
q) Standby raft (25 persons)
r) Medical kit in cabin
s) Infant safety belt
t) Life vests for passengers (one stowed under each seat)
u) Life vest for cabin crew
v) Evacuation slide raft-door fwd LH-RH
w) Evacuation slide raft-door aft LH-RH
x) Escape slide door 2 LH
y) Escape slide door 2 RH
z) Escape slide door 3 LH

10.2-2
20 NOV 2018
A/319/320/321
aa) Escape slide door 3 RH
bb) Extension seat belt
cc) Flashlight in cockpit
dd) Cockpit portable halon fire extinguisher
ee) Life vest for cockpit crew
ff) Cockpit protective breathing equipment
gg) Bracket
hh) Crash axe in cockpit
ii) Fireproof gloves in cockpit
jj) Oxygen mask
kk) Escape rope
Refer the following flight deck and passenger cabin emergency equipment
layout diagrams specific for locations.

10.2-3
Issue : 01
CHAPTER 10
Revision : 06
EMERGENCY EQUIPMENT LIST 11 JUL 2022
SOP
A/319/320/321
EEL_VN-A581_210318 (Removed)

10.2-4
Issue : 01
CHAPTER 10
T-Rev : 01
EMERGENCY EQUIPMENT LIST 09 DEC 2022
SOP
A/319/320/321
EEL_VN-A582_221031

10.2-4
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
EEL_VN-A582_210318

10.2-5
Issue : 01
CHAPTER 10
T-Rev : 01
SOP
A/319/320/321
EEL_VN-A583_221031

10.2-5
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
EEL_VN-A583_210318

10.2-6
Issue : 01
CHAPTER 10
T-Rev : 01
SOP
A/319/320/321
EEL_VN-A584_VN-A587_221031

10.2-6
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
EEL_VN-A584_VN-A587_210318

10.2-7
Issue : 01
CHAPTER 10
T-Rev : 02
EMERGENCY EQUIPMENT LIST 04 JAN 2023
SOP
A/319/320/321
EEL_VN-A585_VN-A594_VN-A597_221031

10.2-7
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
EEL_VN-A585_VN-A594_VN-A597_210318

10.2-8
Issue : 01
CHAPTER 10
T-Rev : 01
SOP
A/319/320/321
ELL_VN-A586_221031

10.2-8
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
ELL_VN-A586_210318

10.2-9
Issue : 01
CHAPTER 10
T-Rev : 01
SOP
A/319/320/321
ELL_VN-A588_221103

10.2-9
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
ELL_VN-A588_210318

10.2-10
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
EEL VN-A589 & VN-A590_VN-A591_210318

10.2-11
Issue : 01
CHAPTER 10
T-Rev : 01
SOP
A/319/320/321
EEL_VN-A592 & VN-A593_221031

10.2-11
Issue : 01
CHAPTER 10
Revision : 03
EMERGENCY EQUIPMENT LIST 16 JUN 2020
SOP
A/319/320/321
EEL_VN-A592 & VN-A593_201105

10.2-12
Issue : 01
CHAPTER 10
T-Rev : 01
SOP
A/319/320/321
EEL_VN-A595_221031

10.2-12
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
EEL_VN-A595_210318

10.2-13
Issue : 01
CHAPTER 10
T-Rev : 02
EMERGENCY EQUIPMENT LIST 04 JAN 2023
SOP
A/319/320/321
EEL_VN-A226_VN-A596_ VN-A598_ VN-A599_221031

10.2-13
Issue : 01
CHAPTER 10
Revision : 05
SOP
A/319/320/321
EEL_VN-A226_VN-A596_ VN-A598_ VN-A599_210309

10.2-14
10 OCT 2022
A/319/320/321
EEL_VN- A222 & VN-A228_220907

10.2-2
10 OCT 2022
A/319/320/321

10.3-1
20 NOV 2018
SOP 10.3 Portable Oxygen
A/319/320/321
10.3 Portable Oxygen

General
Portable oxygen bottles are installed with oxygen masks that include a moulded
face-piece, re-breather bag and elastic restraining strap that are individually
wrapped for hygienic reasons. A supply tube is also provided.
Portable oxygen bottles can be used by passengers with breathing difficulties or
by cabin crew as a walk around bottle following a depressurization and an
emergency descent.
Portable oxygen bottles are not suitable for use during the fighting of an in-flight
fire because the masks have holes in the sides that allow cabin air to enter the
mask.
The portable oxygen cylinder is fitted with a HI outlet and a LO outlet, a
quantity/contents gauge and a yellow ON-OFF control knob.
The following table details flow rate and duration based upon oxygen bottle 100%
full:
Flow Rate Duration
Bottle Size (litres/min) (minutes)
HI LO HI LO
310 litre (passenger) 4 2 77 155
120 litre (crew) 4 2 30 60
Pre-Flight Check
During the pre-flight inspection of oxygen bottles the following should be
observed:
a) The bottle quantity/contents gauge indicates 3/4 full or 1500 psi;
b) The bottle is secured in its brackets;
c) The dust caps are in position;
d) There is no oil or grease on the fittings;
e) There is a mask taped to each bottle; and
f) There is a serviceable shoulder strap.

10.3-2
20 NOV 2018
A/319/320/321
Operation
a) Push aside or remove dust cover and insert metal connector of mask tube
into the HI outlet ensuring that it “clicks” into position;
b) Turn yellow control knob ON;
Note: With the yellow control knob ON, inserting the mask connector into one
of the two outlets starts the oxygen flowing. Removal of the mask connector
stops the oxygen flow.
c) After using oxygen turn yellow control knob OFF (finger tight) and remove
the mask connector.
SCOTT PORTABLE OXYGEN BOTTLE

10.3-3
20 NOV 2018
A/319/320/321
Precautions When Using Oxygen
When using a portable oxygen bottle the following precautions should be taken:
a) As oxygen promotes combustion there is to be no smoking within a 3 metres
radius of the passenger using oxygen (approximately 3 passenger rows
either side);
b) Ensure that the oxygen bottle fittings are free from any oil or grease as such
contaminants can cause combustion;
c) Turn the ON/OFF valve slowly and do not over tighten when closing;
d) Before putting on the mask wipe away any heavy lipstick or grease from the
mouth area;
e) Ensure tubing is not kinked and that oxygen is flowing (filling of re-breather
bag) before fitting the mask with an efficient seal to the passenger's face.
Some oxygen masks are fitted with a ‘green indicator flow valve’. When
oxygen is flowing to the mask, the indicator (normally clear or sometimes red)
will turn green;
f) If it is necessary to use a portable oxygen mask on an infant, reverse the
mask (nose part under the chin) and hold gently against the face. The re-
breather bag should be held vertically to ensure the free flow of oxygen;
g) Oxygen therapy is rarely detrimental to a patient and its value far outweighs
the very rare problems caused by its use. The passenger will normally be
able to advise the position in which he/she breathes easiest. If required and
available, cabin crew should seek assistance from a medically qualified
passenger(s); and
h) When the pressure gauge indicates less than 200 psi the valve should be
turned off and the bottle considered empty.

10.4-1
20 NOV 2018
SOP 10.4 Water (H2O) Fire Extinguisher
A/319/320/321
10.4 Water (H2O) Fire Extinguisher

General
Water (H2O) extinguishers are designed for extinguishing smouldering fabric or
waste fires and should NEVER be used on a fire originating from an electrical
source. Accordingly, water (H2O) extinguishers should never be used for a fire in
the galley area.
Pre-Flight Check
a) Ensure that the extinguisher is secured in its brackets;
b) The lock-wire seal is intact; and
c) That the CO2 cartridge is visible through the hole in the handgrip.
Note: If the locking wire is broken unscrew the handgrip by turning it anti-clockwise
and check the cartridge for puncture.
Operation
a) Remove from bracket;
b) Hold extinguisher upright;
c) Turn handle clockwise rapidly to the limit of its travel, breaking the locking
wire; and
d) Holding the extinguisher upright aim at the base of the fire and depress the
trigger with the thumb.

10.4-2
20 NOV 2018
SOP 10.4 Water (H2O) Fire Extinguisher
A/319/320/321
Precautions
a) Do not discharge directly at a person;
b) Do not use to fight a fire in the flight deck;
c) Do not drink contents in a survival situation.
WATER (H2O) FIRE EXTINGUISHER

10.5-1
20 NOV 2018
SOP 10.5 HALON Fire Extinguisher (Type 1)
A/319/320/321
10.5 HALON Fire Extinguisher (Type 1)

General
This type of fire extinguisher is designed for extinguishing electrical and
flammable liquid fires and is suitable for ALL types of fires in an aircraft.
The extinguishing agent is a vaporising liquid that interrupts the chemical reaction
taking place in the flames thereby extinguishing the fire. It is a colourless, non-
corrosive liquefied gas that can give off an acrid odour that can cause running of
the eyes and nose.
Pre-Flight Check
a) Check that the pressure indicator is positioned in the green range indicating
acceptable pressure charge; and
b) That the ring pin is in place with the seal intact.
c) Note: The extinguisher is serviceable even if the plastic seal of the ring pin is
broken, provided that the pressure gauge is in the green band.
Operation
b) Remove ringed safety pin from the lever and handle;
c) Hold the extinguisher upright with the fingers of one hand under the handle
and the thumb on the top of the lever. The other hand should be placed on
the bottom of the bottle to steady it if necessary; and
d) Aim the extinguisher at the base of the fire and press the lever down with the
thumb.
Note: Duration of discharge from the small size bottle is approximately six (6)
seconds and twelve (12) seconds from the large size bottle.

10.5-2
20 NOV 2018
A/319/320/321
Precautions
b) Discharge distance should be between 1.5 and 2 metres with an open fire in
the cabin. In the case of a fire in a confined space the extinguisher should be
held as close as possible.
HALON FIRE EXTINGUISHER (TYPE 1)

10.6-1
20 NOV 2018
A/319/320/321
10.6 HALON Fire Extinguisher (Type 2)

General
The extinguishing agent has the same properties as the HALON fire extinguisher
(Type 1) above.
Pre-Flight Check
Check the red indicator disc is in place and that the sealing wire is intact.
Note: If the red disc or sealing wire are missing the weight of the extinguisher
should be compared with a serviceable bottle to determine if the contents are still
intact. If not, the extinguisher must be replaced.
Operation
b) Raise safety catch on the back of the operating head by pushing up with the
thumb;
c) Grasp the operating handle and put the forefinger through the loop provided
at the same time firmly pressing the trigger at the back of the handle with the
heel of the hand;
d) Initial depression of the trigger will cause the red disc to fall out and a little
additional effort is required to break the sealing disc of the extinguisher;
e) Hold extinguisher at an angle within 600 of vertical position;
f) Firmly squeeze the actuation trigger; and
g) Ensure that the discharge nozzle head is pointing toward the fire before
operating.
Note: Duration of discharge is approximately thirteen (13) seconds.

10.6-2
20 NOV 2018
A/319/320/321
Precautions
b) Discharge distance should be between 1.5 and 2 metres with an open fire in
the cabin. In the case of a fire in a confined space the extinguisher should be
held as close as possible.
HALON FIRE EXTINGUISHER (TYPE 2)

10.7-1
20 NOV 2018
SOP 10.7 Protective Breathing Equipment (PBE)
A/319/320/321
10.7 Protective Breathing Equipment (PBE)

General
Protective breathing equipment (PBE) is a breathing apparatus designed to
protect the wearer's eyes and respiratory tract from the effects of smoke and toxic
fumes while fighting an in-flight fire.
The following general features apply to all types of PBE’s installed on Company
aircraft:
a) They are designed to enclose the head within an elastic neck seal and
provide for a minimum of 15 – 20 minutes (depending upon the manufacturer)
of breathable air from a chemical generator;
b) They can be worn by persons with glasses, jewelry, a beard or a hair bun;
c) They are installed with a neck shield (of varying length depending upon
manufacturer) that extends downward from the hood to protect the collar and
upper shoulder area; and
d) They have features that permit the wearer’s voice to be heard outside the
PBE.
Note: Excess make-up should be removed before donning a PBE as contact
between grease and oxygen can cause burns.
Wearer’s should be aware that although the head area is protected, the rest of
the body is not and the wearer should guard against a feeling of invincibility.
Company aircraft are installed with one of three types of protective breathing
equipment as detailed below.

10.7-2
20 NOV 2018
A/319/320/321
Puritan Bennett PBE
This PBE is a demand device which means that more strenuous the work the
more oxygen will be produced.
a) Pre-Flight Check:
1) Inspect that the PBE unit is visible through access door;
2) Confirm that the white tamper proof seals located at the top and
bottom of the access door are intact; and
3) Ensure that the foil pouch is in place and is not obviously expanded.
b) Operation:
1) Open the container by pulling the red handle. Pull the red tag to open
the foil pouch and pull out on the blue aural/nasal cone and remove
the hood;
2) Place both hands inside the neck seals, palms facing each other and
visor facing downward. Guide the hood over the head and down over
the face using the hands to shield the face and glasses from the blue
cone ensuring that hair clothing and jewelry is clear of the neck seal;
3) Using both hands pull the neck shield down over the collar and
shoulders; and
4) Grasp both adjustment straps at the lower corner of the visor and pull
forward simultaneously to activate the oxygen canister, then
backward to seal the cone over the nose and mouth. Oxygen will
inflate the hood.
5) If required, adjust glasses through the fabric, not through the neck
seal.
6) Note: The blue cone must be positioned high on the nose with a firm
seal otherwise fogging may occur.
7) If the hood begins to deflate and becomes hot and moist the oxygen
supply is depleted and the PBE must be removed.
c) Abnormal Operation
1) Failure of Starter Candle
If the starter candle fails to activate when the adjustment strap is pulled an
additional sharp pull on the strap may be adequate to actuate the device. If
the device still fails the hood will continue to function. Placing fingers into the
neck seal may be required to enable sufficient breathing volume until the
chemical generator begins supplying oxygen.
2) Loss of Neck Seal
The continued presence of strong irritating odours inside the hood that results
in eye and respiratory tract discomfort is an indication of an ineffective neck
seal. Ensure that the neck seal is in contact with the skin and that the seal is
not disrupted by hair or jewelry. If the condition persists or there is evidence of

10.7-3
20 NOV 2018
A/319/320/321
a tear in the neck seal, the wearer should quickly go to a safe area and remove
the hood and don an alternative unit.
d) Removal
1) Move away from fire and/or toxic fumes area;
2) Push adjustment buckles forward with thumbs to release straps;
3) Place both hands under neck seal and ease up over face;
4) Stow PBE in a safe dry place and allow it to cool; and
5) Brush hair with hands to break down any oxygen build up.
PURITAN – BENNETT PBE

10.7-4
20 NOV 2018
A/319/320/321
Dragger PBE
The oxygen canister can be activated by just breathing into the oral-nasal mask
but to start the chemical reaction by this method takes a few seconds, therefore
pulling the black quick-start toggle is the more immediate method of activation.
1) Check container seal is intact and the yellow serviceability indicator
is not broken; and
2) The container is not broken.
b) Operation:
1) Open container and remove foil bag containing the hood;
2) Pull red tear strip at top of foil bag and remove hood;
3) Place hood overhead ensuring that the breathing bag cover is to the
front over the chest;
4) Ensure that the neck seal is free of obstruction (e.g. hair, clothes
collar, etc.) and that the head harness is pulled down for a secure fit;
5) Fit oral-nasal mask securely to the nose and mouth and pull black
quick start toggle to activate; and
6) Fit tie strap around the waist.
c) Abnormal Operations:
If the hood collapses onto the head during inhalation or there is an increased
breathing resistance check the fitting of the oral-nasal mask as the cause
may be an incomplete respiration back to the breathing back due to leakage
or an empty oxygen source.
After correcting the fitment of the oral-mask check the equipment by making
five (5) deep breaths. If the collapsing of the hood or increased resistance
occurs again either the oxygen reserve has been used up or the hood is
defective and should be removed.

