Tutorials
October 2022
Reasons for Change
October 2022
• The following tutorials are updated in order to be aligned with the enhanced SOPs:
○ Visual Circuit
○ ECAM Management, and
○ Engine Failure after V1.
• The tutorial “Cockpit Preparation” is updated with correction of an erroneous flow
pattern.
• The tutorial “Before Pushback/Start - Engine Start - After Start” is updated with
correction of a link between two slides.
• The tutorial “Taxi - Before Takeoff” is updated with removal of an erroneous
procedure line.
• The tutorial “Climb” is updated with new FMA indications.
• The tutorial “Descent” is updated with correction of an erroneous tasksharing in the
“Descent 10 000 ft AAL” flow pattern.
• The LVO tutorial is updated with addition of missing information.
• The tutorial “Emergency Evacuation” is updated with an improvement in the
readability.
• The tutorial “Unreliable Airspeed Situation” is updated with addition of the
associated callout.
Note: Above mentioned updates are related to TSARs 13-12884, 13-13596, 13-13702, 13-14075, 13-14077, 13-14078, 13-14088,
13-14117 and 13-14118.
A320/A330
CLICK TOUEDIT
MTASTER
TITLE STYLE
SE OF
UTORIALS
The objective is to provide a good mental picturing before
a training exercise
When and how to use
tutorials
i
Navigation
i
Organization
of the Tutorials
i
Preventing identified
Risks (PIR)
i
XFTDN1USETUTO01 – OCT 2018
A320/A330
CLICK TOUEDIT
MTASTER
TITLE STYLE
SE OF
UTORIALS
The objective is to provide a good mental picturing before
a training exercise
When and how to use
tutorials
i
Navigation
i
Organization
of the Tutorials
i
Preventing identified
risks
i
XFTDN1USETUTO01 – OCT 2018
LICK
TO HOW
EDIT TO
MASTER
TITLE
STYLE
WC
HEN
AND
USE THE
TUTORIALS
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted if needed by the
tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.
Tutorials are used to assist debriefing after the session as required.
BACK
LICK
TO HOW
EDIT TO
MASTER
TITLE
STYLE
WC
HEN
AND
USE THE
TUTORIALS
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted if needed by the
tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.
Tutorials are used to assist debriefing after the session as required.
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MASTER TITLE STYLE
NAVIGATION
Several buttons are used to navigate through the different pages of the tutorial.
The buttons are:
BACK
i
SOP
PROC
NEXT PREV
FLOW
CALLOUTS
GOLD
The BACK button is used to go back one step.
The i button is used to open an information page.
The SOP button is used to open a Standard Operating Procedure (SOP) page.
The PROC button is used to open a procedure (normal or abnormal) page.
The NEXT and PREV buttons are used to navigate within a procedure that is on
more than one page.
The FLOW button is used to open an action flow page.
The CALLOUT button is used to open a callout page.
The GOLD button is used to page with a reminder of the Golden Rules.
BACK
COLICK
TO EDITOF
MASTER
TITLE STYLE
RGANIZATION
THE TUTORIALS
– 1/3
Main slide
Slides must be read from top to bottom and from left to right.
Title of the Tutorial
Procedure steps
Complementary
information
Illustration
of the situation
Indication that the Tutorial
contains memory items
NEXT
COLICK
TO EDITOF
MASTER
TITLE STYLE
RGANIZATION
THE TUTORIALS
– 2/3
PREV
NEXT
Procedure slide
Title of slide
Condition or information
Action
Callout
Link to more
information
Memory item
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TO EDITOF
MTHE
ASTER
TITLE STYLE
RGANIZATION
TUTORIALS
– 3/3
PREV
Information slides
Title
BACK button
Information
Title
Information box
BACK button
BACK
PREVENTING
CLICK
TO EDITIDENTIFIED
MASTER FROM
TITLERISKS
STYLE
(Refer to FCTM for definition and PIR list)
Possibility of injury to the
ground personnel.
Possibility of damage to the
aircraft.
Possibility of injury to
passengers.
The navigation may be
affected.
It may not be possible to
complete the initial flight.
The handling or control of the
aircraft may be affected.
BACK
A320
A320/A330
IRST FFS
FFIRST
FFS
FFS SAFETY EQUIPMENT
i
FFS COCKPIT FACILITY
i
XFTDO1FRSTFFS01 – OCT 2018
IRST E
FFS
FFS SFAFETY
QUIPMENT
 Emergency Stop
 Fire extinguishers
 Escape ropes
 Torch
BACK
FFS
FFS F
CIRST
OCKPIT
FACILITY
 Seat, pedal and armrest adjustments:
• Seat
i
• Pedal
i
• Armrest
i
 Sliding table
 Cockpit lights
 Oxygen masks
 Hand mike, headset, RMP, ACP
BACK
FFS
FFS F
CIRST
OCKPIT
FACILITY
SEAT ADJUSTMENTS
BACK
 Move the pedals full forward.
 Move the seat full forward
(Use either mechanical or electrical controls. Get familiar with both.).
 Adjust the seat vertically and horizontally according to sidestick position.
 Both surfaces must be visible by just looking up
and down.
EYE
REFERENCE
PANEL
FFS
FFS F
CIRST
OCKPIT
FACILITY
PEDAL ADJUSTMENTS
 Put your feet “inside” the pedals.
 Apply full deflection of the pedal, then apply full
braking action.
 The leg should be almost fully extended at this point,
but there should not be any body movement or sliding
on the seat to achieve that position.
BACK
FFS
FFS F
CIRST
OCKPIT
FACILITY
ARMREST ADJUSTMENTS
BACK
HEIGHT ADJUST: Button A
PITCH ADJUST: Button B
HEIGHT
INDICATION
PITCH
INDICATION
1
When your seat is adjusted:
• Position your arm like shown on the picture 1, slide it forward without
moving your wrist.
2
• If the armrest is correctly positioned, your hand should come naturally
around the side stick as shown on picture 2.
CLICK TO EDIT
MASTER
TITLE
GOLDEN
RULES
GOLDEN RULE #1
STYLE
Fly, Navigate, Communicate
In that order, with the appropriate tasksharing.
i
GOLDEN RULE #2
Use the appropriate level of automation
at all times.
i
GOLDEN RULE #3
Understand the FMA at all times.
i
GOLDEN RULE #4
Take actions if things do not go as
expected.
i
A320/A330
XFTDN1GOLDRUL01 – OCT 2018
CLICK
MASTER
TITLE STYLE
#1 TO
FLY,EDIT
NAVIGATE
, COMMUNICATE
BACK
Fly! Navigate! Communicate! The flight crew must perform these three actions in sequence and must use
appropriate tasksharing in normal and abnormal operations, in manual flight or in flight with the AP engaged.
Fly the aircraft (Pitch, bank, airspeed, thrust, sideslip, heading, etc...)
 Achieve and maintain desired targets and flight path.
PM
Actively monitor the flight parameters
 Call out any excessive deviation.
Communicate
Navigate
Fly
PF
Situational awareness
Know where you
are...
Cabin Crew
Know where you
should be...
Know where you
should go...
Flight Crew
PF
PM
Know where the
weather, terrain and
obstacles are...
ATC
Ground crew
To ensure good communication, the flight crew should use standard phraseology and the
applicable callouts.
Always keep in mind the key message: Fly the aircraft! Fly the aircraft! Fly the aircraft!
#2 UTO
SE THE APPROPRIATE LEVEL OF
CLICK
EDIT MASTER TITLE STYLE
AUTOMATION AT ALL TIMES
To use the appropriate level of automation at all times, the flight crew must:
Determine and select the appropriate level of automation, that can include manual flight.
Understand the operational effect of the selected level of automation.
Confirm that the aircraft reacts as expected.
BACK
C#3
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TO EDIT M
ASTER
UNDERSTAND
THE
FMATITLE
AT ALL STYLE
TIMES
To ensure correct situational awareness at all times, the flight crew must:
Monitor the FMA.
Announce the FMA.
Confirm the FMA.
Understand the FMA.
BACK
#4 TTO
AKE ACTIONS IF THINGS DO NOT
CLICK
EDIT MASTER TITLE STYLE
GO AS EXPECTED
If the aircraft does not follow the desired flight path, or the selected targets.
Take action !
PF
Change the level of automation
• Managed guidance  Selected guidance,
or
• Selected guidance  Manual flying.
PM
• Communicate with the PF
• Challenge the actions of the PF, if
necessary
• Take over, if necessary.
BACK
A320/A330
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SUMMARY
Summary of IFR chart pages:
I.
General………….…… i
II.
Arrival………….…….. i
III.
Departure………………i
IV.
STAR………………… i
V.
SID…………………… i
VI.
Airport………………….i
VII.
Initial Approaches…… i
VIII. Final Approaches…… i
XFSNN1E00NAVC01 – JUL 2020
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ATIS
Frequency
Other General
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INIMUM
ALTITUDE
Header
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Altitude
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Airport
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Transition
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Minimum
Altitude on the
Red Area
Highest Terrain
on the Chart
Minimum
Altitude on the
Orange Area
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ARRIVALS
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On this page of IFR CHARTS, you will find specific information about arrivals.
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ARRIVALS
NFORMATION
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On this page of IFR CHARTS, you will find specific information about arrivals.
Specific
Information for
Arrival Operations
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i
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DEPARTURE
INFORMATION
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On this page of IFR CHARTS, you will find specific information about departures.
Noise Abatement
Departure Procedure
Other Departure
Information
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ASTER TITLE STYLE
STAR
STAR = STandard ARrival
STAR Charts
RNAV STAR Charts
Standard STAR Charts
i
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RNAV STAR
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Arrival
Runway
Concerned
Additional
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RNAV STAR CHART
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ESISI Arrival
i
NETRO Holding
i
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i
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EDIT STAR
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RNAV STAR CHART – ESISI ARRIVAL
Follow heading
159° for 38 nm…
…then,
turn right heading
208° for 17 nm.
Waypoints with
Constraints
FLY-OVER WPT
FLY-BY WPT
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i
CHARTS
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Holding
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TITLE
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RNAV STAR CHART
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Follow heading
159° for 38 nm…
…then,
turn right heading
208° for 17 nm.
Holding
Constraints
Information
FLY-OVER WPT
FLY-BY WPT
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i
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ASTER
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STANDARD
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Header
STAR
Information
i
STAR
Chart
i
MSA
i
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STAR INFORMATION
Arrival
Runway
Concerned
Additional
Information
Reference
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STANDARD
CHARTS
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ASTER
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MINIMUM SECTOR ALTITUDE
Minimum Sector Altitude = 3000 ft.
With 2500 ft for the 10 first inner nautical miles.
25 nm circle centered around TOU VOR.
MAIN
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STANDARD
CHARTS
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ASTER
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STAR CHART
AFRIC 6L Arrival
i
ADIMO Holding
i
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i
MAIN
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STANDARD
CHARTS
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EDIT MSTAR
ASTER
TITLE STYLE
BACK
STAR CHART – AFRIC ARRIVAL
Follow heading 222°
during 23 nm
Minimum
Altitude on this
Segment
then,
turn right heading
266° for 21 nm.
HIDE INFORMATION
i
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MENU
STANDARD
CHARTS
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EDIT MSTAR
ASTER
TITLE STYLE
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STAR CHART – HOLDING
Holding
HIDE INFORMATION
i
MAIN
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STANDARD
CHARTS
CLICK TO
EDIT MSTAR
ASTER
TITLE STYLE
BACK
STAR CHART
Follow heading 222°
during 23 nm
Minimum
Altitudes
Holding
then,
turn right heading
266° for 21 nm.
HIDE INFORMATION
i
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EDIT
SIDMCASTER
HARTS TITLE STYLE
SID = Standard Instrument Departure
SID Charts
RNAV SID Charts
Standard SID Charts
i
i
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ASTER
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SID
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Header
RNAV SID
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ASTER
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SID
CHARTS
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Altitude/Speed
Constraints
Departure
Trajectory
Climb gradient
Constraints
Initial Level
Clearance
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STANDARD
SID CHARTS
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Header
Standard
SID Charts
i
SID Procedure
Description
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TITLE
STANDARD
SID CHARTS
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MEN 5H Departure
BACK
i
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MENU
Follow
heading
323° until
TOU VOR
CLICK TO
EDIT MASTER
TITLE
STANDARD
SID CHARTS
STYLE
BACK
At BISBI WPT, turn left
heading 043°
Turn right heading 065°
Minimum
Performances
required for these
Departures
HIDE INFORMATION
i
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MASTER
TITLE
AIRPORT
CHARTS
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Airport Charts
Gates Coordinates
Airport Chart
i
i
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ASTER TITLE
ATES M
COORDINATES
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Gates
Coordinates
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AIRPORT
CHARTS
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Header
Communication
Frequencies
Airport Plan
i
Additional Runway
Information
i
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AIRPORT
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- AIRPORT
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AIRPORT
CHARTS
- AIRPORT
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Runway
Elevation
Runway
Length
Taxiway Name
Runway QFU
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i
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MASTERRUNWAY
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AIRPORT
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- ADDITIONAL
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MASTERRUNWAY
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AIRPORT
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- ADDITIONAL
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PAPI
Information
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Runway
Length/Width
Low Visibility
Procedure
Information.
Runway Visual Range (RVR)
HIRL: High Intensity Runway Light
CL: Center Light
Distances between two lights:
HIRL: 60m; CL: 15m
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i
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APPROACH
PROCEDURE
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ILS or LOC
RNAV (GNSS)
VOR
VPT
Initial
Approach
Initial
Approach
Initial
Approach
Approach
i
i
i
i
Final
Approach
Final
Approach
Final
Approach
i
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i
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ILSTO
OR EDIT
LOC M
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NITIAL ATITLE
PPROACH
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Approach
Information
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Chart
i
Final Approach
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LOC M
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APPROACH INFORMATION
Communication
Frequencies
LOC Frequency
&
Approach Course
Reminder of Airport
and Runway Altitudes
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11-1B FINAL
Approach Chart
Highest Terrain on
the Chart
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Chart
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Initial Approach
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ILS/LOC
Information
Communication
Frequencies
Missed Approach
Procedure Description
Refer to Lateral
Profile Chart
i
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Vertical Profile
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Missed Approach Procedure
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Vertical Profile
i
Click to play the animation
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Holding after the
Missed Approach
Procedure
Click to play the animation
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Procedure
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VERTICAL PROFILE
Go-Around Immediate
Trajectory Reminder
ILS Glide-Slope
or
Descent Angle
Minima and RVR
Related to Aircraft
Category and
Approach Type
References
(LACTF: Large Aircraft)
Circle-to-Land
Minima
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INITIAL TITLE
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Information
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Chart
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Final Approach
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INITIAL TITLE
APPROACH
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APPROACH INFORMATION
To Compare with PFD
Information.