10.7-5
20 NOV 2018
A/319/320/321
d) Removal:
1) Move away from fire and/or toxic fumes area;
2) Release the tie strap;
3) Place both hands under neck seal and ease up over face;
DRAGER PBE

10.7-6
20 NOV 2018
A/319/320/321
Scott PBE
1) A date/month/year stamp should be visible, but set back through the
round inspection window.
2) Note: If the date/month/year stamp appears to be firmly pressed
against the inspection window, as if the inside of the container is
pressurized, the PBE should be further checked for serviceability.
3) If the vacuum sealed bag is soft and not tightly formed around the
hood, or if the humidity indicator inside the bag has changed colour
from blue to pink, the unit is unserviceable.
b) Operation:
1) Open the storage case by lifting the latch marked “LIFT” and remove
sealed unit from the storage case;
2) Grasp the red strip and tear open the sealed bag and remove the
PBE from bag;
3) Hold the hood and pack firmly against the body with one hand and
with the other hand pull the ring marked “PULL TO ACTUATE” in the
direction indicated. The unit will be actuated when the ring and the
pin pull free;
Note: A flow of oxygen should be audible, if not discard the unit.
4) Grip the hood around the neck seal edge with the oxygen pack away
from the body, bend forward from the waist and pull hood over the
chin, across the face and over the head. Stand upright and pull hood
down until the headband engages the forehead; and
5) Ensuring that hair, jeweler or clothing is clear of the neck seal in order
to make a tight seal around the neck pull the skirt of the hood fully
down over the chest and shoulders.
Note: It is normal to hear the sound of oxygen rushing into the hood, indicating
that the oxygen generator is operating correctly. Once the noise ceases move
to a safe area and immediately remove the hood. Heat is produced by the
generator and may cause minor discomfort inside the hood, but it is no cause
for alarm.
The generator pack should not be touched during and after operation due to
heat build-up.

10.7-7
20 NOV 2018
A/319/320/321
c) Removal:
1) Move away from the fire or toxic area; and
2) Pull the hood from the back forwards and over the head.
SCOTT PBE

10.8-1
20 NOV 2018
SOP 10.8 Life Vests
A/319/320/321
10.8 Life Vests

General
Life vests are carried on all Company aircraft and are normally stowed in a
container attached to the underside of the passenger seats.
The following section contains information on life vests from various
manufacturers that may be installed on Company aircraft.
Life vests installed on Company aircraft consist of the following components:
a) Pressurized cylinder(s) as the primary means of inflation, activated by pulling
on one or two (depending upon the number if chambers) red toggles that
hangs from the bottom of the vest;
b) A mouth inflation valve for secondary inflation that can be used to inflate the
life jacket by blowing into one or two (depending upon the number of
chambers) mouthpieces. The life jacket can be deflated by depressing the
pin in the center of the mouthpiece(s);
c) A whistle for attracting attention; and
d) A light, with a continuous life of approximately 20 hours that is connected to
a water sensitive battery and activated automatically immediately on contact
with water.
Life vests are designed to ensure that an unconscious or injured person will
automatically roll face upward in the water.

10.8-2
20 NOV 2018
SOP 10.8 Life Vests
A/319/320/321
Double Chamber Life Vest Operation
a) Remove vest from its stowage, tear off the plastic container and un-roll the
vest;
b) Put the vest over the head with the larger portion of it in the front over the
chest;
c) Secure the tapes around the waist by the clip(s) provided;
d) To inflate the vest, pull down firmly on both red toggles.
Note: Life vests worn by adults must not be inflated in the aircraft cabin. It
may be impossible for an adult wearing an inflated life jacket to evacuate
through a window exit. If a passenger is evacuating through a door exit the
jacket may be inflated just prior to leaving the aircraft.
Life vests worn by small children and persons incapable of inflating the life
jacket may be inflated at the exit area, just prior to leaving the aircraft.
DOUBLE CHAMBER LIFE VEST

10.8-3
20 NOV 2018
SOP 10.8 Life Vests
A/319/320/321
Single Chamber Life Vest Operation
a) Adult:
1) Remove vest from its stowage, tear off the plastic container and un-
roll the vest;
2) Put the vest over the head with the larger portion of it in the front over
the chest;
3) Secure the tapes around the waist and tie them in the front towards
the side of the body with double knots;
4) To inflate the vest, pull down firmly on the red toggle.
Note: Life vests worn by adults must not be inflated in the aircraft cabin. It
may be impossible for an adult wearing an inflated life jacket to evacuate
through a window exit. If a passenger is evacuating through a door exit the
jacket may be inflated just prior to leaving the aircraft.
Life vests worn by small children and persons incapable of inflating the life
jacket may be inflated at the exit area, just prior to leaving the aircraft.

10.8-4
20 NOV 2018
SOP 10.8 Life Vests
A/319/320/321
b) Use on a Child
1) Remove vest from its stowage, tear off the plastic container and un-
roll the vest;
2) Inflate the vest by pulling the red toggle;
3) Place vest over child’s head (partially deflate, if necessary);
4) Cross tapes at the back and tie in a single knot over the inflated life
vest and a double knot at the back.
SINGLE CHAMBER LIFE VEST (ADULT AND CHILD USE)

10.9-1
20 NOV 2018
SOP 10.9 Life Rafts
A/319/320/321
10.9 Life Rafts

General
Raft Features
The life raft is designed so that no matter which way up it inflates it can be
operated from that side. This is achieved by suspending the raft floor between
the two buoyancy chambers and duplicating equipment each side. The raft
weighs approximately 60 kg in its stowage position, and requires 15 seconds to
fully inflate.
The raft includes the following features:
a) A non-inflatable canopy, with an inflatable center mast and metal support
rods, which is stowed within the survival kit mounted in a sling on the side of
the raft;
b) A survival kit that also contains an emergency ration pack and a first aid kit
that contains items suitable for survivors of an aircraft ditching; and
c) Other items such as a life-line, a boarding stirrup, air pump, rescue quoit, sea
anchor and water activated lights, etc.
LIFE RAFT

10.9-2
20 NOV 2018
SOP 10.9 Life Rafts
A/319/320/321
Pre-Flight Check
Cabin crew are responsible to check that the unit is correctly stowed and
restrained against movement.
Launching Raft(s)
Following a ditching and when the required door exits are open, remove the raft(s)
from stowage. Roll or carry raft(s) to exits, using able bodied persons, as
necessary and:
a) Attach the retaining line to a metal section of the aircraft, e.g. a cabin crew
harness or a door hinge, then push the life raft into the water and allow it to
drift away from the door before inflating.
CAUTION: Do not attach the inflation line until the exit is open in case the
raft has to be relocated to another exit.
b) Inflate by pulling firmly on the inflation line, pulling from the end of the line,
followed by a second firm pull to ensure inflation of both chambers.
Note: Grasping the inflation line close to the raft as it is being launched may
cause it to inflate prematurely in the aircraft.
Fill the far end of the raft first, distributing the occupants evenly around the
life raft.
Always launch all available rafts, even if their capacity is in excess of aircraft
loading. Should urgency prevent the raft being launched before the
passengers leave the aircraft attempt to launch the rafts after
disembarkation.
During launching, boarding and tying the life rafts together be alert for
possible aircraft structural damage that could damage the rafts.
c) When the raft is filled proceed as follows:
1) Disconnect the raft retaining line or cut it with the knife provided;
2) Use the sea anchor to assist in maneuvering the raft clear of the
aircraft; and
3) Erect the canopy following the instructions in the raft manual.

10.9-3
20 NOV 2018
SOP 10.9 Life Rafts
A/319/320/321
To Erect Canopy
a) Remove fabric canopy/mast assembly and canopy rods from the survival kit
and insert canopy rods into the eyelets in each corner of the raft. One person
per rod should hold the rod securely in place;
b) Attach the mast to the raft floor with the clips provided and inflate mast with
the air pump;
c) Spread the canopy over raft with the zipper vent flap placard positioned
above the red stripe raft tube (boarding station);
d) The people holding the canopy rods should pull the canopy up and over the
rod tips, placing the tips into the holes in canopy and press firmly until they
snap into place;
e) Secure canopy rods and canopy with the tie provided; and
f) Adjust canopy sides for appropriate protection and inflate raft floor flotation
support using the air pump.

10.10-1
11 JUL 2022
SOP 10.10 Miscellaneous Safety Equipment
A/319/320/321
10.10 Miscellaneous Safety Equipment

Megaphone
Portable battery operated megaphones (loud hailers) are carried on board
Company aircraft to provide the means for cabin crew (and flight deck crew, if
necessary) to control passengers during evacuation when the PA system is
inoperative or to control passengers when outside the aircraft following an
evacuation.
The megaphone may be used in the cabin only in emergency situations when the
PA system has failed. It is not to be used for normal passenger briefing or for
making non safety related announcements.
The megaphone consists of a microphone, amplifier, battery, trumpet shaped
loud speaker and a carrying strap.
The following general rules apply to megaphone use:
a) When used inside the aircraft the megaphone should be pointed down the
central length of the cabin;
b) When used outside the aircraft announcements should be made and
repeated a number of times in different directions as the sound is emitted in
a narrow beam which is not easily audible on either side;
c) Speak slowly, calmly and do not shout as this can distort the speech.
Flashlight
This part is based on and comply with Flight Operations Manual FOM 8.3.1.20
and CCOM-A320-11 Emergency Equipment - Flashlights
All Company aircraft are fitted with flashlights that are located near cabin crew
seats and in the flight deck (Refer to 10.2 – Emergency Equipment Layout for
specific location and number of flashlights for specific aircraft). These flashlights
are for emergency use only. The flashlight is waterproof, but will not float and has
a wrist strap attached to the base. Descriptions and operation of different
flashlights type is listed below:
a) Applicable to: MSN 02934, 03010, 03902-05271, 09115-09132

10.10-2
11 JUL 2022
A/319/320/321
The aircraft is equipped with flashlights stored in brackets. The flashlights are
at all cabin crew stations and in the cockpit.
1) DESCRIPTION OF THE FLASHLIGHT

(i) The flashlight is battery-powered. The batteries are not
rechargeable.
(ii) The flashlight is water resistant and designed to float beam-up if it
falls into water.
(iii) The red LED on the flashlight indicates the status of the batteries
when the flashlight is stored or in use.
- The flashing intervals are less than 10 s : The batteries are OK,
the flashlight is operable.
- The flashing intervals are longer than 10 s: The batteries need
replacement, the flashlight is not reliably operable.
- The LED is off: The flashlight is inoperable.
(iv) Maximum operating time: 4 h.
2) HOW TO OPERATE THE FLASHLIGHT
(i) The flashlight comes on automatically when removed from the
bracket and goes off automatically when returned into the bracket.
b) Applicable to: MSN 03004, 03050-03453, 08195-08312
A lot of flashlights are installed throughout the aircraft.
1) DESCRIPTION
(i) The flashlight is powered by two D-size alkaline-manganese dioxide
cells. The flashlight-system is non-rechargeable.
(ii) The flashlight is water-resistant and designed to float beam-up if
dropped into water.

10.10-3
11 JUL 2022
A/319/320/321
2) OPERATIONAL REMOVAL OF THE FLASHLIGHT
(i) Hold the body of the flashlight.
(ii) Pull it from the retaining clip of the retention bracket.
(iii) The flashlight is activated by sliding the switch toward the beam end.
3) INSTALLATION OF THE FLASHLIGHT
(i) The flashlight must be returned to the OFF position before returning
to the bracket.
(ii) Hold the body of the flashlight.
(iii) Push the body of the flashlight into the retaining clip
c) Applicable to: MSN 09306-10372

A lot of flashlights are installed throughout the aircraft.
1) DESCRIPTION
(i) The flashlight system consists of:
- a flashlight with a white LED for the spot
- a retention bracket with a battery monitoring system.
(ii) The LED flashlight is water resistant and powered by a lithium-iron
battery pack. The LED flashlight is ON automatically, when removed

10.10-4
11 JUL 2022
A/319/320/321
from the retention bracket. The LED flashlight is OFF automatically,
when put into the retention bracket.
2) OPERATIONAL REMOVAL OF THE FLASHLIGHT
(ii) Pull it from the retaining clip of the retention bracket.
Note: If a tamper shield is installed the action of pulling the flashlight will
break the tamper shield.
3) INSTALLATION OF THE FLASHLIGHT
(ii) Push the body of the flashlight into the retaining clip.
4) Battery Monitoring System
(i) The purpose of the battery monitoring system is to check the
condition of the battery pack. When the flashlight is mounted in the
bracket, press the Push-to-Test pb.
(ii) A green LED indicates a normal battery level.
(iii) A red flashing LED indicates a battery replacement.
Note: If the LED flashes red every 10 s, the battery level has reached its
end of life.