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Waypoints with
Constraints
IAF
Initial
Approach
Trajectory
IF
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Chart
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i
Initial Approach
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FINAL A
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Communication
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Procedure
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CHART
Minima Depending
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Approach and
Aircraft Category
Final Approach
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Missed Approach Procedure
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FINAL A
PPROACH
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FINAL APPROACH
IF
Platform
Altitude
Click to play the animation
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FINAL A
PPROACH
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TITLE
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FINAL APPROACH
IF
Platform
Altitude
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MISSED APPROACH PROCEDURE
Click to play the animation
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VOR
– INITIAL
APPROACH
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Header
Initial Approach
Chart
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Final Approach
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MASTER
TITLE
VOR
– INITIAL
APPROACH
STYLE
BACK
NETRO Approach
i
Approach constraints
i
SHOW INFORMATION
i
MAIN
MENU
VOR
– INITIAL
APPROACH
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MASTER
TITLE
NETRO APPROACH
STYLE
BACK
Follow 12 nm TOU
DME ARC
Final Approach
i
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VOR
– INITIAL
APPROACH
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MASTER
TITLE
MAIN
MENU
APPROACH CONSTRAINTS
STYLE
BACK
Required Instrument
for this Approach
Constraints
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i
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MASTER
TITLE
VOR
– INITIAL
APPROACH
MAIN
MENU
STYLE
BACK
Required Instrument
for this Approach
Follow 12 nm TOU
DME ARC
Constraints
Final Approach
i
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i
MAIN
MENU
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EDIT
ASTER
TITLE
VOR
– FM
INAL
APPROACH
STYLE
BACK
Identical to VOR/ILS Final Approach
Constant Descent
Final Approach
i
Initial approach
MAIN
MENU
CISUAL
LICKMTO
EDIT MW
ASTER
TITLE STYLE
V
ANOEUVRING
ITH PRESCRIBED
TRACKS
SHOW INFORMATION
BACK
i
CISUAL
LICKMTO
EDIT MW
ASTER
TITLE STYLE
V
ANOEUVRING
ITH PRESCRIBED
TRACKS
MAIN
MENU
BACK
Airport
Elevation
Go-Around
Trajectory
Approach
Trajectory
Missed Approach
Directives
Minima and RVR
HIDE INFORMATION
i
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TITLE
STYLE
COMPUTERIZED
FLIGHT
PLAN
Operational data
i
Alternate Airport
i
Fuel Calculation
i
A/C Estimated Weights
i
Flight Plan Route
Time & Fuel Records
i
Navigation Log
i
XFSNN1E00CPLN01 – OCT 2018
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EDIT MASTERDATA
TITLE
OPERATIONAL
Aircraft Type
Call Sign
Mach Number
STYLE
BACK
Route
Average wind component
and temperature for route
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EDIT TIME
MASTER
TITLE
& DATA
Calculations to destination
TF = Trip Fuel
Time to destination
Nautical Miles & Nautical
Air Miles to Destination
STYLE
Cruise FL to destination
i
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ASTER TITLE STYLE
FUEL
BACK
Fuel Time & Data i
Fuel Calculation
i
Compare with MCDU Page
i
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TO EDITMILES
MASTER
TITLE
STYLE
GROUND
& AIR
MILES
BACK
Trip distance to be compared with the
MCDU F-PLN Page
Nautical Air Miles (NAM) is
the ground distance (NM)
corrected by the wind effect
In the example :
GROUND distance = 200 NM
Wind -100 KT
AIR distance = 257 NM
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EDIT M
ASTER TITLE
PLANNING
STYLE
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX
DEST = Trip Fuel (TF)*
RESV = Contingency Fuel (CF)
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR)
XTR = Extra Fuel
ETPX = ETOPS Fuel Reserve
TOF = Take Off Fuel
TAXI = Taxi Fuel
BLOCK = Total Fuel (Q)
*Trip fuel (TF) is the amount of fuel
needed from takeoff to landing.
Calculate TOF
→
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EDIT M
ASTER TITLE
PLANNING
STYLE
BACK
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX
TF
+ CF
+ AF
+ FR
+ Extra Fuel
+ ETPX
----------------= TOF
DEST = Trip Fuel (TF)
RESV = Contingency Fuel (CF)
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR)
XTR = Extra Fuel
ETPX = ETOPS Fuel Reserve
TOF = Take Off Fuel
TAXI = Taxi Fuel
BLOCK = Total Fuel (Q)
Calculate Q
→
001867
+ 000093
+ 001446
+ 001009
+ 000000
+ 000000
-------------= 004415
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EDIT M
ASTER TITLE
PLANNING
STYLE
BACK
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX
DEST = Trip Fuel (TF)
RESV = Contingency Fuel (CF)
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR)
XTR = Extra Fuel
ETPX = ETOPS Fuel Reserve
TOF = Take Off Fuel
TAXI = Taxi Fuel
BLOCK = Total Fuel (Q)
TF
+ CF
+ AF
+ FR
+ Extra Fuel
+ ETPX
----------------= TOF
+ TAXI
----------------=Q
001867
+ 000093
+ 001446
+ 001009
+ 000000
+ 000000
-------------= 004415
+ 000200
------------= 004615
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TITLE STYLE
WITH MCDU
BACK
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
Calculate Weights i
Compare with MCDU Page
BACK
i
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
BACK
Calculate EZFW →
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
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TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
BACK
Calculate ETOW →
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
BASIC WT
+ EPLD
----------------= EZFW
039000
+ 015200
--------------= 054200
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TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
BACK
Calculate ELAW →
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
BASIC WT
+ EPLD
----------------= EZFW
+ TOF
----------------= ETOW
039000
+ 015200
--------------= 054200
+ 004415
--------------= 058615
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
BASIC WT
+ EPLD
----------------= EZFW
+ TOF
----------------= ETOW
- EB/O
----------------= ELAW
039000
+ 015200
--------------= 054200
+ 004415
--------------= 058615
- 001867
--------------= 056748
BACK
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TITLE STYLE
WITH MCDU
BACK
FLIGHT
PLAN ROUTE
CLICK TO
EDIT MASTER TITLE
TIME & FUEL RECORDS
DEP airport
Route
SID
STYLE
BACK
DEST airport
STAR
Flight Plan Route
Time & Fuel Records
Vertical Profile
Records
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EDIT MASTER
TITLE
LOG
WIND
Outside Air Temp / Shear
STYLE
Ground / Air Distance from previous waypoint
Remaining Ground / Air Distance to destination
BACK
i
Waypoints
Airways
Estimated Time to reach the waypoint
Cumulated Time from departure
Flight Level
MORA
MORA:
Minimum Off
Route Altitude
True Air Speed
Ground Speed
In True / Magnetic Track
Out True / Magnetic Track
Records
i
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EDIT MASTER
TITLE
LOG
STYLE
This is the flight route:
- The aircraft reaches its top of descent (TOD) 1 minutes after GAI.
- The remaining air distance at the TOD is 119 Nautical Miles to destination.
- The outside temperature is -47 degrees (M=Minus), and the wind at FL310 is
coming from 278 degrees at 33 knots.
- According to the flight plan, the aircraft should still be carrying 3 tons of fuel at this
point.
BACK
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EDIT MASTER
TITLE
LOG
STYLE
BACK
Records
Based on actual takeoff time => e.g. 13:00
Estimated Time to be filled
after takeoff
Actual Time & Fuel data to be filled
when passing the waypoint
13:00
13:11
13:12 0.4 4.1
13:16
13:17
13:34
13:39
14:00
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TITLE
ALTERNATE
AIRPORT
STYLE
Marseille-Provence (LFML) is offered as alternate to Montpellier-Méditerranée (LFMT).
To land at Marseille-Provence, the aircraft has to fly an additional 180
nautical miles, which will take an estimated 35 minutes.