10.10-5
20 NOV 2018
A/319/320/321
Heat Resistant Gloves

One set of heat resistant gloves are stowed in the flight deck and are to be used for
protection in the case of an in-flight fire.
Crash Axe
Company aircraft have a crash axe installed in the flight deck that can be used to
open panels in the case of an in-flight fire.
The handle is insulated to prevent electric shock if a cable is cut during fire
fighting.
First Aid Kit
There are first aid kits of varying sizes containing at least the following basic first
aid supplies that can be used in the case of a medical emergency:
a) Compressed Wound Dressings;
b) Bandages and splints;
c) Triangular bandages;
d) Adhesive strapping;
e) Tablets and medicines for head ache and other common ailments;
f) A pair of scissors, burn ointment and antiseptic swabs;
g) Latex gloves.
If an emergency first aid kit is opened, the Cabin Manager must submit a report
to the Cabin Crew Department outlining the circumstances requiring its use.
Additionally, an entry should be made in the Cabin Technical Log for the supply
of a replacement emergency first aid kit.
Medical Kit
Company aircraft engaged in long distance flights are fitted with a medical kit
containing specialized medical equipment provided only for the use of qualified
medical personnel travelling as passengers whose assistance may be sought in
the case of an in-flight medical emergency situation.
The medical kit contains the following items:
a) Sphygmomanometer;
b) Stethoscope;
c) Latex gloves;
d) Airways;
e) Syringes;
f) Tourniquet;
g) Various appropriate medications.

10.10-6
Issue : 01
CHAPTER 10
Revision : 06
SOP
A/319/320/321
If this medical kit is opened, the Cabin Manager must make an appropriate entry
in the Cabin Technical Log for the supply of a replacement medical kit.
AUTOMATED EXTERNAL DEFIBRILLATOR (AED)
a) General
1) Sudden cardiac arrest is an abrupt loss of heart function.
2) At the time of a sudden cardiac arrest, the most common underlying
cardiac rhythm is Ventricular Fibrillation (VF).
3) Cardiac arrest may also appear as other electrical rhythm Asystole.
4) AED is a lightweight, portable machine which can be used to stop
the irregular heart rhythm and try to restore the normal rhythm by
giving an electric shock (through chest to heart).
5) Non-medical personnel who have been properly trained to operate
AEDs can use them in medical emergency.
b) Requirement: aircraft should carry at least one AED on
1) Flight sectors of more than 5 hours;
2) Extended range operations; and
3) Other flight operations where alternate airports may not have
adequate emergency medical facilities.
c) Pre-Flight Check:
1) Correct location in cockpit.
2) The box is not damaged.
3) Pad expiry date.
4) Rescue Ready status indicator: Green.
5) WARNING Only advanced trained personnel who is familiar with the
operation may use the AED.

10.10-7
Issue : 01
CHAPTER 11
Revision : 06
ELECTRONIC FLIGHT BAG 11 JUL 2022
SOP
A/319/320/321
ELECTRONIC FLIGHT BAG

11.1-1
ELECTRONIC FLIGHT BAG Revision : 01
24 JUL 2019
SOP 11.1 GENERAL
A/319/320/321
11.1 GENERAL
a) Pilot will use applications in iPads for operational purposes. Details are as
following:
1) Jeppesen FD pro application for: enroute and terminal charts;
2) FlySmart application includes:
(i) Takeoff performance calculation
(ii) Landing performance calculation.
(iii) OLB (Operational Library Browser): The OLB application enables to
display the operational documentation. The operational
documentation contains Airbus issued manuals and/or operator
manuals (FCOM /MEL,…).
(iv) e-QRH: The e-QRH application is an EFB application that enables to
display and to manage the Airbus QRH (Checklists, Procedures, and
Operational Data, OEBs)
b) At overnight stop outside main base, the flight crew is responsible for his/her
iPad. The flight crew should ensure that his/her iPad is suitable for the next
sector.
c) Outside main bases: Pilots are responsible for checking iPad technical
status. One iPad must be operative. In case both iPads are inoperative,
paper documents are to be used. If the data is out of date, the pilots shall
request the assistance of flight dispatcher for the updated information or
documents.
d) iPad charging is allowed during cruise and on the ground with dedicated
electric outlet in the cockpit.
e) Pilot should check e-QRH effective date in EFB compared with paper QRH.
The newest one will be used for reference.
f) Pilots are NOT allowed
1) To make any changes in SETTING and IOS UPDADE to Company’s
iPad
2) To delete, copy or modify any file or application in the iPad database.
3) To use the iPad for gaming purpose.

11.2-1
24 JUL 2019
SOP 11.2 Normal Procedure
A/319/320/321
11.2 Normal Procedure

Refer to EFB Manual - Chapter 3 EFB Procedures For Flight Crew
Pre-Flight Check/ Preparation
a) EFB Preparation
IPAD ...................................................................................... ON (BOTH)
AUTOLOCK ..................................................................... NEVER (BOTH)
PASSCODE ................................................................. LOCKOFF (BOTH)
DATE & TIME ............................................................ CORRECT (BOTH)
BRIGHTNESS/DIMMING ................................................. CHECK (BOTH)
IPAD BATTERY .............................................................. CHECK (BOTH)
MOUNTING DEVICE ....................................................... CHECK (BOTH)
b) Check EFB data version:
AIRBUS FS+Manager ................................................... DISPLAY (BOTH)
Check all information about: server, username, password and click UPDATE
ALL, to verify “Version is already up-to-date”
JEPP FD-PRO ............................................................. DISPLAY (BOTH)
SETTING page ...............................................SHOW UPDATES (BOTH)
Then, both crewmembers crosscheck all the data.
PDF EXPERT Index version ............................................ CHECK (BOTH)
c) Check Airbus FlySmart Data:
Make sure that the FlySmart data versions are current as indicated in
relevant INTAP.
AIRBUS FS+ TakeOff .................................................. DISPLAY (BOTH)
MY FLIGHT page .................................... CHECK EFB VERSION (BOTH)
MY FLIGHT page .................................. INIT and CROSSCHECK (BOTH)
Each crewmember enters the following data:
ACFT TYPE, ACFT REGISTRATION, WEIGHT VARIANT (if any), FLT
NUMBER, FROM and TO airports.
Then, both crewmembers crosscheck all the data.
d) MEL/CDL Items Check (If Required)
AIRBUS FS+ OLB ........................................................ DISPLAY (BOTH)
Each crewmember should check in the MEL and CDL, the dispatch
conditions corresponding to the applicable MEL/CDL items.

11.2-2
16 JUN 2020
A/319/320/321
MEL/CDL ITEMS ...................CHECK DISPATCH CONDITIONS (BOTH)

MEL ITEMS .................................................................... SELECT (BOTH)
The selected MEL items are sent to the applicable performance modules.
CDL ITEMS .......................................................................... ADD (BOTH)
Complete the missing items.
The added CDL items are displayed on the applicable performance modules.
e) Loadsheet Generation
LIR ......................................................... RECEIVED/APPROVED BY PIC
AIRBUS FS+ LOADSHEET ......................................... DISPLAY (BOTH)
In the Loadsheet module, enter the selections in accordance with the
estimated departure conditions.
PRELIMINARY LOADSHEET .............. COMPUTE and XCHECK (BOTH)
Both Pilots cross check DOW/ DOCG with AHM 560.
ZFW/ ZFWCG, TOW/ TOCG, LW/ LCG must be crosschecked by both pilots.
If new revision of Loadsheet is required, modify the Loadsheet, recompute
and crosscheck.
FINAL DATA SHEET……………..…….RECEIVED/ CONFIRMED BY PIC
LOADSHEET ..............................GENERATE (BOTH) AND SEND (CM2)
Note: Crews send FINAL LOADSHEET prior all doors are closed
LOADSHEET DELIVERY CHECK (CM2), WAIT FOR RESPONSE FROM
THE SYSTEM
Check DELIVERY status in email. Without internet connection: check
OUTBOX
LOAD MANIFEST STATEMENT………………………………AS RQRD (PIC)
If no response from the system, PIC check outbox and fill LOAD MANIFEST
STATEMENT
If CG is out of limitation, flight crews advise load controller to adjust location
of pax or cargo/baggage. Load controller will provide new loading summary
and flight crew generate new loadsheet.
f) Preliminary Performance Determination
Both crewmembers compute the preliminary takeoff performance data in
accordance with the technical condition of the aircraft and/or any other
criteria that may impact the performance data (e.g. NOTAM, runway
condition, aircraft configuration).
AIRBUS FS+ TAKEOFF............................................... DISPLAY (BOTH)

11.2-3
24 JUL 2019
A/319/320/321
AIRFIELD DATA ............................................................. OBTAIN (BOTH)

Obtain airfield data that will be used for preliminary takeoff performance
computation.
PRELIMINARY TAKEOFF PERF......... COMPUTE and XCHECK (BOTH)
EFB/MCDU GREEN DOT...........................................COMPARED (CM2)
The CM2 compares Green Dot speed computed by the FMGS and the Green
Dot speed computed using the TAKEOFF application. A discrepancy
indicates a difference in the TOW used in both systems (EFB/FMGS).
Note: In the takeoff module, enter the selections in accordance with the
estimated departure conditions:
1) Select the runway. Modify the runway, as appropriate. Any NOTAM
affecting the airport data should be considered.
2) Enter the weather conditions (WIND, OAT, QNH, RWY COND),
check or enter the aircraft TOW (and T.O CG for A320 aircraft), and
the aircraft configuration (e.g. CONF, anti-ice, air conditioning, etc.).
3) For the aircraft status, check or select the MEL/CDL items, if any.
Launch the computation and crosscheck the results.
g) Flight Route
JEPP FD-PRO .............................................................. DISPLAY (BOTH)
WEATHER ...................................................................... CHECK (BOTH)
FLIGHT ROUTE................................. LOAD and CROSSCHECK (BOTH)

11.2-4
24 JUL 2019
A/319/320/321
Before Take-Off
a) Before Taxi
TAXI CHART ............................................................... DISPLAY (BOTH)
b) Before Line Up
SID CHART ................................................................. DISPLAY (BOTH)
En-Route Operations
a) After Takeoff/ Climb
ENROUTE CHART ...................................................... DISPLAY (BOTH)
AIRBUS FS+ OLB ..................................................................... AS RQRD
AIRBUS FS+ INFLIGHT............................................................ AS RQRD
JEPPESEN AIRWAY MANUAL ................................................ AS RQRD
b) Descent preparation, Landing Performance Determination
One of crewmembers computes the landing performance data in accordance
with the technical condition of the aircraft and/or any other criteria that may
impact the performance data (e.g. NOTAM, runway condition, aircraft
configuration).
AIRBUS FS+ LANDING ............................................... DISPLAY (BOTH)
IN-FLIGHT MODE.......................................................... OBTAIN (BOTH)
In the Landing module, enter the selections in accordance with the estimated
arrival conditions.
LANDING PERF ....................... COMPUTE (BOTH) and CROSSCHECK
c) Arrival Chart
JEPP FD-PRO ............................................................. DISPLAY (BOTH)
STAR CHART ............................................................... DISPLAY (BOTH)
APPR CHART .............................................................. DISPLAY (BOTH)

11.2-5
24 JUL 2019
A/319/320/321
Taxi in
TAXI .............................................................................. DISPLAY (BOTH)
a) Pilot who is not taxiing aircraft concentrates on navigation giving advice on
taxi route from airport diagram in iPad, including surface markings, heading,
direction information, speed and visual cues that are to be expected.
b) After parking
c) Close the EFB and JEPP FD-PRO application.
Post-flight
a) Upon completion of the flight, commander must return all reports and
attached files related to the flight (if any), which includes:
1) OFP
2) Auto land report
3) General pilot report
4) Dangerous goods incident report
5) Confidential report
6) PIREP report
7) Bird/ Animal trike information
8) Cabin safety report
9) Air traffic incident report
10) Occurrence report
b) Recharge iPad if continuing the flight.

11.3-1
24 JUL 2019
SOP 11.3 Non-normal procedure
A/319/320/321
11.3 Non-normal procedure
Refer to EFB Manual 3.5 EFB ABNORMAL PROCEDURES
Hardware failure
a) Preflight
1) At mainbase (HAN): request OCC staff to change another iPad.
2) Outside mainbase:
(i) If one iPad is failed:
Both pilots INDEPENDENTLY calculate take-off performance using the
operative Flysmart then cross-check the results before inserting into FMS.
(ii) If all iPads are failed: either personal iPad with up-to-date data is
used or paper documents would be used. The pilots shall request the
assistance of flight dispatcher for the updated information or printed
documents or waiting for iPad replacement.
3) Loadsheet
When 3G/4G and Wifi connection are not available, flight crew members fulfill
the result calculated from iPad in the LOAD MANIFEST STATEMENT form
then sign and hand it over to ground staff.
b) Inflight
1) If one iPad is failed:
The personal iPad with up-to-date database could be used (if available);
Note: eQRH is primary method, paper QRH is secondary method. The
discrepancy between these versions is one week updated.
2) If all iPads are failed:
Personal iPad with up-to-date data is used
If not, use the necessary information from FMS, OFP and QRHs. And request
the necessary information from ATC.

11.3-2
24 JUL 2019
SOP 11.3 Non-normal procedure
A/319/320/321
c) After flight
Using paper report forms
d) Mounting device abnormal case
1) Take-off:
If mounting devices are inoperative, iPads are still powered-on with the
appropriate chart displayed and stowed in checklist stowage before line-up
on the runway until 500 ft AGL.
2) Approach:
(i) For precision approach: Prior to 400ft AGL on final until a/c slows
down to taxi speed.
(ii) For non-precision approach: MDA+100 ft on final until a/c slows
down to taxi speed
3) In case of malfunction or loss of mounting device(s), crew has to
report to technical staff for correction or replacement.
4) In case of iPad’s mounting device failure:
(i) At main base: contact technical staff to fix or change the failed
mounting device.
(ii) Out of main base or the failed mounting device cannot be fixed or
changed:
If one iPad’s mounting device failed: The PF shall use the serviceable
mounting device and associated flight procedure. The PM shall apply the
procedure for flight without iPad’s mounting device.
If both ipad’s mounting device failed: Both pilots shall apply the procedure
for flight without iPad’s mounting device
Software failure
a) If one company iPad failed:
Both pilots INDEPENDENTLY calculate take-of performance using the
operative Flysmart then cross-check the results before inserting into FMS
b) If both company Flysmart failed:
Crew uses RTOW charts or requests the necessary performance parameters
from OCC/FOD.

12-1
Issue : 01
CHAPTER 12
Revision : 00
AIRCRAFT SYSTEMS 20 NOV 2018
SOP
A/319/320/321
AIRCRAFT SYSTEMS

12-2
Issue : 01
CHAPTER 12
Revision : 00
AIRCRAFT SYSTEMS 20 NOV 2018
SOP
A/319/320/321
Refer FCOM DSC for information on aircraft systems.

13-1
Issue : 01
CHAPTER 13
Revision : 00
TASK SHARING AND STANDARD CALLOUTS 20 NOV 2018
SOP
A/319/320/321
TASK SHARING AND STANDARD

CALLOUTS

13-2
Issue : 01
CHAPTER 13
Revision : 00
TASK SHARING AND STANDARD CALLOUTS 20 NOV 2018
SOP
A/319/320/321
NOTE: Items marked with (*) are the only steps to be completed after a
transit stop without flight crew changes. Otherwise, a new flight crew
performs all the items.
Furthermore, all items must be completed in the following cases:
a) Last Checklist performed was the “Secure aircraft checklist”
b) Between the flights, the aircraft is off the power.
c) Aircraft is back on the line after maintenance.
This Task sharing is normally performed by Pilot’s memory.

1
1 TASK SHARING AND STANDARD CALLOUTS Revision : 05
16 DEC 2021
SOP 13.1 STANDARD CALLOUTS
A/319/320/321
GENERAL
a) The PIC is responsible for safety exterior inspection/ exterior walkaround, he
may request for other captain as relief crew to carry out the safety exterior
inspection (refer FOM 4.2 for PIC designation).
b) During the safety exterior inspection/exterior walkaround, the PIC must wear
the safety vest/jacket.
c) After finishing the safety exterior inspection/ exterior walkaround, the PIC
who carries out the inspection/walkaround must notify the crew member by
a standard call: “the exterior walkaround check completed”. If any unusual
conditions are suspected, a detail situation must be briefed between all crew
members before giving the solution.
d) For cold weather operation, refer FCOM PRO-NOR-SUP-ADVWXR for
additional information.
13.1 STANDARD CALLOUTS
a) During any phase of flight during normal, abnormal and emergency situation,
landing gear, wing flaps, speedbrakes and changes to the AFM/FMS and
radio navigation aids must be announced and crosschecked by both pilots.
b) Summary for each cases:
Standard Callouts
This part is based on and comply with Vietnam Aviation Regulations (VAR-12.167
(b)(5))
a) During any phase of flight, any aircraft configuration changes (landing gear,
flaps, speed brake, parking brake) must be announced and crosschecked by
both pilots.
b) If crew need to take headset Off during the flight, call out “LOUDSPEAKER
HIGH, HEADSET OFF” is required.
FUEL ORDER
EVENT CM1 GROUND MECH
After arriving at the HOW MUCH FUEL DO YOU

parking stand or before NEED?
the first sector of the
crew, communication
between cockpit crew
and ground mechanic
established via REQUEST ___ TONS/ KGS
interphone OF FUEL
Confirm the fuel CONFIRM REQUESTING ___

request TONS/ KGS OF FUEL?

2
1 TASK SHARING AND STANDARD CALLOUTS Revision : 05
16 DEC 2021
A/319/320/321
AFFIRM ___ TONS/ KGS OF

FUEL
COCKPIT FROM GROUND,

CONFIRM YOU HAVE
___TONS/ KGS OF FUEL ON
After refueling BOARD AS REQUESTED?
AFFIRM, WE HAVE ___
TONS/ KGS OF FUEL ON
BOARD

3
TASK SHARING AND STANDARD CALLOUTS Revision : 06
11 JUL 2022
A/319/320/321
PRELIMINARY COCKPIT PREP
EVENT CM1 CM2
After checking onboard ONBOARD DOCUMENTS

CHECKED
document CHECKED
THE EXTERNAL WALK

After exterior walk
AROUND CHECK CHECKED
around
COMPLETED
COCKPIT PREP
EVENT CM1 CM2
Security check before COCKPIT SECURITY

CHECKED
boarding CHECKED
COCKPIT PREPARATION C/L

After departure briefing
performed COCKPIT PREPARATION C/L
COMPLETE
TO REMOVE GROUND SUPPLY
EVENT CM1 GND MECH
Refer to FCOM PRO-NOR-SOP-90 – Standard callouts, Summary for each phase
BEFORE ENGINE START/PUSH BACK
EVENT CM1 CM2
_ DEPARTURE (SID name)

After ATC clearance
CHECKED _ FEET/FL, HDG _(if any)
obtained and set
TRANSPONDER __
BEFORE START C/L

After start up clearance
received BEFORE START C/L
COMPLETE

4
16 DEC 2021
A/319/320/321
Communication between cockpit crew and ground headset operator for before, during
pushback and startup
TO PRESSURIZE HYDRAULIC
EVENT CM1 HEADSET OPERATOR
GROUND, FROM COCKPIT

COCKPIT, FROM GROUND
Hydraulic
pressurization REQUEST TO
PRESSURIZE CLEAR TO PRESSURIZE
HYDRAULIC HYDRAULIC
EVENT CM1 HEADSET OPERATOR
NON PUSH BACK START

When the flight crew GROUND, FROM COCKPIT
and headset operator COCKPIT, FROM GROUND
are ready to start
engines ARE YOU READY TO
START ENGINES? CONFIRM BRAKES ARE
SET
BRAKES SET
CLEAR TO START
ENGINES
STARTING ENGINE
NUMBER X CLEAR TO START NUMBER
X
N1 ROTATION
CHECKED
Repeat above sequence for other engine
After start START COMPLETE,

CLEAR TO
DISCONNECT, HAND
SIGNALS ON THE
LEFT/RIGHT SIDE DISCONNECTING, HAND
SIGNALS ON THE

5
16 DEC 2021
A/319/320/321
LEFT/RIGHT SIDE
PUSH-BACK START
When the flight crew GROUND, FROM COCKPIT

request pushback but COCKPIT, FROM GROUND
ground personnel are not
ready ARE YOU READY FOR
PUSHBACK AND START-
UP?
NEGATIVE, STANDBY FOR
PUSHBACK
When the flight crew and GROUND, FROM COCKPIT

headset operator are COCKPIT, FROM GROUND
ready for push back
CLEAR FOR PUSHBACK
FACING ... (DIRECTION) PUSHBACK FACING ...,
RELEASE BRAKES.
BRAKES RELEASED
COMMENCING PUSHBACK,
CLEAR TO START
ENGINES.
STARTING ENGINE
NUMBER X CLEAR TO START NUMBER
X
N1 ROTATION
CHECKED
Repeat above sequence for other engine
Upon completion of a COCKPIT, FROM GROUND,

normal pushback PUSHBACK COMPLETE,
SET BRAKES
BRAKES SET
After start START COMPLETE,

CLEAR TO
DISCONNECT, HAND
SIGNALS ON THE
LEFT/RIGHT SIDE DISCONNECTING, HAND
SIGNALS ON THE
LEFT/RIGHT SIDE

6
16 DEC 2021
A/319/320/321
ENGINE START WITH EXTERNAL PNEUMATIC POWER
The headset operator will GROUND, FROM COCKPIT

advise the flight crew COCKPIT, FROM GROUND
when the required
services are available THE AIR STARTER
and co-ordinate CONNECTED, STANDING
connection and removal BY FOR ENGINE
of equipment READY TO START
ENGINES. SUPPLY
PNEUMATIC
PNEUMATIC PRESSURE IS
AVAILABLE
STARTING ENGINE
NUMBER X
CLEAR TO START NUMBER
X
N1 ROTATION
CHECKED
After starting Engine ENGINE NUMBER X

number X START COMPLETED,
REMOVE THE AIR
STARTER, GPU
THE AIR STARTER, GPU IS
REMOVING
After the Air starter/ GPU removed, the headset operator will advise the flight crew that he
is ready for start or pushback and they will perform Non push back start or Push back
start procedure as practicable
Ref FCOM PRO-NOR-SOP-90 Standard callouts
PUSH BACK/ENGINE START
EVENT CM1 CM2
Ref FCOM PRO-NOR-SOP-90 Standard callouts
AFTER ENGINE START
EVENT CM1 CM2
Refer to FCOM PRO-NOR-SOP-90 –Standard callouts, Summary for each phase

7
11 JUL 2022
A319/320/321
TAXI
EVENT CM1 CM2
When taxi
CLEAR LEFT SIDE CLEAR RIGHT SIDE
clearance obtained
STRAIGHT AHEAD/
Taxi route
review/identify FIRST/SECOND/THIRD…LEFT/RIGHT
CHECKED/CONFIRMED
Brake transfer
check
Refer to FCOM PRO-NOR-SOP-90
Flight control check
When cabin report CABIN READY

obtained/checked CHECKED
After T.O CONFIG
p/b pressed and TAXI C/L
cabin report TAXI C/L COMPLETE
received
DEPARTURE CHANGE
EVENT CM1 CM2
When the Revised DEPARTURE CHANGE C/L

Takeoff Briefing is DEPARTURE CHANGE C/L
Completed COMPLETE
BEFORE TAKEOFF
EVENT CM1 CM2
When line up CABIN CREW, SIT FOR TAKE

clearance obtained OFF
Before entering RWY RWY… IDENTIFIED CHECKED
FINAL/RWY CLEARED RWY/FINAL CLEARED
Just before entering the LINE UP C/L

T.O Runway LINE UP C/L COMPLETE

8
11 JUL 2022
A319/320/321
TAKEOFF/CLIMB
EVENT PF PM
When both pilots ready TAKEOFF
When both engine
thrust stabilized at
50% N1 STABILIZED
(or 1.05 EPR) CHECKED
When Takeoff Thrust

Read FMA changes
lever set CHECKED
Before passing 80 Kt
At 100 Kt
At V1
Refer to FCOM PRO-NOR-SOP-90 – Standard callouts,
At VR Summary for each phase
Gear retraction
If AP is engaged by
PM
TRANSITION ALT
SET STD
At transition altitude STD SET. CROSSCHECK

PASSING FL _.NOW.
CHECKED.
PLUS /MINUS_FT (if any)
RVSM operation
At FL_ (before RVSM) PASSING FL_ NOW.
(FL200 is preferred) CHECKED.
PLUS /MINUS_FT (if any)
At TOC (cruise CRUISING FL__ CHECK.
altitude) and at interval
of one hour in cruise CHECKED.
Check PFD altitude PLUS /MINUS_FT (if any)
indication of ADR1 and
ADR2

9
11 JUL 2022
A319/320/321
DESCENT
EVENT PF PM
At FL200 or TOD (if

CABIN CREW, DESCENT ONE
cruising below FL200)
AT 10000 FT CABIN CREW, DESCENT TWO
Below 10.000 ft AAL and APPROACH C/L

Altimeter Set APPROACH C/L COMPLETE
SET QNH/ QFE_

QNH/ QFE_ SET.
At transition level CROSSCHECK PASSING _ FT.
NOW.
CHECKED,
PLUS/MINUS_FT (if any)
APPROACH AND LANDING
EVENT PF PM
Approach check list Refer to FCOM PRO-NOR-SOP-90 – Standard callouts,

Summary for each phase.
Activation of approach
phase PM announces the attitude deviation until landing.
When RA value is CHECKED RADIO ALTIMETER ALIVE

appeared (2500ft)
Final approach slope _DME , _ FT, PASSING NOW.

check against
_ FT HIGH /LOW.
ALT/DME table (if
available, for NPA) or ON SLOPE
When aircraft in CABIN CREW, SIT FOR

Landing Config LANDING
LANDING C/L
Landing check list
LANDING C/L COMPLETE
1000ft
1000 ft above airport
LANDING
elevation
RWY……Stabilized/Un-stabilized

10
11 JUL 2022
A319/320/321
(If un-stabilized), GA Flap

CHECKED/ Flap_
500ft (if visual

approach or circling Stable
approach)
100 ft above DA/MDA

At DA/MDA with no Summary for each phase.
visual reference
PM will monitor and make callout if Auto Callout does not work
At DA/MDA with visual properly.
reference
At 100ft above airport

HEAD/TAIL/CROSS-WIND _Kt
elevation
After touch down

Deceleration Summary for each phase.
At 70 Kt
Auto brake MANUAL BRAKING

disconnection AUTO BRAKE OFF
DISCONTINUED APPROACH
EVENT PF PM
Refer to FCOM PRO-NOR-SOP90 – Standard callouts, Summary for each phase
GO AROUND
EVENT PF PM
Refer to FCOM PRO-NOR-SOP-90 – Standard callouts, Summary for each phase

11
11 JUL 2022
A319/320/321
AFTER LANDING
EVENT CM1 CM2
AFTER LANDING C/L

Check list
AFTER LANDING C/L COMPLETE
STRAIGHT AHEAD/
When taxi clearance
FIRST/SECOND/THIRD…LEFT/RIGHT
obtained
CHEKED/CONFIRMED
Approaching to GATE….A319/A320/A321
parking bay/gate, IDENTIFIED
identify and confirm
gate number and CHECKED
type of aircraft on
VDGS.
PARKING
EVENT CM1 CM2
Refer to FCOM PRO-NOR-SOP-90– Standard callouts, Summary for each phase
SECURING THE AIRCRAFT
EVENT CM1 CM2
Refer to FCOM PRO-NOR-SOP-90– Standard callouts, Summary for each phase
ADDITIONAL CALLOUTS:
GEAR CALLOUTS
CALLOUT REMARK
PF “GEAR UP (DOWN)”
PM “GEAR UP (DOWN)” PM selects the L/G lever position and replies after cheking
the red lights on the LDG GEAR indicator to confirm

12
10 OCT 2022
A319/320/321
FLAPS’ CALLOUTS
CALLOUT REMARK
PF “FLAPS ONE”
PM “SPEED PM check the speed:
CHECKED” - Above the S or F speed and
accelerating (Takeoff)
- Below VFE next and decelerating
(Approach)
“FLAPS ONE”
PM selects the FLAPS lever position and replies after checking
the blue number on the ECAM flaps indicator to confirm the
correct selection has been made.
SPEEDBRAKES CALLOUTS
CALLOUT REMARK
PF “SPEEDBRAKE PF extend or retract the speedbrake as required
EXTEND/ RETRACT”
PM “CHECKED”
FCU CALLOUTS
CALLOUT REMARK
PF “SPEED/ MACH __ SET”
“ALTITUDE/ FL __ SET”
“HEADING/ TRACK __ SET”
“VERTICAL SPEED/ FPA__
SET”
PM “CHECKED”
RADIO NAVIGATION AIDS CALLOUTS:
CALLOUT REMARK
PF “SET VOR/NDB__
(name or frequency)”
PM “CHECKED” PM crosscheck name, frequency, bearing, distance on
PROG page and ND display

13
12 MAR 2021
A319/320/321
Non-Normal Procedures’ Standard Call-Outs

13.1.3.1 ECAM Procedures phraseology
a) “I HAVE CONTROL AND (RADIO) COMMUNICATION, ECAM ACTION” is
commanded by PF when required.
b) “ECAM ACTIONS COMPLETE, YOU HAVE CONTROL, I HAVE (RADIO)
COMMUNICATION” is the announcement by the PM that all applicable
actions have been completed.
13.1.3.2 Rejected takeoff and emergency evacuation
a) After aircraft stops with parking brake ON, Captain makes PA:
1) “COCKPIT SPEAKING, CABIN CREWS TO YOUR STATION”
2) If evacuation is not required, Captain makes PA: “PASSENGERS
AND CABIN CREWS REMAIN SEATED”
3) When ready for evacuation, Captain makes PA: “EVACUATE,
EVACUATE!”
13.1.3.3 Turbulence, wake turbulence and adverse weather conditions
a) In case of Moderate to severe turbulence, the flight crew makes a PA
announcement: “COCKPIT SPEAKING, TURBULENCE, SIT AND
FASTENED”.
13.1.3.4 Emergency descent
a) The Captain makes the following PA announcement: “COCKPIT SPEAKING,
EMERGENCY DESCENT”
b) The use of oxygen masks is no longer require: Captain makes PA: “MASK
OFF, MASK OFF”
c) The PM should call “2000 FEET TO GO” and “1000 FEET TO GO” when
aircraft is approaching level off altitude.
13.1.3.5 Prepared emergency landing
a) Captain makes PA: “COCKPIT SPEAKING, CABIN MANAGER TO
COCKPIT”.
13.1.3.6 “Brace” Instructions
a) At approximately 2000 FT: PM makes PA :
“CABIN CREW SIT FOR LANDING”
b) At 500 FT AGL, PM makes PA: “BRACE, BRACE”
13.1.3.7 Crew incapacitation
The flight crew makes PA: “COCKPIT SPEAKING, CABIN MANAGER TO
COCKPIT”.