The aircraft will fly at FL280 and need around 1 446 kilos of fuel to reach
the airport.
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TO
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TITLE STYLE
OCKPIT
PASTER
REPARATION
COCKPIT
PREPARATION
CM1
CM2
A320
SAFETY EXTERIOR
INSPECTION
(Follow QRH)
PRELIMINARY
COCKPIT PREP
(Follow QRH)
PF
SOP
FLOW
PM
EXTERIOR
WALKAROUND
FINAL COCKPIT
PREPARATION
SOP
FLOW
DEPARTURE
BRIEFING
SOP
Do not pressurize any hydraulic
system without clearance from
ground personnel.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
EFTDB1COCKPRE01 – OCT 2022
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TITLE STYLE
COCKPIT
REPARATION
BACK
COCKPIT
PREPARATION
PF
OVERHEAD PANEL
1
1
SOP
FLOW
CENTER
INSTRUMENT PANEL
2
SOP
FLOW
PEDESTAL
3
2
SOP
FLOW
FMS PREPARATION
4
4
3
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
SOP
OCKPIT PREPARATION
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MASTER TITLE STYLE
BACK
OVERHEAD PANEL
MAINT PANEL…CHECK
PF
1
2
3
AUDIO SWITCHING…NORM
PA…RECEPT
During the scan sequence,
extinguish all white lights.
ENG FIRE..CHECK/TEST
MAINTENANCE panel
ALL LIGHTS…….CHECK OFF
ELEC PANEL……..CHECK
BAT………….…..…CHECK
CAPT & PURS/CAPT…AS
RQRD
* PACK FLOW….AS RQRD
CVR TEST pb...PRESS
*RCDR GND CTL…ON
VENT…CHECK
LDG ELEV………………….AUTO
PROBE/WINDOW HEAT…AUTO
STROBE ….…………..….…AUTO
BEACON ……………….……. OFF
REMAINING EXT LT … AS RQRD
* SIGNS …..... ON/AUTO
* EMER EXIT LT … ARM
 If secured stop or flight crew
change: Perform all actions
 Otherwise (transit stop) perform
only actions marked by * in QRH
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION
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MASTER TITLE STYLE
CENTER INSTRUMENT PANEL
PF
*ISIS..……CHECK
1
3
2
*A/SKID & NW STRG sw........ON
*CLOCK..……CHECK/SET
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
OCKPIT PREPARATION
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MASTER TITLE STYLE
BACK
PEDESTAL
PF
2
SWITCHING PANEL... NORM
3
1
ACP.........CHECK ON/SET
* ATC................ STBY
*THRUST levers...IDLE
*ENG MASTER levers....OFF
*ENG MODE selector....NORM
COCKPIT DOOR sw......NORM
* PARK BRK handle......AS RQRD
* ACCU/BRAKE PRESS.....CHECK
On Center Instrument Panel
GRAVITY GEAR EXTN .........CHECK STOWED
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION
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MASTER TITLE STYLE
FMGS PREPARATION
PF
BACK
PM
*FMGS....................................................PREPARE
On MCDU, “D-I-F-R-I-P”:
CHECK
1. STATUS PAGE
FILL:
2. INIT A PAGE
3. F.PLN A PAGE
4. SEC F.PLN PAGE
5. RAD NAV PAGE
6. INIT B PAGE
7. PERF PAGES
i
i
*FMGS PREPARATION.................CROSSCHECK
EFB/MCDU GREEN DOT......................COMPARE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION
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MASTER TITLE STYLE
FMGS PREPARATION
F-PLN A PAGE
 Check the F-PLAN by using the ND PLAN mode versus the computerized F-PLAN.
 Check DIST TO DEST. Compare it with the total distance computed for the flight with
the computerized F-PLN. Any discrepancy may affect the fuel management.
 Should the FM include an erroneous information (including the constraints) the aircraft
will follow an unwanted trajectory. Crosschecking with the charts allows to prevent it
(SID, STARS, etc…).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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COCKPIT
PREPARATION
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FMGS PREPARATION
FMGS PREPARATION.......CROSSCHECK
BACK
The following items have to be carefully crosschecked by the PM before the Departure briefing:
•
•
•
•
Waypoints & constraints of the expected departure route v.s the Departure chart
Waypoints of the flight plan Initial cruise altitude
v.s the Computerized Flight Plan (CFP)
Initial cruise altitude
Total track miles
• Performance data displayed on the PM’s side with the T.O page of the FMGS ACTIVE/PERF page.
(it includes RED/ACCEL/EO ACCEL settings if applicable)
• Setup of the SEC F-PLN
The PM:
 should have the same mental image of the intended departure procedure, trajectory and constraints
than the PF
 should check with the PF if anything is not clear.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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COCKPIT
PREPARATION
BACK
FINAL COCKPIT
PREPARATION
When both pilots are seated:
GLARESHIELD
1
CM1
1
PF
1
SOP
CM2
2
LATERAL
CONSOLES
INTRUMENT PANELS
SOP
2
PF
2
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
FINAL COCKPIT PREPARATION
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PF
GLARESHIELD
BACK
PM
When both crewmembers are seated:
*BARO REF......................................................SET
*BARO REF......................................................SET
*FD........................................................CHECK ON
*FD........................................................CHECK ON
*LS...........................................................AS RQRD
*LS...........................................................AS RQRD
*ND mode and range.............................AS RQRD
*ND mode and range.............................AS RQRD
*EFIS OPTIONS ……………………………....CSTR
*EFIS OPTIONS ……………………………. CSTR
*ADF/VOR selector................................AS RQRD
*ADF/VOR selector................................AS RQRD
*FCU.................................................................SET
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
FINAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
PF
PM
OXYGEN MASK.............................................TEST i
BACK
OXYGEN MASK.............................................TEST
PFD-ND brightness…………………...…..ADJUST i
PFD-ND brightness…………………...…..ADJUST
LOUDSPEAKER knob....................................SET
LOUDSPEAKER knob....................................SET
*PFD / ND...................................................CHECK
*PFD / ND...................................................CHECK
*LDG ELEV (ECAM)………………CHECK AUTO
*IRS ALIGN……………………………..……CHECK
i
*ECAM STATUS……………………………CHECK
*FOB………………..………………………..CHECK
i
*FOB………...………………………………..CHECK
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
FINAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
OXYGEN MASK … TEST
BACK
 OXYGEN MASK TEST:
To prevent hearing damage to ground mechanics connected to the
intercom system, inform them that a loud noise may be heard in the
headset when performing this test.
 CAUTION:
After testing the O2 masks, or after stowage, verify:
- the N / 100% selector is locked down at 100% position and
- the
EMERGENCY
pressure
selector
is
NOT
turned
right
to
EMERGENCY position (permanent overpressure).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
FINAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
INSTRUMENT PANEL:
ND BRIGHTNESS KNOB… AS RQRD
 Check the ND outer ring is set to maximum brightness (radar/terrain display).
 When the flight crew does not correctly adjust the brightness of the weather or
terrain image, the visibility of the data is reduced on the ND.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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FINAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
PF
PM
ECP / ADIRS
On the ECAM control panel:
BACK
On the MCDU:
* PRESS pb…………………..…..…………….………PRESS
* IRS ALIGN…………..……………………..…………CHECK
CAB PRESS SD page:
DATA key……………….…………………....…....………….PRESS
LDG ELEV AUTO…………….………….…..CHECK DISPLAYED
POSITION MONITOR page…………….…..…………….DISPLAY
* STS pb…………………….…………..………………PRESS
IRS………..….…CHECK NAV MODE & DIST LESS THAN 5 NM
STATUS page:
INOP SYS……………..……...CHECK COMPATIBLE WITH MEL
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
FINAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
*FOB...........................CHECK
The flight crew:
• Check that the ECAM FOB corresponds to the F-PLN
• On ECAM FUEL SD page, check that the fuel is correctly balanced
• Crosscheck that the sum of the FOB recorded at the end of the last flight and the fuel uplift
(if any) is consistent with the current FOB. If an abnormal difference is found, a
maintenance action is due.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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OCKPIT PREPARATION
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MASTER TITLE STYLE
PF
DEPARTURE BRIEFING
BACK
PM
DEPARTURE BRIEFING.......................PERFORM i
“ COCKPIT PREPARATION C/L ”
COCKPIT PREPARATION C/L ...........COMPLETE
“ COCKPIT PREPARATION COMPLETE ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION
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MASTER TITLE STYLE
DEPARTURE BRIEFING
DEPARTURE BRIEFING.......................PERFORM
BACK
Structure and minimum items of the Departure Briefing
PF
PM
Briefing
Recommendations
Set Distraction Free Environment
•
•
•
•
•
•
•
•
•
•
•
PLAN
T/O RWY (Intersection)
SID Designator
First cleared ALT
MSA/MORA for climb trajectory
Extra-fuel & -time
i
PLAN
The PM should start to brief the main items
of the PLAN. This ensures that both pilots
share the same mental image of the flight
trajectory.
The PF briefs the hotspots of potential taxiroutes if any, and considers at least the
following items:
PLAN
Hotspots of planned taxi route
Stop-margin for RTO
EOSID
Return/Diversion Considerations
Special Operation
Non-standard operation
• Consideration for RTO
• The EOSID/Engine-out trajectory
• The considerations for a return landing
or
diversion
if
so
required
(weather/weight).
Identified THREATS
Identified THREATS
MITIGATIONS
MISCELLANEOUS
MISCELLANEOUS is intended to consider
additional items e.g.:
• Intended use of automation after takeoff
• Supplementary Procedures if not yet
briefed.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
OCKPIT PREPARATION
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MASTER TITLE STYLE
DEPARTURE BRIEFING
Briefing Recommendations
Briefing requires out-of-the-box thinking, beyond the pure reflection of routine and standard
operations.
It should have a threat-focused view and identify and prioritize likely threats to the intended
operation. It should then detail the actions to mitigate these threats.
A briefing should be conversational, interactive and use open questions that involve all flight
crewmembers to share their experience and expectations.
It should normally not be a repetition of the detailed setting and checking of the flight
trajectory in the FMS.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
A320/A330
LICK TO /S
EDIT
BEFORE C
PUSHBACK
TARTM
- ASTER
ENGINE TITLE
STARTSTYLE
- AFTER START
PF
PM
BEFORE PUSHBACK/START
CLEARANCE
SOP
AT PUSHBACK/START CLEARANCE
“ BEFORE START C/L ”
SOP
FLOW
ATC
“ BEFORE START C/L COMPLETE ”
AFTER START
SOP
“ AFTER START C/L ”
FLOW
“ AFTER START C/L COMPLETE ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDB1ENGSTAR01 – OCT 2022
CBLICK
TOPEDIT
MASTER
STYLE
EFORE
USHBACK
/STARTTITLE
CLEARANCE
PF
BACK
PM
FINAL LOADSHEET…………………..……..…….CHECK
ZFW / ZFWCG ..........……………….…..…..……..CHECK
(A330) LOADSHEET CG and ECAM CG………..CHECK
FINAL LOADSHEET……..…..............……...…….CHECK
ZFW / ZFWCG .............……..……..……….………CHECK
FUEL ON BOARD ...............................................CHECK
FUEL ON BOARD ...............................................CHECK
If takeoff conditions changed:
FINAL TAKEOFF PERF DATA..…...………RECOMPUTE
FMS T.O DATA……............................................. REVISE
FINAL TAKEOFF PERF DATA..…...………RECOMPUTE
FMS REVISED T.O PERF DATA…......….CROSSCHECK
EFB/MCDU GREEN DOT………………………COMPARE
SEATING POSITION……………....……..……..…ADJUST
FMS PERF T.O page…………..……………....…..SELECT
SEATING POSITION…….…..……………...…..…ADJUST
FMS F-PLN PAGE…………….……......……....….SELECT
AIR CONDITIONING UNIT…...CHECK DISCONNECTED
EXT PWR.………..………..……......CHECK AVAIL A320 A330
i
i
EXT PWR DISCONNECTION..……..…REQUEST
CALL: “ GROUND FROM COCKPIT ”
GND MECH: “ COCKPIT FROM GROUND ”
MECH
REQUEST: “ REMOVE EXTERNAL ___ ”
GND MECH: “ EXTERNAL ___ REMOVED ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
STYLE
EFORE
USHBACK
/STARTTITLE
CLEARANCE
EXT POWER……..…..…CHECK AVAIL
 Check the AVAIL light, before requesting the external power disconnection.
 Requesting to disconnect the external power when it is ON may severely
injure the ground engineer.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
STYLE
EFORE
USHBACK
/STARTTITLE
CLEARANCE
EXT POWER……..…..…CHECK AVAIL
 Check the AVAIL light, before requesting the external power disconnection.
AVAIL
 Requesting to disconnect the external power when it is ON may severely
injure the ground engineer.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TITLE STYLE
AT PTO
USHBACK
/SASTER
TART CLEARANCE
PF
PM
PUSHBACK/START CLEARANCE….…........…....OBTAIN
ATC………………….…SET FOR AIRPORT OPERATIONS ATC
WINDOWS and DOORS…….………..….CHECK CLOSED
SLIDES …………………….............……….CHECK ARMED
BEACON sw..…...…..………………………………………ON
WINDOWS and DOORS……...…….....…CHECK CLOSED
SLIDES…………………………………........CHECK ARMED
THR LEVERS…………………………....……………..…IDLE
ACCU PRESS……………………....…..…………..…CHECK
NW STRG DISC MEMO…..................CHECK DISPLAYED
i
“BEFORE START C/L ”
PF
BACK
BEFORE START C/L.......................................COMPLETE
“ BEFORE START C/L COMPLETE ”
“ GROUND FROM COCKPIT, CLEARED FOR PUSH ”
GND MECH: “ COCKPIT FROM GROUND, RELEASE BRAKES ”
PARK BRAKE handle.……………..………………...............OFF
“ BRAKES RELEASED, READY TO PUSH ”
During pushback, automatic engine start sequence:
A320
A330
SOP
SOP
When pushback is completed:
GND MECH: “ SET BRAKES ”
PARK BRAKE handle…………..……….………………...ON
BRAKE PRESS indicator………………..................CHECK
“ BRAKES SET ”
i
MECH
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TITLE STYLE
AT PTO
USHBACK
/SASTER
TART CLEARANCE
NW STRG DISC MEMO……..…..…CHECK DISPLAY
Do not perform the pushback if “NW STRG DISC” not displayed on the ECAM MEMO to
avoid damages to the nose landing gear.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TITLE STYLE
AT PTO
USHBACK
/SASTER
TART CLEARANCE
BRAKE PRESS……..…..…CHECK
 When PARKING BRAKE is ON:
• PARK BRK MEMO is displayed
• Check brake pressure
BACK
• The ACCU PRESS must be in the green band.