14
Issue : 01
CHAPTER 13
Revision : 04
TASK SHARING AND STANDARD CALLOUTS 12 MAR 2021
SOP
A/319/320/321
13.1.3.8 Security Situation

Cabin crew makes emer/normal Call: “THIS IS.....(Security password).
PLEASE UNLOCK THE DOOR”.

13.2-1
TASK SHARING AND STANDARD CALLOUTS T-Rev : 01
09 DEC 2022
SOP 13.2 TASK SHARING
A319/320/321
13.2 TASK SHARING

NOTE: Items marked with (*) are the only steps to be completed after a
transit stop without flight crew changes. Otherwise, a new flight crew
performs all the items.
Furthermore, all items must be completed in the following cases:
a) Last Checklist performed was the “Secure aircraft checklist”
b) Between the flights, the aircraft is off the power.
c) Aircraft is back on the line after maintenance.
This Task sharing is normally performed by Pilot’s memory.
SAFETY EXTERIOR INSPECTION

a) Safety exterior inspections ensure that the external environment of the
aircraft are safe for operation. When the flight crew arrives at the aircraft, they
must check for, or be informed of any obstruction near the aircraft,
engineering activity or refueling activity, etc.
CM1 CM2
* WHEEL CHOCKS ........................................................ CHECK
* L/G DOORS ............................................... CHECK POSITION
* APU AREA ................................................................... CHECK

13.2-1
10 OCT 2022
A319/320/321
13.2 TASK SHARING

SAFETY EXTERIOR INSPECTION
a) Safety exterior inspection of aircraft is limited to certified staff or the PIC who
has achieved a required level of practical experience and training relating to
the specific tasks below.
b) Safety exterior inspections ensure that the external environment of the
aircraft are safe for operation. When the flight crew arrives at the aircraft, they
must check for, or be informed of any obstruction near the aircraft,
engineering activity or refueling activity, etc.
CM1 CM2
* WHEEL CHOCKS ........................................................ CHECK
* L/G DOORS ............................................... CHECK POSITION
* APU AREA ................................................................... CHECK

13.2-2
04 JAN 2023
A/319/320/321
PRELIMINARY COCKPIT PREPARATION

CM1 CM2
ONBOARD DOCUMENT .......................................... CHECK
ENG 1,2 MASTER LEVERS ............................. CHECK OFF
ENG MODE selector ..................................... CHECK NORM
* WEATHER RADAR ......................................................OFF
* WINDSHEAR/ PWS sw ............................................OFF
L/G lever ....................................................... CHECK DOWN
Both WIPERS selectors ..................................................OFF
BAT ................................................................ CHECK/AUTO
EXT PWR pb......................................................... AS RQRD
RMP ........................................................... CHECK ON/ SET
APU FIRE TEST .................................................. PERFORM
APU ........................................................................... START
When the APU is AVAIL:
* EXT PWR pb ...................................................... AS RQRD
AIR COND panel ............................................................. SET
* ALL IR MODE selector .......................................................... NAV
Refer to Pro-Nor-Sop-06 P2/24 for ADIRS operation.
To avoid damage on RTLU mechanical stop, the
SLATS/FLAPS should be retracted before all ADIRS
are set to OFF simultaneously
*COCKPIT LIGHTS ............................................... AS RQRD *COCKPIT LIGHTS................................................... AS RQRD
ALL EFB ....................................................................... START ALL EFB ........................................................................ START
EFB/ eQRH Version .................................................. CHECK EFB/ eQRH Version ...................................................CHECK
AIRCRAFT ACCEPTANCE:
* RCL pb ............................................................... PRESS 3s
* TECHNICAL LOGBOOK AND MEL/ CDL ITEMS ... CHECK
* AIRCRAFT CONFIGURATION SUMMARY ............ CHECK
* OEB ........................................................................ CHECK
* AIRCRAFT ACCEPTANCE ............................... PERFORM
PRELIMINARY PERFORMANCE DETERMINATION

* AIRFIELD DATA .................................................... OBTAIN * AIRFIELD DATA ......................................................... OBTAIN
If the LOADSHEET application is used: If the LOADSHEET application is used:
*PRELIMINARY LOADING ... COMPUTE/ CROSSCHECK *PRELIMINARY LOADING ... COMPUTE/ CROSSCHECK
* MEL /CDL ITEMS .............................. CHECK ACTIVATED * MEL /CDL ITEMS ............................... CHECK ACTIVATED
* PRELIM T.O PERF ...............COMPUTE & CROSSCHECK * PRELIM T.O PERF .............. COMPUTE & CROSSCHECK
* ECAM OXY PRESS / HYD QTY/ ENG OIL QTY .... CHECK
FLAPS .................................................... CHECK POSITION
* SPD BRK lever ................... CHECK RET AND DISARMED

13.2-2
11 JUL 2022
A/319/320/321
PRELIMINARY COCKPIT PREPARATION

CM1 CM2
ONBOARD DOCUMENT .......................................... CHECK
ENG 1,2 MASTER LEVERS ............................. CHECK OFF
ENG MODE selector ..................................... CHECK NORM
* WEATHER RADAR ......................................................OFF
* WINDSHEAR/ PWS sw ............................................OFF
L/G lever ....................................................... CHECK DOWN
Both WIPERS selectors ..................................................OFF
BAT ................................................................ CHECK/AUTO
EXT PWR pb......................................................... AS RQRD
RMP ........................................................... CHECK ON/ SET
APU FIRE TEST .................................................. PERFORM
APU ........................................................................... START
When the APU is AVAIL:
* EXT PWR pb ...................................................... AS RQRD
AIR COND panel ............................................................. SET
* ALL IR MODE selector .......................................................... NAV
Refer to Pro-Nor-Sop-06 P2/24 for ADIRS operation.
To avoid damage on RTLU mechanical stop, the
SLATS/FLAPS should be retracted before all ADIRS
are set to OFF simultaneously
*COCKPIT LIGHTS ............................................... AS RQRD *COCKPIT LIGHTS................................................... AS RQRD
ALL EFB ....................................................................... START ALL EFB ........................................................................ START
EFB/ eQRH Version .................................................. CHECK EFB/ eQRH Version ...................................................CHECK
AIRCRAFT ACCEPTANCE:
* RCL pb ............................................................... PRESS 3s
* TECHNICAL LOGBOOK AND MEL/ CDL ITEMS ... CHECK
* AIRCRAFT CONFIGURATION SUMMARY ............ CHECK
* OEB ........................................................................ CHECK
* AIRCRAFT ACCEPTANCE ............................... PERFORM
PRELIMINARY PERFORMANCE DETERMINATION

* AIRFIELD DATA .................................................... OBTAIN * AIRFIELD DATA ......................................................... OBTAIN
If the LOADSHEET application is used: If the LOADSHEET application is used:
*PRELIMINARY LOADING ... COMPUTE/ CROSSCHECK *PRELIMINARY LOADING ... COMPUTE/ CROSSCHECK
* MEL /CDL ITEMS .............................. CHECK ACTIVATED * MEL /CDL ITEMS ............................... CHECK ACTIVATED
* PRELIM T.O PERF ...............COMPUTE & CROSSCHECK * PRELIM T.O PERF .............. COMPUTE & CROSSCHECK
* ECAM OXY PRESS / HYD QTY/ ENG OIL QTY .... CHECK
FLAPS .................................................... CHECK POSITION
* SPD BRK lever ................... CHECK RET AND DISARMED

13.2-3
04 JAN 2023
A/319/320/321
* ACCU/BRAKE PRESS ........................................... CHECK

* PARKING BRAKE handle .............................................. ON
ALTN BRAKING CHECK ...................................... AS RQRD
Refer FCOM PRO-NOR-SOP-04
EMER EQPT ............................................................. CHECK
Refer FCOM PRO-NOR-SOP-04. Also check the AED
if equipped
Note: On an aircraft after it has been left unattended by
the flight crew, verify again the Emergency Equipment.
RAIN REPELLENT ............................................... CHECK
C/B panels ................................................................ CHECK
*GEAR PINS and COVERS ... CHECK ONBOARD/STOWED
* EXT WALK AROUND ........................................ PERFORM

13.2-3
11 JUL 2022
A/319/320/321
* ACCU/BRAKE PRESS ........................................... CHECK

* PARKING BRAKE handle .............................................. ON
ALTN BRAKING CHECK ...................................... AS RQRD
Refer FCOM PRO-NOR-SOP-04
EMER EQPT ............................................................. CHECK
Refer FCOM PRO-NOR-SOP-04. Also check the AED
if equipped
Note: On an aircraft after it has been left unattended by
the flight crew, verify again the Emergency Equipment.
RAIN REPELLENT ............................................... CHECK
C/B panels ................................................................ CHECK
*GEAR PINS and COVERS ... CHECK ONBOARD/STOWED
* EXT WALK AROUND ........................................ PERFORM

13.2-4
10 OCT 2022
A/319/320/321
COCKPIT PREPARATION
CM1 CM2
OVER HEAD PANEL
* ALL WHITE LIGHTS ..............................................................OFF
All white lights are OFF except the Fuel Pumps and
MAINTENANCE panel
Fuel Pumps ON after completion of refueling
* RCDR GND CTL ......................................................................ON
CVR TEST pb ..................................................................... PRESS
CAPT & PURS / CAPT sw .................................................... CAPT
EXTERIOR LIGHTS ................................................................. SET
* SIGNS ................................................................................... SET
PROB/WINDOW HEAT......................................................... AUTO
LDG ELEV .............................................................................. AUTO
* PACK / ECON FLOW................................................... AS RQRD
ELEC panel ......................................................................... CHECK
BAT ...................................................................................... CHECK
ENG FIRE ................................................................ CHECK/TEST
AUDIO SWITCH ...................................................................NORM
VENT panel ......................................................................... CHECK
PA (3rd occupant) ............................................................. RECEPT
MAINT PANEL .................................................................... CHECK
CTR INSTRUMENT PANEL:
* STBY/ ISIS INSTRUMENTS ........................................... CHECK
* CLOCK ............................................................. CHECK/ ADJUST
* A/SKID N/W STRG................................................................. SET
PEDESTAL:
ACP ..................................................................................... CHECK
COCKPIT DOOR ................................................................ CHECK
SWITCHING PANEL ............................................................NORM
* THRUST LEVERS ..................................................CHECK IDLE
* ENG MASTER LEVERS ......................................... CHECK OFF
* ENG MODE selector ........................................... CHECK NORM
*PARK BRK..................................................................... AS RQRD
GRAVITY GEAR EXTN .................................... CHECK STOWED
*ATC ....................................................................................... STBY
* NAV CHARTS CLIPBOARD .......................................PREPARE * NAV CHARTS CLIPBOARD....................................... PREPARE

* FMS .............................................................................. PREPARE
* FMS PREPARATION ........................................ CROSS CHECK
*When both flight crewmembers are seated:
GLARESHIELD: GLARESHIELD:
* BAROMETRIC REFERENCE ............ SET/ CROSSCHECK * BAROMETRIC REFERENCE .................. SET/ CROSSCHECK

13.2-5
10 OCT 2022
A/319/320/321
Note: Pilot should use QNH reference for takeoff (if applicable) Note: Pilot should use QNH reference for takeoff (if applicable)
* FD..................................................................... CHECK ON * FD ............................................................................... CHECK ON
* LS/ ILS ........................................................ AS REQUIRED * LS/ ILS.................................................................. AS REQUIRED
* ND mode and range ..................................................... SET * ND mode and range ............................................................... SET
* VOR / ADF selector ............................................ AS RQRD * VOR / ADF selector ...................................................... AS RQRD
* FCU ......................................................................................... SET
LATERAL CONSOLE: LATERAL CONSOLE:

OXYGEN MASK ..................................................................... TEST OXYGEN MASK .....................................................................TEST
INSTRUMENT PANEL: INSTRUMENT PANEL:
PFD –ND brightness ......................................................... ADJUST PFD –ND brightness ..........................................................ADJUST
LOUD SPEAKER knob ............................................................ SET LOUD SPEAKER knob............................................................. SET
* PFD –ND .......................................................................... CHECK * PFD –ND........................................................................... CHECK
* IRS ALIGN ........................................................................ CHECK * LDG ELEV (ECAM) .............................................. CHECK AUTO
* ECAM STATUS ................................................................ CHECK
FOB ..................................................................................... CHECK FOB ..................................................................................... CHECK
* DEPARTURE BRIEFING ....................... PERFORM
COCKPIT PREPARATION C/L .................................. COMPLETE COCKPIT PREPARATION C/L ................................. COMPLETE

13.2-6
11 JUL 2022
A/319/320/321
BEFORE PUSHBACK OR START

This part is based on and comply with FOM 8.2.1
CM1 CM2
FLIGHT DOCUMENTS.…………CHECK & SIGN /ACCEPTANCE CONFIRM (PIC)
FINAL LOADSHEET ....................... COMPUTE, X-CHECK & SEND
Refer to Portable EFB Manual 3.4, SOP 6.7 (d) & 11.2
FOB .......................................................................... CHECK FOB .................................................................................... CHECK

FMS TO DATA ......................... CHECK / REVISE AS RQRD REVISED FMS TO DATA............................................... XCHECK
ATC CLEARANCE .................................................... CHECK ATC CLEARANCE .................................................... OBTAIN
ATC CLEARANCE .......................................................... SET
SEATING POSITION ............................................... ADJUST SEATING POSITION ............................................... ADJUST
FMS PERF TO page (PF)/ F-PLN (PM) ................... SELECT FMS PERF TO page (PF)/ F-PLN (PM) ................... SELECT
EXT PWR .......................................................CHECK AVAIL
EXT PWR DISCONNECTION .............................. REQUEST
PUSH BACK / START CLEARANCE ........................ OBTAIN
ATC .................................................. SET FOR OPERATION
WINDOWS/DOORS................................... CHECK CLOSED WINDOWS / DOORS ................................ CHECK CLOSED
SLIDES ........................................................CHECK ARMED SLIDES ........................................................ CHECK ARMED
THR LEVERS ................................................................ IDLE BEACON ......................................................................... ON
ACCU PRESS .......................................................... CHECK
NW STRG DISC ....................................................AS RQRD
PARKING BRAKE..................................................AS RQRD
BEFORE START C/L ......................................... COMPLETE BEFORE START C/L ......................................... COMPLETE

13.2-7
11 JUL 2022
A/319/320/321
ENGINE START
CM1 CM2
THRUST LEVER............................................................ IDLE
ENG MODE Selector .......................................... IGN/START
ENGINE 2 (1) START ....................................... ANNOUNCE
ENG MASTER 2 (1) LEVER ............................................ ON ENG PARAMETERS ............................................ MONITOR
ENG IDLE PARAMETERS ........................................ CHECK
ENGINE 1 (2) START ....................................... ANNOUNCE
REPEAT THE START SEQUENCE

13.2-8
11 JUL 2022
A/319/320/321
AFTER START
CM1 CM2
ENG MODE SEL......................................................... NORM
APU BLEED pb-sw ......................................................... OFF GND SPLRS .................................................................. ARM
ENG ANTI ICE pb-sw ............................................AS RQRD RUD TRIM ................................................................... ZERO
WING ANTI ICE pb-sw...........................................AS RQRD FLAPS ............................................................................ SET
APU MASTER SW .................................................AS RQRD PITCH TRIM ................................................................... SET
ECAM STATUS ........................................................ CHECK ECAM STATUS .........................................................CHECK
N//W STEER DISC MEMO ............... CHECK NOT DISPLAY
CLEAR TO DISCONNECT ............................... ANNOUNCE
Visual signal from Ground Mechanic must be received and crosschecked between crew
AFTER START C/L ............................................ COMPLETE AFTER START C/L ............................................ COMPLETE

13.2-9
11 JUL 2022
A/319/320/321
TAXI
This part is based on and comply with Flight Operation Manual (FOM 8.3.2.2).
CM1 CM2
TAXI CLEARANCE ................................................... OBTAIN
TAXI ROUTE ......................................... REVIEW/IDENTIFY TAXI ROUTE ......................................... REVIEW/IDENTIFY
LEFT SIDE ............................................... CHECK CLEARED RIGHT SIDE ............................................ CHECK CLEARED
NOSE LIGHT ................................................................. TAXI
PARKING BRAKE........................................................... OFF
THRUST LEVERS .................................................AS RQRD
BRAKES ................................................................... CHECK BRAKES PRESS ................................ CHECK/ ANNOUNCE
FLT CTL.................................................................... CHECK FLT CTL ....................................................................CHECK

ATC CLEARANCE ................................................ CONFIRM
If takeoff conditions changed:
FINAL T.O PERF DATA ................................. RECOMPUTE
FMS TO DATA ................................................... REVISE
FMS T.O. PERF DATA ................................ CROSSCHECK
EFB/ MCDU GREENDOT .................................. COMPARE
FLAPS lever .................................... AS APPROPRIATE
FMS F-PLAN/SPD .....................................................CHECK
FCU ALT/HDG ................................................................ SET
BOTH FDs .......................................................... CHECK ON
PFD/ ND ................................................................... CHECK PFD/ ND ....................................................................CHECK
DEPARTURE BRIEFING ..................................... CONFIRM (PF)
AUTO BRK MAX pb-sw .................................................... ON
ATC CODE / MODE ........... CONFIRM/SET FOR TAKE OFF
ENG MODE selector .............................................. AS RQRD
W/X RADAR ..................................................................... ON
PWS ............................................................................ AUTO
CABIN REPORT ....................................... RECEIVE/CHECK
TO CONFIG ............................................................... PRESS
TO MEMO ................................................ CHECK NO BLUE
TAXI C/L ............................................................ COMPLETE TAXI C/L ............................................................ COMPLETE

13.2-10
11 JUL 2022
A/319/320/321
DEPARTURE CHANGE
CM1 CM2
FINAL T.O PERF DATA .........................................RECOMPUTE FINAL T.O PERF DATA ........................................ RECOMPUTE
FMS TO DATA.......................................................... REVISE
FMS T.O. PERF DATA ....................................... CROSSCHECK
EFB/ MCDU GREENDOT ......................................... COMPARE
FLAPS lever .......................................... AS APPROPRIATE
FMS F-PLAN/SPD .....................................................CHECK
RE- BRIEFING...................................................COMPLETE (PF)
DEPARTURE CHANGE C/L .............................. COMPLETE DEPARTURE CHANGE C/L .............................. COMPLETE

13.2-11
11 JUL 2022
A/319/320/321
BEFORE TAKEOFF
CM1 CM2
BRAKE TEMP ...........................................................CHECK
BRAKE FANS (if running) ............................................... OFF
LINE UP CLEARANCE ............................................. OBTAIN
TCAS MODE selector ........................................ TA or TA/RA
TERR ON ND ........................................................AS RQRD TERR ON ND ........................................................ AS RQRD
APPROACH CLEAR OF TRAFFIC .................................... CHECK

TAKE OFF RWY ..............................................................CONFIRM
EXTERIOR LIGHTS ....................................................... SET

Turn On all exterior lights except T.O. light
PACKS 1+2 .......................................................... AS RQRD
SLIDING TABLE ......................................................... STOW SLIDING TABLE ......................................................... STOW
All EFB TRANSMITTING MODE ............................AS RQRD All EFB TRANSMITTING MODE ........................... AS RQRD
All EFB (with no mounted equipment) ......................... STOW All EFB (with no mounted equipment) ......................... STOW
CABIN CREW ........................................................... ADVISE
LINE UP C/L ...................................................... COMPLETE LINE UP C/L ...................................................... COMPLETE

13.2-12
11 JUL 2022
A/319/320/321
TAKE-OFF
This part is based on and comply with:
 FCOM PRO-NOR-SOP-12
PF PM
TAKEOFF CLEARANCE .......................................... OBTAIN
ALL EXTERIOR LIGHTS ................................................ SET
TAKEOFF ..........................................................ANNOUNCE
BRAKES ............................................................... RELEASE
THRUST LEVERS .............................. 50%N1 (or 1.05 EPR)
STABILIZED ...................................................... ANNOUNCE
THRUST LEVERS ............................................. FLEX/TOGA CHRONO................................................................... START
The Captain places hands on thrust levers until V1
DIRECTIONAL CONTROL ............................ USE RUDDER
FMA ..................................................................... ANNOUCE PFD/ND ................................................................ MONITOR
BELOW 80KT: N1(EPR) ....................................................................CHECK
THRUST SET .................................................... ANNOUNCE
PFD and ENG indications ..................................... MONITOR
AT 100KT: ONE HUNDRED KNOTS .................................. ANNOUNCE
100KT ....................................................................... CHECK
AT V1: V1 ...................................................................... ANNOUNCE
AT VR: ROTATION ............................................................... ORDER
ROTATION .......................................................... PERFORM
WHEN POSITVE CLIMB: POSITIVE CLIMB ............................................. ANNOUNCE
L/G UP ...................................................................... ORDER L/G..................................................................... SELECT UP
A/P .........................................................................AS RQRD
AT THR RED ALT:
THRUST LEVERS ............................................................ CL PACK 1 and 2 (if applicable) ............................................. ON
AT F SPEED :
FLAPS 1 ................................................................... ORDER FLAPS1 ................................................................... SELECT
AT S SPEED :
FLAPS 0 ................................................................... ORDER FLAPS 0 .................................................................. SELECT
GRND SPLRS ......................................................... DISARM
L/G....................................................................... CHECK UP

13.2-13
11 JUL 2022
A/319/320/321
AFTER TAKE-OFF
PF PM
APU BLEED pb-sw ................................................ AS RQRD
APU BLEED MASTER SW .................................... AS RQRD
ENG MODE selector .............................................. AS RQRD
ANTI ICE ............................................................... AS RQRD

13.2-14
11 JUL 2022
A/319/320/321
CLIMB
PF PM
MCDU .................................................................. PERF CLB MCDU .......................................................................... F-PLN
FCU ................................................................ SET IF AP ON FCU .............................................................. SET IF AP OFF
At transition altitude:
BAROMETRIC REFERENCE ............... SET STD / XCHECK BAROMETRIC REFERENCE ............... SET STD / XCHECK
RADAR .................................................. AS APPROPRIATE ENG ANTI ICE ....................................................... AS RQRD
At 10 000 feet:
LAND LIGHTS sw ................................................. RETRACT
SEAT BELTS ......................................................... AS RQRD
EFIS OPTION ........................................................AS RQRD EFIS OPTION ........................................................ AS RQRD
ECAM MEMO .......................................................... REVIEW
NAVAIDS ................................................................... CLEAR
SEC F-PLN ............................................................ AS RQRD
OPT / MAX ALT ........................................................ CHECK
Before entering RVSM/RNP airspace:
RVSM/RNP STATUS ................................................ CHECK RVSM/RNP STATUS .................................................CHECK
ALTITUDES .......................................................................CHECK ALTITUDES .................................................................... XCHECK
It is preferred to perform Altitude-crosscheck at FL200

13.2-15
12 MAR 2021
A/319/320/321
CRUISE
PF PM
ECAM MEMO/ SD PAGES ...................................... REVIEW ECAM MEMO/ SD PAGES ...................................... REVIEW
FLIGHT PROGRESS ................................................ CHECK FLIGHT PROGRESS .................................................CHECK
FUEL .................................................................... MONITOR FUEL .................................................................... MONITOR
NAV ACCURACY ................................................. MONITOR NAV ACCURACY ................................................. MONITOR
RADAR .................................... ADJUST AS APPROPRIATE
TCAS/ACAS ................................... SET AS APPROPRIATE

13.2-16
11 JUL 2022
A/319/320/321
DESCENT PREPARATION
PF PM
WEATHER AND LANDING INFORMATION ............. OBTAIN
NAV CHARTS CLIPBOARD ................................. PREPARE
STATUS page ...........................................................CHECK
LANDING CONDITIONS ............................................. CONFIRM LANDING CONDITIONS ............................................. CONFIRM
LDG PERF DATA ................................................ COMPUTE LDG PERF DATA ................................................ COMPUTE
LDG PERF DATA ........................................... CROSCHECK
If landing conditions change:
LDG PERF DATA ............ RE-COMPUTE & CROSCHECK LDG PERF DATA ............ RE-COMPUTE & CROSCHECK
FMS ...................................................................... PREPARE FMS PREPARATION ................................................CHECK
LDG ELEV ................................................................ CHECK GPWS LDG FLAPS 3 ............................................ AS RQRD
AUTO BRAKE ........................................................AS RQRD
APPR BRIEFING ................................................. PERFORM
TERR ON ND .....................................................AS RQRD TERR ON ND ..................................................... AS RQRD
RADAR ....................................... ADJUST AS APPROPIATE
ENG ANTI ICE pb-sw ............................................ AS RQRD
WING ANTI ICE pb-sw .......................................... AS RQRD
DESCENT CLEARANCE .......................................... OBTAIN
CLEARED ALTITUDE ON FCU ...................................... SET

13.2-17
16 DEC 2021
A/319/320/321
DESCENT
PF PM
DESCENT CLEARANCE ............................................... OBTAIN
DESCENT .................................................................... INITIATE
MCDU ................................................ PROG / PERF DESCENT MCDU ............................................................................... F-PLN
DESCENT ................................................. MONITOR / ADJUST
At FL200 or TOD (if cruising below FL200):

CABIN CREW ................................................................ ADVISE
SEAT BELTS ......................................................................... ON
When cleared to altitude and approaching transition level:

BAROMETRIC REFERENCE ............................ SET / X-CHECK BAROMETRIC REFERENCE ........................ SET / X-CHECK
Note: Pilot should use QNH reference for approach and landing Note: Pilot should use QNH reference for approach and landing
(if applicable) (if applicable)
ECAM STATUS .............................................................. CHECK
At 10000 ft:
LANDING LIGHTS sw .......................................................... SET
EFIS option pb................................................................... CSTR EFIS option pb .................................................................. CSTR
LS p/b......................................................................... AS RQRD LS p/b ......................................................................... AS RQRD
RADIO NAVAIDS ............................................. SELECT / IDENT
ENG MODE selector ................................................... AS RQRD
SLIDING TABLE ............................................................... STOW SLIDING TABLE .............................................................. STOW
CABIN CREW ............................................................... ADVISE
If GPS PRIMARY not available
NAV ACCY ..................................................................... CHECK
APPROACH C/L ...................................................... COMPLETE APPROACH C/L ......................................................COMPLETE

13.2-18
11 JUL 2022
A/319/320/321
AIRCRAFT CONFIGURATION FOR APPROACH

PF PM
Initial approach:
F-PLN SEQUENCING ............................................. ADJUST
Approx. 15 Nm from touchdown:

APPR PHASE ......................................................... ACTIVATE (or set Green Dot)**
MANAGED SPEED ................................................... CHECK
FLIGHT PATH....................................................... MONITOR NAV ACCURACY ................................................. MONITOR
SPEED BRAKES lever ..........................................AS RQRD
RADAR .................................... ADJUST AS APPROPRIATE
Intermediate/Final approach:
 At green dot:
FLAPS 1 .................................................................. ORDER FLAPS 1 ................................................................. SELECT
S SPEED............................................................................. CHECK or SET **
TCAS ................................................................. TA or TA/RA