 If during engine start with PARK BRK ON, the aircraft moves, immediately release the PARKING BRK handle to
restore pedals braking.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
ENGINE
STARTTITLE STYLE
PF
PM
“ CLEAR TO START? ”
GND MECH: “ CLEAR TO START ”
PF
THRUST LEVERS.…...................................................IDLE
ENG MODE SEL.........………..………..…....…..IGN/START
“ STARTING ENGINE TWO ”
ENG 2 MASTER lever……………..…..…………...…….ON
i
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE ONE ”
REPEAT START SEQUENCE FOR ENG 1
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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MASTER
ENGINE
STARTTITLE STYLE
PF
PM
“ CLEAR TO START? ”
GND MECH: “ CLEAR TO START ”
PF
THRUST LEVERS.…...................................................IDLE
ENG START SEL........………..………..…....…..IGN/START
“ STARTING ENGINE ONE ”
i
ENG 1 MASTER lever………..…..…………...………….ON
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE TWO ”
REPEAT START SEQUENCE FOR ENG 2
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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MASTER
ENGINE
STARTTITLE STYLE
STARTING THE ENGINES
BACK
 Note for all engine types:
• ENG 2 is started first because it powers the Yellow hydraulic system, which pressurizes the parking brake.
 Additional note for CFM engines only:
• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses and messages have disappeared on the
engine parameters (upper ECAM display).
 Additional note for IAE engines only:
• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses, except on N1 and N2, and messages have
disappeared on the engine parameters (upper ECAM display).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER
ENGINE
STARTTITLE STYLE
STARTING THE ENGINES
BACK
 Note for all engine types:
• ENG 1 is started first because it powers the blue hydraulic system, which pressurizes the parking brake.
 Additional note for PW and RR engines only:
• DO NOT SET the ENG MASTER switch ON before all amber crosses and messages have disappeared on engine
parameters (upper ECAM display).
 Additional note for GE engines only:
Set ENG START sel to
IGN START.
Wait for 3 sec.
Set ENG MASTER
switch to ON.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER
AFTER
START TITLE STYLE
PF
BACK
PM
1. ENGINE MODE selector......….…………..…….NORM
End of START sequence: Signal for PM actions.
2. APU BLEED pb-sw…………….……….……….….OFF
1. GND SPOILERS .….……….....…………..….……ARM
3. ANTI ICE………………….……………...........AS RQRD
2. RUDDER TRIM…………..…………CHECK NEUTRAL
• If the APU is not required:
3. FLAPS…………………………............................…SET
4. APU MASTER SW pb-sw…………….…..….....….OFF
4. PITCH TRIM…………………………..……….……..SET
(A330 OPTION) NWS TOWING FAULT LT….CHECK OFF
5. ECAM STATUS……………………….…CROSSCHECK
i
5. ECAM STATUS…………………………............CHECK
If “STS” reminder is displayed:
STS pb………………………………………………..PRESS
STS pb………………………………………………..PRESS
After the flow pattern:
NW STEER DISC MEMO……....CHECK NOT DISPLAYED
“ CLEAR TO DISCONNECT, HAND SIGNALS ON
PF
LEFT/RIGHT ”
GND MECH: “ DISCONNECTING, HAND SIGNALS ON LEFT/RIGHT ”.
“ AFTER START C/L ”
AFTER START C/L……..…………………………COMPLETE
“ AFTER START C/L COMPLETE ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
i
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MASTER
AFTER
START TITLE STYLE
A320
PITCH TRIM……..…..…SET
 Set the pitch trim position using the Takeoff CG
value in order to avoid up/down THS position
mistakes.
 The Takeoff CG value must be within the green
band limits.
 Crosscheck Takeoff CG value with load and trim
sheet.
A330
PITCH TRIM……..…..…CHECK
 As soon as the three hydraulic systems are available, the THS is
automatically set to the takeoff value.
 Check Takeoff CG on the pitch trim wheel.
 For this purpose, use the actual CG indicated on the ECAM.
 If necessary, set the Take off CG on the pitch trim wheel.
 The Takeoff CG value must be within the green band limits.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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MASTER
AFTER
START TITLE STYLE
NWS TOWING FAULT LT (OPTION)......CHECK OFF
BACK
If nosewheel steering has exceeded 93°
Illumination of the red
oversteer warning light.
FAULT
NO GO
Maintenance action required.
FAULT
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BEFORE C
PUSHBACK
TARTM
- ASTER
ENGINE TITLE
STARTSTYLE
- AFTER START
LICK TO /S
EDIT
BEFORE START FLOW PATTERN
BACK
PM
PM
PF
PF
BEACON sw
1
WINDOWS
2
2
DOORS/SLIDES
THRUST LEVERS
3
3
DOORS/SLIDES
4
1
ATC
5
PARK BRK handle
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
WINDOWS
BEFORE C
PUSHBACK
TARTM
- ASTER
ENGINE TITLE
STARTSTYLE
- AFTER START
LICK TO /S
EDIT
AFTER START FLOW PATTERN
BACK
PM
PM
PF
PF
ANTI-ICE
2
3
APU BLEED
4
5
APU MASTER SW
STATUS
4
(A320) ENG MODE SEL
(A330) ENG START SEL
1
1
5
PITCH TRIM
3
FLAPS
GND SPOILERS
2
RUDDER TRIM
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320
CLICKTTO
MASTER
TITLE STYLE
AXIEDIT
- BEFORE
TAKEOFF
TAXI INITIATION
SOP
Taxi Speed
180¨ turn on RWY
TAXI
SOP
FLOW
DEPARTURE
CHANGE
SOP
i
BEFORE TAKEOFF
SOP
FLOW
When LINE-UP clearance obtained:
i
“ TAXI C/L ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
“ LINE-UP C/L ”
EFTDB1TAXI00001 – OCT 2022
CLICK TO EDIT
ASTER TITLE STYLE
TAXIM
INITIATION
PF
BACK
PM
Before Taxiing:
TAXI CLEARANCE..................................................OBTAIN
When Taxi clearance obtained:
“ CLEAR LEFT (RIGHT) SIDE ”
NOSE sw......................................................................TAXI
RWY TURN OFF sw.......................................................ON
During taxi, the PF may request the PM to set the exterior lights
PARK BRK handle.......................................................OFF
“ CLEAR RIGHT (LEFT) SIDE ”
BRAKE PRESSURE...............................CHECK AT ZERO
BRAKE FAN pb.........................................................AS RQRD
“ BRAKE CHECK ”
Press gently the brake pedals to ensure that the aircraft slows down
BRAKES..................................................................CHECK
“ FLIGHT CONTROL CHECK ”
FLIGHT CONTROLS.....................................................CHECK
FLIGHT CONTROLS...............................................CHECK
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
ATC
CLICK TO EDIT MTASTER
TITLE STYLE
AXI
PF
BACK
PM
When ATC clearance obtained:
ATC CLEARANCE..………….……….….....…..….CONFIRM
FMS F-PLAN/SPD……………………….………..……CHECK
FCU ALT/HDG………………………………….……..…….SET
BOTH FD………………………………………...…CHECK ON
PFD/ND…………………………………………………CHECK
PFD/ND…………………………………………………CHECK
DEPARTUE BRIEFING……………………………CONFIRM
1. AUTO BRK MAX pb-sw............................................ON
Report only changes that have occurred since gate T.O