At 2000 feet above airport elevation

F SPEED ............................................................................. CHECK or SET **
When FLAPS 2
L/G DOWN ............................................................... ORDER L/G............................................................... SELECT DOWN
AUTO BRAKE ...................................................... CONFIRM
GRND SPLRS .............................................................. ARM
NOSE sw................................................................ T.O
RWY TURN OFF sw................................................ ON
When L/G down, below VFE NEXT

FLAPS 3 ................................................................... ORDER FLAPS 3 ................................................................. SELECT
ECAM WHEEL PAGE ...............................................CHECK
When FLAPS 3, below VFE NEXT :
FLAPS FULL ............................................................ ORDER FLAPS FULL .......................................................... SELECT
SPEED TARGET ............................................................... CHECK or SET **
A/THR .................................................. CHECK SPD or OFF
WING A.ICE (if not required) ......................................... OFF
LDG MEMO .............................................. CHECK NO BLUE
LDG C/L ..................................................................... COMPLETE LDG C/L............................................................. COMPLETE

13.2-19
11 JUL 2022
A/319/320/321
PF PM
ANNOUCE ANY FMA MODIFICATION FLT PARAMETERS ..................................................CHECK

Announce any deviation in excess of:
 V/S: 1000 ft/mn
 IAS: speed target + 10 kt; VAPP – 5 kt
 BANK: 7°
 PITCH: 2.5° nose down, 10° nose up (A319, A320)
7.5° nose up (A321)
Note: ** PF if AP is ON, PM if AP is OFF. The PF may request that this action is performed by the PM depending on the situation

13.2-20
12 MAR 2021
A/319/320/321
APPROACH USING LOC G/S GUIDANCE – CAT I

PF PM
DESCENT PREPARATION:
APPROACH MINIMUM............................................ DETERMINE
APPROACH BRIEFING .............................................. PERFORM
INTERMEDIATE APPROACH:
When clear for approach:
APPR pb on FCU................................................................PRESS
BOTH AP ........................................................................ ENGAGE
LOC ..................................................................... CHECK AMRED
G/S....................................................................... CHECK ARMED
LOC CAPTURE ............................................................ MONITOR
G/S CAPTURE ............................................................. MONITOR
GO AROUND ALT ...................................................................... SET **

FINAL APPROACH:
FLT PARAMETER ........................................................ MONITOR
LOC: ½ dot
G/S: ½ dot
* At minimum +100ft:
ONE HUNDRED ABOVE ............... MONITOR OR ANNOUNCE
* At minimum:
CONTINUE OR GO-AROUND .................................ANNOUNCE MINIMUM ........................................ MONITOR OR ANNOUNCE
Note: ** PF if AP is ON, PM if AP is OFF. The PF may request that this action is performed by the PM depending on the situation.

13.2-21
12 MAR 2021
A/319/320/321
APPROACH USING LOC G/S GUIDANCE – CAT II

AUTO LAND
CM1 CM2
• At 350 ft RA
ILS COURSE ON PFD...................................................... CHECK

Monitor auto callout
• At DH
•CONTINUE ............................................................ ANNOUNCE
• At 40 ft RA
FLARE mode ......................... CHECK ENGAGED / ANNOUNCE
• At 30 ft RA
THRUST IDLE mode........................................................ CHECK
• At 10 ft RA : autocallout "RETARD"
BOTH THRUST LEVERS ...................................................... IDLE
LATERAL GUIDANCE .................................................. MONITOR
• At TOUCH DOWN
ROLL OUT mode .................. CHECK ENGAGED / ANNOUNCE
BOTH THRUST LEVERS .................... REV MAX OR REV IDLE
GRND SPLRS ........................................... CHECK / ANNOUNCE
REVERSERS ........................................... CHECK / ANNOUNCE

DIRECTIONAL CONTROL ........................ MONITOR / ENSURE DIRECTIONAL CONTROL........................................... MONITOR
BRAKES..........................................................................AS RQRD
DECELERATION ...................................... CHECK / ANNOUNCE
• At 70 kt :
SEVENTY KNOTS .................................................... ANNOUNCE
BOTH THRUST LEVERS ..............................................REV IDLE
• Before 20 kt:
AUTO BRK................................................................ DISENGAGE
• End of roll out

REVERSERS ...................................................................... STOW
AP ............................................................................................. OFF

13.2-22
12 MAR 2021
A/319/320/321
MANUAL LANDING
CM1 CM2
• In stabilized approach conditions, at approx. 30 ft:

FLARE........................................................................... PERFORM ATTITUDE ..................................................................MONITOR
THRUST LEVERS.................................................................. IDLE
• At touchdown:
DEROTATION ................................................................. INITIATE
BOTH THRUST LEVERS ....................... REV MAX or REV IDLE GRND SPLRS ........................................... CHECK / ANNOUNCE
REVERSERS ............................................ CHECK / ANNOUNCE
DIRECTIONAL CONTROL ............................................. ENSURE DIRECTIONAL CONTROL........................................... MONITOR
BRAKES..........................................................................AS RQRD DECELERATION ...................................... CHECK / ANNOUNCE
• At 70 kt:
BOTH THRUST LEVERS ........................................... REV IDLE SEVENTY KNOTS .................................................... ANNOUNCE
• At taxi speed:
REVERSERS ...............................................................STOW
• Before 20 kt:
AUTOBRK ......................................................... DISENGAGE

13.2-23
10 OCT 2022
A/319/320/321
APPROACH USING LOC G/S GUIDANCE – CAT III WITH DH

AUTO LAND
CM1 CM2
• At 350 ft RA
ILS COURSE ON PFD...................................................... CHECK

Monitor auto callout
• At DH
•CONTINUE ............................................................ ANNOUNCE
• At 40 ft RA
FLARE mode ......................... CHECK ENGAGED / ANNOUNCE
• At 30 ft RA
THRUST IDLE mode........................................................ CHECK
• At 10 ft RA : autocallout "RETARD"
BOTH THRUST LEVERS ...................................................... IDLE
LATERAL GUIDANCE .................................................. MONITOR
• At TOUCH DOWN
ROLL OUT mode .................. CHECK ENGAGED / ANNOUNCE
BOTH THRUST LEVERS .................... REV MAX OR REV IDLE

GRND SPLRS ........................................... CHECK / ANNOUNCE
REVERSERS ........................................... CHECK / ANNOUNCE
DIRECTIONAL CONTROL ........................ MONITOR / ENSURE DIRECTIONAL CONTROL........................................... MONITOR

BRAKES..........................................................................AS RQRD
DECELERATION ...................................... CHECK / ANNOUNCE
• At 70 kt :
SEVENTY KNOTS .................................................... ANNOUNCE
BOTH THRUST LEVERS ..............................................REV IDLE
• Before 20 kt:
AUTO BRK................................................................ DISENGAGE
• End of roll out
REVERSERS ...................................................................... STOW

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

13.2-24
20 NOV 2018
A/319/320/321
APPROACH USING LOC G/S GUIDANCE – CAT III WITHOUT DH (RESERVED)

13.2-25
12 MAR 2021
A/319/320/321
APPROACH USING FINAL APP GUIDANCE

PF PM
WEATHER AND LANDING INFO ................................... OBTAIN
F-LPN A PAGE .................................................................. CHECK F-LPN A PAGE ..................................................................CHECK
PROG PAGE .............................................................. COMPLETE PROG PAGE.............................................................. COMPLETE
GO AROUND STRATEGY .............................................. REVIEW
DESCENT:
At 10 000 ft:
NAV ACCURACY.............................................................. CHECK
For RNP Approach:

GPS PRIMARY ............................................................ CHECK
BARO REF ............................................... SET & CROSSCHECK BARO REF ............................................... SET & CROSSCHECK
The maximum acceptable discrepancy between altimeters is 100 ft
INITIAL / INTERMEDIATE / FINAL APPROACH:
POSITION...................................................................... MONITOR
APPR pb on FCU ............................................................... PRESS
APP NAV .................................... CHECK ARMED or ENGAGED
FINAL ...................................................................CHECK ARMED
At the final Descent Point:
FINAL APP .................................................... CHECK ENGAGED
GO AROUND ALTITUDE............................................................ SET **
FLT PARAMETERS ....................................................... MONITOR
XTK >0.1Nm
V/DEV > ½ dot
At minimum +100ft: ONE HUNDRED ABOVE ............... MONITOR OR ANNOUNCE
At minimum:
CONTINUE OR GO-AROUND................................. ANNOUNCE MINIMUM.......................................... MONITOR OR ANNOUNCE

13.2-26
12 MAR 2021
A/319/320/321
APPROACH USING FPA GUIDANCE

PF PM
F-LPN A PAGE .................................................................... CHECK F-LPN A PAGE................................................................... CHECK
PROG PAGE ................................................................ COMPLETE PROG PAGE ...............................................................COMPLETE
GO AROUND STRATEGY ................................................ REVIEW
DESCENT:
At 10 000 ft:
NAV ACCURACY ................................................................ CHECK
If NAV accuracy is LOW, use TRK mode for approach
For RNP Approach:
GPS PRIMARY ......................................................... CHECK
LATERAL GUIDANCE MODE ................... SET FOR APPROACH
* For LOC ONLY and ILS G/S OUT:
LOC pb-sw .................................................................. PRESS
LOC ..............................................................CHECK ARMED
LATERAL path ............................................................. INTERCEPT
TRK FPA pb (Bird) .............................................................. SELECT
FPA FOR FINAL APPR............................................................. SET
At 0.3Nm from the Final Descent Point:
FPA selector ............................................................................ PULL
FPA MODE ...................................................... CHECK ENGAGED
POSITION/FLT PATH ................................... MONITOR / ADJUST
GO AROUND ALTITUDE.................................................SET**
FLT PARAMETERS.................................................... MONITOR

Approach using NAV MODE: XTK > 0.1NM
Approach using LOC MODE: LOC ½ dot
Approach using TRK MODE: VOR: ½ dot or 2.5°, NDB: 5°
At Minimum + 100ft
ONE HUNDRED ABOVE ............. MONITOR OR ANNOUNCE
At minimum:
CONTINUE OR GO-AROUND ................................... ANNOUNCE MINIMUM ...................................... MONITOR OR ANNOUNCE


13.2-27
10 OCT 2022
A/319/320/321
APPROACH USING F-LOC F-G/S GUIDANCE

PF PM
WEATHER AND LANDING INFO ................................... OBTAIN
F-LPN A PAGE .................................................................. CHECK F-LPN A PAGE ..................................................................CHECK
FLS DATA.......................................................................... CHECK FLS DATA ..........................................................................CHECK
•For ILS G/S OUT:
G/S .........................................................................DESELECT
PROG PAGE ................................................................ COMPLETE PROG PAGE.............................................................. COMPLETE
PERF APPR Page .....................................CHECK/SELECT FLS PERF APPR Page .............................................................CHECK
GO AROUND STRATEGY .............................................. REVIEW
DESCENT:
At 10 000 ft:
FLS CAPABILITY .............................................................. CHECK
For RNAV (GNSS) Approach:
FLS CAPABILITY ............................................. CHECK F-APP
BARO REF ............................................... SET & CROSSCHECK BARO REF ............................................... SET & CROSSCHECK
The maximum acceptable discrepancy between altimeters is 100 ft
APPR pb on FCU ............................................................... PRESS
F-LOC/LOC/LOC B/C .....................................CHECK ARMED
F-G/S....................................................................CHECK ARMED
F-LOC/LOC/LOC B/C CAPTURE ........................... MONITOR
F-G/S CAPTURE........................................................... MONITOR
GO AROUND ALTITUDE............................................................ SET **
FINAL APPROACH
FLT PARAMETERS ....................................................... MONITOR
F-LOC: ½ dot
F-G/S: ½ dot
At minimum +100ft: ONE HUNDRED ABOVE ............... MONITOR OR ANNOUNCE
At minimum:
CONTINUE OR GO-AROUND................................. ANNOUNCE MINIMUM.......................................... MONITOR OR ANNOUNCE

13.2-28
16 DEC 2021
A/319/320/321
RNP APPROACH
PF PM
WEATHER AND LANDING INFO................................ OBTAIN
F-PLN A page ............................................. RNP APP SELECT F-LPN A PAGE ............................................................. CHECK
PROG PAGE ............................................................. COMPLETE PROG PAGE.......................................................... COMPLETE
RNP APPROACH CHECKLIST ................................. PERFORM MINIMUM ALTITUDE TEMPERATURE CORRECTIONS ........
GO AROUND STRATEGY ............................................. REVIEW ..................................................................................... IF RQRD
DESCENT:
At 10 000 ft:
GPS PRIMARY..................................................................CHECK
ALTITUDE............................................................ CROSSCHECK ALTITUDE............................................................ CROSSCHECK
For FINAL APP guidance only, max 100ft For FINAL APP guidance only, max 100ft
INITIAL / INTERMEDIATE / FINAL APPROACH

BARO REF/ ALTIMETER ................................................. CHECK BARO REF/ ALTIMETER ................................................. CHECK
Maximum discrepancy between altimeter is 100ft Maximum discrepancy between altimeter is 100ft
POSITION ......................................................................MONITOR
When cleared for approach:
For RNP approaches with FINAL APP guidance:
APPR PB on FCU................................................ PRESS
HDG/VS (FD CROSSBAR) ...................................... USE
For RNP approaches with FPA guidance:

NAV on FCU .............................................. CHECK/ARM
TRK/FPA on FCU ............................................. .SELECT VDEV: Check VDEV is displayed on the PFD.
VDEV: Check VDEV is displayed on the PFD
At the final Descent Point:

For RNP approaches with FINAL APPR guidance:
AFTER THE FAF:
FINAL APP ..................................... CHECK ENGAGED
GA ALTITUDE .......................................................... SET
FLIGHT PARAMETERS ................................. MONITOR FLIGHT PARAMETERS ................................. MONITOR
For RNP approaches with FPA guidance:

At 0.3Nm from the Final Descent Point:
FPA FOR FINAL APPR .................................SET & PULL
AFTER FAF:
GA ALTITUDE .......................................................... SET
FLIGHT PARAMETERS ................................ .MONITOR FLIGHT PARAMETERS ................................. MONITOR

13.2-29
16 DEC 2021
A/319/320/321
At Minimum + 100ft
ONE HUNDRED ABOVE ............. MONITOR OR ANNOUNCE
At Minimum:
CONTINUE OR GA FLAPS ................................. ANNOUNCE MINIMUM .................................... MONITOR OR ANNOUNCE

13.2-30
12 MAR 2021
A/319/320/321
CIRCLING APPROACH
PF PM
APPROACH PREPARATION
F-PLN ................................................................................ INSERT F-PLN .................................................................. CROSS-CHECK
Lateral:
STAR
INSTRUMENT APPROACH PROCEDURE
MISS APPROACH PROCEDURE
Vertical:
F SPEED AT FAF
ALTITUDE CONSTRAINTS
SEC F-PLN ....................................................................... INSERT SEC F-PLN ......................................................... CROSS-CHECK
INTENDED LANDING RUNWAY
APPROACH BRIEFING ............................................. PERFORM
FINAL INSTRUMENT APPROACH

Configuration:
F SPEED
FLAP 3
LANDING GEAR DOWN
LDG C/L ............................................................................ ORDER LDG C/L............................................................... PERFORM
(can perform the landing c/l except the flaps for landing, they
will check the configuration for landing during the final turn)
At MDA(H) at the latest............................................... LEVELOFF
 At MAP
IF NO VISUAL REFERENCE:
GO AROUND ................................................. INITIATE
IF CIRCLING REQUIREMENTS ARE SATISFIED:
PRESET TRACK ...................................................................... 45O
(Select track away from the final approach course or as required
by the published procedure)
CHRONO ........................................................................... START CHRONO............................................................................ START
(start chrono when wings level) (start chrono when wings level)
AFTER APPROX 30s, TURNING TO DOWNWIN TRACK

SEC F-PLN ....................................................ORDER ACTIVATE SEC F-PLN ........................................................... ACTIVATE
ABEAM THRESHOLD
CHRONO ........................................................................... START CHRONO............................................................................ START
(Approximately 3s per 100 ft) (Approximately 3s per 100 ft)
AP ............................................................................................ OFF

13.2-31
12 MAR 2021
A/319/320/321
FDs ............................................................................ORDER OFF FDs ................................................................................. OFF
*Notes: Disconnect the AP and remove the FDs at the latest
before starting the descent toward the runway. Keep the A/THR.
ON FINAL
LANDING CONFIG ...........................................................CHECK LANDING CONFIG ................................................................. SET

LDG C/L ..................................................................... COMPLETE
AT 500FT AAL .......................................................... STABILIZED LDG C/L............................................................. COMPLETE

13.2-32
12 MAR 2021
A/319/320/321
VISUAL APPROACH
PF PM
INITIAL APPROACH
AP ..............................................................................ORDER OFF AP.............................................................................................OFF
FDs ............................................................................ORDER OFF FDs ...........................................................................................OFF
BIRD ........................................................................... ORDER ON BIRD.......................................................................................... ON
TRACK .............................................................................. ORDER TRACK ..................................................................................... SET
(Set downwind track)
INTERMEDIATE / FINAL APPROACH
AT 1500 AAL.............................................................. LEVEL OFF
ABEAM RUNWAY
ACTIVATE APPROACH .................................................. ORDER APPROACH .................................................................ACTIVATE
SPEED .............................................................................. ORDER SPEED ................................................................... SET MANAGE
GO AROUND ALTITUDE ................................................ ORDER GO AROUND ALTITUDE ....................................................... SET
INTERMEDIATE/FINAL APPROACH:
At green dot:
S SPEED........................................................... CHECK or SET **
TCAS ................................................................. TA or TA/RA

Abeam Threshold
CHRONO……………………………………………………START CHRONO……………………………………………………START
(Approximate 3 sec per 100 ft +/- 1 sec per kt of wind) (Approximate 3 sec per 100 ft +/- 1 sec per kt of wind)
Approximately 30s on the chrono

FLAPS 2 ................................................................. ORDER FLAPS 2 ................................................................. SELECT
F SPEED ........................................................... CHECK or SET **
When FLAPS 2 and on BASE

L/G DOWN ............................................................... ORDER L/G............................................................... SELECT DOWN
AUTO BRAKE ...................................................... CONFIRM
GRND SPLRS .............................................................. ARM
NOSE sw................................................................ T.O
RWY TURN OFF sw................................................ ON
When L/G down, below VFE NEXT

FLAPS 3 ................................................................... ORDER FLAPS 3 ................................................................. SELECT
ECAM WHEEL PAGE ...............................................CHECK

13.2-33
12 MAR 2021
A/319/320/321
When FLAPS 3, below VFE NEXT:
FLAPS FULL ............................................................ ORDER FLAPS FULL .......................................................... SELECT
SPEED TARGET ............................................. CHECK or SET **
A/THR .................................................. CHECK SPD or OFF

WING A.ICE (if not required) ......................................... OFF
LDG MEMO .............................................. CHECK NO BLUE
LDG C/L ..................................................................... COMPLETE LDG C/L............................................................. COMPLETE
AT 500FT AAL .......................................................... STABILIZED

13.2-34
09 JAN 2023
A/319/320/321
LANDING
PF PM
In stabilized approach, at approx. 30Ft:
FLARE ............................................................................. PERFORM ATTITUDE................................................................... MONITOR
THRUST LEVERS.................................................................... IDLE
At touchdown:
DEROTATION ................................................................... INITIATE
ALL REVERSER LEVERS ....................... REV MAX or REV IDLE
GRND SPLRS .........................................CHECK/ ANNOUNCE
REVERSERS...........................................CHECK/ ANNOUNCE
DECELERATION.....................................CHECK/ ANNOUNCE
DIRECTIONAL CONTROL ............................................... ENSURE DIRECTIONAL CONTROL ........................................ MONITOR
BRAKES............................................................................AS RQRD
At 70 Kt IAS:
SEVENTY KNOTS ................................................. ANNOUNCE
ALL REVERSER LEVERS ..............................................REV IDLE
At taxi speed: CM1 takes control at 40 kts or earlier at captain’s discretion.

ALL REVERSER LEVERS ................................................... STOW
Before 20 Kt:
AUTO BRK.................................................................. DISENGAGE

13.2-34
12 MAR 2021
A/319/320/321
LANDING
PF PM
In stabilized approach, at approx. 30Ft:
FLARE ............................................................................. PERFORM ATTITUDE................................................................... MONITOR
THRUST LEVERS.................................................................... IDLE
At touchdown:
DEROTATION ................................................................... INITIATE
REVERSE .................................................... MAX THEN AS RQRD
GRND SPLRS .........................................CHECK/ ANNOUNCE
REVERSERS...........................................CHECK/ ANNOUNCE
DECELERATION.....................................CHECK/ ANNOUNCE
DIRECTIONAL CONTROL ............................................... ENSURE DIRECTIONAL CONTROL ........................................ MONITOR
BRAKES............................................................................AS RQRD
At 70 Kt IAS:
SEVENTY KNOTS ................................................. ANNOUNCE
BOTH THRUST LEVERS ................................................REV IDLE
At taxi speed: CM1 takes control at 40 kts or earlier at captain’s discretion.

REVERSERS......................................................................... STOW
Before 20 Kt:
AUTO BRK.................................................................. DISENGAGE

13.2-35
10 OCT 2022
A/319/320/321
GO-AROUND
PF PM
THRUST LEVERS................................................................TOGA
GA Soft TOGA THEN FLX/ MCT
ROTATION .................................................................. PERFORM FLAPS lever ..............................................RETRACT ONE STEP
GO-AROUND ............................................................ANNOUNCE
FMA ............................................................................ANNOUNCE POSITIVE CLIMB ..................................................... ANNOUNCE
L/G...............................................................................SELECT UP
L/G UP................................................................................ORDER
AP ................................................................................... AS RQRD
NAV or HDG mode ........................................................ AS RQRD
At GA thrust reduction altitude:

THRUST LEVERS......................................................................CL
At GA acceleration altitude:
SPEED .......................................................................... MONITOR
At F SPEED: FLAPS 1............................................................................ SELECT
FLAPS 1 .............................................................................ORDER
At S SPEED FLAPS 0............................................................................ SELECT
FLAPS 0 .............................................................................ORDER GND SPLRS ..................................................................... DISARM
EXTERIOR LIGHTS ............................................................... SET

13.2-36
12 MAR 2021
A/319/320/321
AFTER LANDING
CM1 CM2
When RWY vacated:
GRND SPOILERS ............................................................DISARM LANDING LIGHTS ........................................................ RETRACT
STROBE LIGHT ................................................................... AUTO
NOSE sw ................................................................................ TAXI
OTHER EXT LIGHTS ................................................... AS RQRD
RADAR .................................................................................... OFF
PREDICTIVE WINDSHEAR ................................................... OFF
ENG MODE selector ........................................................... NORM
FLAPS.................................................................... 1 or RETRACT
TCAS...................................................................................... STBY
ATC ................................................................................ AS RQRD
ANTI ICE ........................................................................ AS RQRD
BRAKE TEMP ................................................................... CHECK
BRAKE FAN ............................................................ AS RQRD
Brake fan ON after 5 minutes or before the gate
whichever comes first.
AFTER LDG C/L .........................................................COMPLETE AFTER LDG C/L......................................................... COMPLETE
PARKING/TAXI ROUTE ............................... REVIEW/IDENTIFY PARKING/TAXI ROUTE ................................REVIEW/IDENTIFY
When 3 minutes elapsed since reverse at IDLE:

“3 MIN ELAPSED”.................................................... ANNOUNCE
2 mins before parking position: APU START .................................................................. AS RQRD
When signal man or docking guidance lights insight and checked:

“TAXI LIGHTS OFF” ..........................................................ORDER TAXI/ RWY TURN OFF LIGHTS............................................ OFF

13.2-37
11 JUL 2022
A/319/320/321
PARKING
CM1 CM2
ACCU PRESS indicator .................................................... CHECK BRAKES PRESS indicator ............................................... CHECK
PARKING BRK. .........................................................................ON ANTI ICE .................................................................................. OFF
GPU................................................................................ AS RQRD APU BLEED .............................................................................. ON
ENG MASTER 1, 2.................................................................. OFF PACKs ........................................................................... AS RQRD
SEAT BELTS ........................................................................... OFF SLIDES DISARMED ......................................................... CHECK
FUEL PUMPS/ CTR XFR VALVES ....................................... OFF
WING sw ................................................................................. OFF ATC ........................................................SET STBY or code 2000
BEACON LT ........................................................................... OFF IRS PERFORMANCE ....................................................... CHECK
Beacon lights OFF when N2 less than 20%. FUEL QTY ........................................................................ CHECK
OTHER EXTERIOR LIGHTS........................................ AS RQRD STATUS............................................................................. CHECK
GROUND CONTACT............................................... ESTABLISH BRAKE FAN .............................................................. AS RQRD
PARKING BRK .............................................................. AS RQRD
DUs........................................................................................... DIM DUs ........................................................................................... DIM
PARKING C/L .............................................................COMPLETE PARKING C/L ............................................................. COMPLETE

13.2-38
12 MAR 2021
A/319/320/321
SECURING THE AIRCRAFT

CM1 CM2
PARKING BRK ........................................................... CHECK ON
ALL IR MODE selectors .......................................................... OFF OXY CREW SUPPLY pb ....................................................... OFF
EXTERIOR LIGHTS................................................................ OFF
MAINT BUS sw ............................................................. AS RQRD
APU BLEED pb-sw ................................................................. OFF
APU MASTER sw .................................................................. OFF
EMER EXIT LT sw ................................................................. OFF
SIGNS sw ............................................................................... OFF
EXT PWR pb ................................................................ AS RQRD
BAT 1 + 2 ................................................................................. OFF
SECURING THE A/C C/L ..........................................COMPLETE SECURING THE A/C C/L .......................................... COMPLETE

Sop A320f Iss01 R07 TMP03 13jan23

Uploaded by

Copyright:

Available Formats

Sop A320f Iss01 R07 TMP03 13jan23

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Sop A320f Iss01 R07 TMP03 13jan23

Uploaded by

Copyright:

Available Formats

CÔNG TY CỔ PHẦN HÀNG KHÔNG TRE VIỆT

Manual Code: BAV – SOP A319/320/321

"This manual is uncontrolled copy when printed”

"This manual is uncontrolled copy when printed”

0.1 TABLE OF CONTENTS

"This manual is uncontrolled copy when printed”

"This manual is uncontrolled copy when printed”

"This manual is uncontrolled copy when printed”

0.2 LIST OF TABLES

"This manual is uncontrolled copy when printed”

0.3 LIST OF FIGURES

"This manual is uncontrolled copy when printed”

0.4 LIST OF EFFECTIVE PAGES

Signature: Signature: Signature: Signature:

Date: 10/10/2022 Date: 10/10/2022 Date: 15/10/2022 Date: 15/11/2022

"This manual is uncontrolled copy when printed”

Section Page Issue Number Revision Revision Date

Chapter 2 01 00 20 NOV 2018

Signature: Signature: Signature: Signature:

"This manual is uncontrolled copy when printed”

Section Page Issue Number Revision Revision Date

"This manual is uncontrolled copy when printed”

Section Page Issue Number Revision Revision Date

3.5 1 01 02 13 APR 2020

Signature: Signature: Signature: Signature:

"This manual is uncontrolled copy when printed”

Section Page Issue Number Revision Revision Date

6.5 1-1 01 00 20 NOV 2018

Signature: Signature: Signature: Signature:

Name: Nguyễn Trịnh

"This manual is uncontrolled copy when printed”

Section Page Issue Number Revision Revision Date

11.2 1-1 01 01 24 JUL 2019

Signature: Signature: Signature: Signature:

Date: 10/10/2022 Date: 10/10/2022 Date: 15/10/2022 Date: 15/11/2022

"This manual is uncontrolled copy when printed”

Section Page Issue Number Revision Revision Date

13.2 30-34 01 04 12 MAR 2021

Signature: Signature: Signature: Signature:

Date: 10/10/2022 Date: 10/10/2022 Date: 15/10/2022 Date: 15/11/2022

"This manual is uncontrolled copy when printed”

0.6 LIST OF NORMAL REVISIONS

"This manual is uncontrolled copy when printed”

0.7 LIST OF TEMPORARY REVISIONS

"This manual is uncontrolled copy when printed”

0.8 LIST OF SIGNIFICANT CHANGES

2.1.1 f) Added operating policy for MCDU usage

2.1.3 b) Revised interphone usage when both pilot wear headset

2.4.1.1 Revised RVR requirement for LVTO

2.6.1.5 a, b) Revised en-route weather monitoring

2.7.1 a) Revised runways for which autoland can be used

2.7.3 Revised Autoland

2.7.5 Added Cat III approach

2.7.6 Added approach using F-LOC, F-G/S

"This manual is uncontrolled copy when printed”

Section/item List of significant changes

"This manual is uncontrolled copy when printed”

0.9 LIST OF TEMPORARY SIGNIFICANT CHANGES

2.7.3.1 (a) Revised runways approval for autoland