briefing
2. ATC CODE/MODE.......CONFIRM/SET FOR TAKEOFF
3. ENG MODE selector......................................AS RQRD
4. RADAR/PWS..................................................ON/AUTO
TERR ON ND…………………..…………………...AS RQRD
5. TERR ON ND..................................................AS RQRD
6. T.O CONFIG pb.....................................................TEST
7. T.O MEMO.........................................CHECK NO BLUE
CABIN REPORT……………………….………….…RECEIVE
“ TAXI C/L ”
CABIN REPORT…………………………….….…..RECEIVE
TAXI C/L……………...........................................COMPLETE
“ TAXI C/L COMPLETE ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
ATC
CLICK TO EDIT MTASTER
TITLE STYLE
AXI
TAXI flow pattern
BACK
PM
7
T.O MEMO
T.O CONFIG
RADAR/PWS
AUTO BRK MAX pb-sw
6
4
ENG MODE selector
1
2
ATC CODE/MODE
3
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TODEDIT
MASTER
TITLE STYLE
EPARTURE
CHANGE
PF
BACK
PM
If the takeoff conditions change during the taxi phase, and if the
previous performance computation is no longer appropriate:
FINAL T.O PERF DATA.................................RECOMPUTE
FINAL T.O PERF DATA.................................RECOMPUTE
FINAL T.O DATA.....................................................REVISE
FMS REVISED T.O PERF DATA ................CROSSCHECK
EFB/MCDU GREEN DOT...................................COMPARE
FLAP LEVER........................................AS APPROPRIATE
FMS F-PLN/SPD.....................................................CHECK
RE-BRIEFING...........................................................COMPLETE
“ DEPARTURE CHANGE C/L "
DEPARTURE CHANGE C/L.............................COMPLETE
“ DEPARTURE CHANGE C/L COMPLETE "
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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ASTER –TITLE
BEFORE
TAKEOFF
1/2 STYLE
PF
BACK
PM
If the brake fans are set to ON:
BRAKE TEMP............................................................CHECK
• If the temperature of one brake is at more than 150¨ C
TAKEOFF....................................................................DELAY
•
If the temperature of one brake is below 150¨ C
BRAKE FANS pb............................................................OFF
2/2 
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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ASTER –TITLE
BEFORE
TAKEOFF
2/2 STYLE
PF
BACK
PM
 1/2
LINE-UP CLEARANCE.........................................OBTAIN
ATC
1. TCAS mode selector.........................TA only or TA/RA
1. TAKEOFF RUNWAY.......................................CONFIRM
2. TAKEOFF RUNWAY.......................................CONFIRM
2. APPROACH PATH.......................CLEAR OF TRAFFIC
3. APPROACH PATH.......................CLEAR OF TRAFFIC
3. EXTERIOR LIGHTS.................................................SET
i
4. PACK 1 and 2.................................................AS RQRD
SLIDING TABLE..................................................STOW
SLIDING TABLE..................................................STOW
ALL EFB TRANSMITTING MODE.................AS RQRD
ALL EFB TRANSMITTING MODE.................AS RQRD
5. CABIN CREW....................................................ADVISE
“ LINE-UP C/L ”
LINE-UP C/L...........................................................COMPLETE
“ LINE-UP C/L COMPLETE ”
*ALL EFB Transmitting mode: Select the Airplane mode on your tablet connection parameters.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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ASTER –TITLE
BEFORE
TAKEOFF
2/2 STYLE
EXTERIOR LIGHTS
 When line-up clearance is obtained:
STROBE sw ………………ON
 When takeoff clearance is obtained:
NOSE sw …………………T.O
RWY TURN OFF sw …….ON
LAND LIGHTS sw ………ON
Note: The PF may ask the PM to set the exterior lights.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICKTTO
MASTER
TITLE STYLE
AXIEDIT
- BEFORE
TAKEOFF
Line-Up flow pattern
PF
BACK
PM
PACK 1 and 2
4
EXTERIOR LIGHTS
3
TAKEOFF RUNWAY
1
TAKEOFF RUNWAY
2
APPROACH PATH
3
2
APPROACH PATH
CABIN CREW
5
1
TCAS mode selector
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO 180
EDIT
ASTER
TITLE STYLE
DEG M
TURN
RUNWAY
BEFORE
TON
AKEOFF
The standard width of a runway is 45 m. However the A320 only needs
a runway width of 30m for a 180°turn.
This is for CM1. For CM2, the procedure is symmetrical.
3
When the CM1 is physically
over the runway edge, turn
right applying full tiller
deflection.
25°
If needed, use asymmetrical
thrust to maintain between
5kt and 8kt.
No brake pivot is allowed.
2
Turn left, maintaining 25°
divergence from the runway axis.
Taxi on the right hand side of the
1
runway.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICKTTO
MASTER
TITLE STYLE
AXIEDIT
- BEFORE
TAKEOFF
TAXI SPEED
On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow
the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITTAKEOFF
MASTER TITLE STYLE
THRUST
SETTING
T.O ROLL
LIFT OFF
THRUST
REDUCTION
SOP
SOP
SOP
SOP
CALLOUTS
CROSSWIND/
TAILWIND
ACCELERATION AFTER T.O
SOP
SOP
FLOW
TRANSITION
SOP
i
SOP
CLIMB Speed
FLAPS 1
L/G UP
Thrust
setting
A320
V1
VR
FLAPS 0
TRANSITION
ALTITUDE
THR levers
CLB
ACCELERATION
ALTITUDE
Pitch
THRUST
REDUCTION
ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
EFTDB2TAKEOFF01 – MAR 2022
CLICK TO EDIT
MASTER
TITLE STYLE
THRUST
SETTING
PF
BACK
PM
If the crosswind is at or below 20 kt and there is no tailwind:
“ TAKEOFF ”
THURST...............……………….........50% N1 or 1.05 EPR
Apply half forward sidestick
BRAKES…………....……………………………....RELEASE
THRUST LEVERS……………………..…..…. FLX or TOGA
CHRONO……………......…..….……….....................START
The Captain places his hand on the thrust levers until V1:
DIRECTIONAL CONTROL……...…………....USE RUDDER
PFD (FMA) and ND (a/c on centreline)……...…MONITOR
“ MAN FLEX 45, SRS, RUNWAY,
AUTO THRUST BLUE ”
GOLDEN RULE #3
“ CHECKED ”
Understand the FMA at all times.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER
TAKEOFF
ROLLTITLE STYLE
PF
PM
Before reaching 80kt:
LIMIT
LIMIT
BACK
TAKEOFF N1 or EPR.…………………CHECK
LIMIT
“ THRUST SET ”
At 80kts release gradually the sidestick to reach neutral at 100kts.
Scan the airspeed, thrust and EGT throughout the takeoff roll.
PFD and ENG indications…………………..……MONITOR
At 100kt:
SAME SPEED INDICATION
“ ONE HUNDRED KNOTS ”
100 kt……........………………...……….....…….……CHECK
“ CHECKED ”
At V1:
“ V1 ”
At VR:
“ ROTATE ”
i
ROTATION…………………….....……….………..PERFORM
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER
TAKEOFF
ROLLTITLE STYLE
ROTATION
Initiate the rotation with a continuous rotation rate about 3 degrees/seconds,
towards a pitch attitude of 15 deg.
In strong wind conditions, small lateral inputs may be used, if necessary.
After lift-off, follow the SRS pitch command bar.
_______________________________________________________________________________
Minimize lateral inputs on ground and during rotation to avoid spoiler extension.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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IFTASTER
OFF TITLE STYLE
PF
BACK
PM
When Vertical Speed positive and Radio Altitude increases:
“ POSITIVE CLIMB ”
“ GEAR UP ”
LANDING GEAR ….………………………....……....….…….….UP
“ GEAR UP ”
“ NAV ”
“ CHECKED ”
i
Above 100 ft AGL and at least 5 seconds after lift-off:
AP………………………...……….......…......…......AS RQRD
“ AP1 ”
“ CHECKED ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDITLM
IFTASTER
OFF TITLE STYLE
FMA
 If NAV is armed, NAV mode engages at 30 ft:
Callout : “ NAV “
 If NAV is not armed, RWY TRK mode engages:
Callout : “ RWY TRK “
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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MR
ASTER
TITLE STYLE
HRUST
EDUCTION
PF
BACK
PM
At THR RED ALT (LVR CLB flashes on FMA):
THRUST LEVERS…………………………….………........CL
“ THRUST CLIMB, AUTO THRUST ”
“ CHECKED ”
If takeoff was performed with packs off:
PACKS 1 and 2…..………….……....…………………..…ON
PACKS 1 and 2…ON: Select PACK 2 on, at least 10 s after PACK 1 is selected on, for passenger comfort.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER TITLE STYLE
ACCELERATION
PF
BACK
PM
Acceleration Flow Pattern i
At acceleration altitude:
“ CLIMB, ALT BLUE ”
“ CHECKED ”
At F speed with positive speed trend:
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1…………………………………..…………..SELECT
“ FLAPS 1 ”
1+F
At S speed with positive speed trend:
“ FLAPS 0 ”
“ SPEED CHECKED ”
FLAPS 0………………………..……………………..SELECT
“ FLAPS 0 ”
GROUND SPOILERS ..………………………..........DISARM
L/G.....................................................................CHECK UP
EXTERIOR LIGHTS…………………….…….….……….SET
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER TITLE STYLE
ACCELERATION
ACCELERATION FLOW PATTERN
BACK
PM
EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER
AFTER
TAKEOFFTITLE STYLE
PF
BACK
PM
If APU was used for takeoff:
APU BLEED…..................................................................…OFF
APU MASTER SW...........................................................….OFF
ENG MODE SEL……………….….….......................…AS RQRD
If the takeoff was performed with the TA ONLY mode:
TCAS………...……………………………………………..….TA/RA
ANTI ICE………....…...…………………….....................AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER
TITLE STYLE
TRANSITION
ALT
PF
BACK
PM
At transition altitude:
“ SET STANDARD ”
BARO REF………...…………......…….....SET STANDARD
BARO REF………...…………......…….....SET STANDARD
“ STANDARD CROSSCHECKED ”
“ PASSING FL ___ NOW ”
ALTITUDE……….....……………………………….….CHECK
“ CHECKED ”
RADAR…………..….…..…....ADJUST AS APPROPRIATE
ENG ANTI ICE………........……………..….………AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TITLE
TAKEOFF
– ASTER
CALLOUT
1/2 STYLE
PF
“ MAN TOGA (or MAN FLX
XX), SRS, RWY, A/THR blue ”
NEXT
BACK
“ AP 1(2) on "
“ Checked “
“ Gear UP "
FMA Changes
announce
FMA Changes
announce
“ Takeoff "
“ Checked " “ Thrust set "
“ 100 kt ”
“ V1 "
“ Rotate "
“ Positive
climb "
“ Gear UP "
“ Checked "
“ Checked "
PM
L/G UP
VR
V1
THR levers
CLB
Pitch
THRUST
REDUCTION
ALTITUDE
Thrust
setting
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
ACCELERATION
ALTITUDE
CLICK TO
EDIT M
TITLE
TAKEOFF
– ASTER
CALLOUT
2/2 STYLE
PF
FMA Changes
announce
“ Checked "
“ Flaps 1 "
“ Flaps 0 "
“ Speed checked”
“Flaps 1 "
“ Set STD "
“ Speed checked”
“Flaps 0 "
“ Checked "
“ STD cross-checked “
“ Passing FL__ NOW "
PM
CLIMB Speed
FLAPS 0
TRANSITION
ALTITUDE
FLAPS 1
ACCELERATION
ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
PREV
BACK
CLICK TO
EDIT MASTER
TITLE STYLE
CROSSWIND
/ TAILWIND
PF
BACK
PM
If the crosswind is greater than 20 kt or in case of tailwind:
ANNOUNCE………………..………….…….…...“TAKEOFF”
THURST LEVERS……………….........50% N1 or 1.05 EPR
Apply full forward sidestick until the airspeed reaches 80 kts.
Gradually release the sidestick to reach neutral at 100 kt.
BRAKES……………………..…..………………….RELEASE
CHRONO……………......…..….……….....................START
THRUST LEVERS……………………..…..…. FLX or TOGA
The Captain keeps or places his hand on the thrust levers until V1.
DIRECTIONAL CONTROL……...………......USE RUDDER
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDITTAKEOFF
MASTER TITLE STYLE
ACCELERATION FLOW PATTERN
BACK
PM
EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320/A330
CLICK TO EDITC
MLIMB
ASTER TITLE STYLE
CRUISE CAPTURE
CLIMB / 10 000 FT AAL
SOP
FLOW
A320
A330
SOP
SOP
Transition to CRZ Phase
i
Soft ALT & A/THR Modes
i
ALT CRZ
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDN2CLIMB0001 – OCT 2022
CLICK TO
EDIT/ 10
MASTER
CLIMB
000 FT TITLE
AAL STYLE
PF
BACK
PM
Passing 10 000 ft AAL:
1. L & R LAND selector (A320) LAND sw (A330) .....OFF
2. SEAT BELTS ..............…..…………….…..…...AS RQRD
EFIS OPTION…………………….….....................AS RQRD
3. EFIS OPTION …………..…...........…….….......AS RQRD
4. ECAM MEMO ..............……………….…..…..….REVIEW
NAVAIDS…..….….......……………..…CLEAR
5.
SEC F-PLN PAGE…….….………..AS RQRD
OPT/MAX ALT…..………………….…CHECK
The OPEN CLB mode disregards all altitude constraints up to the FCU selected altitude
Do not use the V/S mode without setting a target as climb will not stop.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO
EDIT/ 10
MASTER
CLIMB
000 FT TITLE
AAL STYLE
CLIMB 10 000 FT AAL - FLOW PATTERN
PF
(A320) L & R LAND selector
(A330) LAND sw
3
PM
1
2
SEAT BELTS
EFIS OPT
ECAM MEMO
BACK
4
NAVAIDS
5
SEC F-PLN
OPT / MAX ALT
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
C
LICK
EDIT
ASTER
TITLE -STYLE
END
OFTO
CLIMB
- CM
RUISE
CAPTURE
A320
PF
PM
THR CLB
CLB
NAV
AP1
1FD2
A/THR
NAV
AP1
1FD2
A/THR
“ CHECKED ”
AP1
1FD2
A/THR
“ CHECKED ”
ALT
“ ALT STAR ”
“ ALT CRUISE ”
MACH
MACH
ALT*
ALT CRZ
NAV
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
C
LICK
EDIT
ASTER
TITLE -STYLE
END
OFTO
CLIMB
- CM
RUISE
CAPTURE
A330
PF
PM
THR CLB
CLB
NAV
AP1
1FD2
A/THR
NAV
AP1
1FD2
A/THR
“ CHECKED ”
AP1
1FD2
A/THR
“ CHECKED ”
ALT CRZ
“ ALT CRUISE STAR ”
“ ALT CRUISE ”
MACH
MACH
ALT CRZ*
ALT CRZ
NAV
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITC
MLIMB
ASTER TITLE STYLE
Transition to CRZ Phase
 Final ATC clearance at or above intended CRZ FL:
Final ATC clearance
Automatically updated.
No action required.
BACK
PROG
CRZ FL
Intended FL
 Final ATC clearance below intended CRZ FL:
A320/A330
Intended FL
Final ATC clearance
CRZ FL must be updated by the crew.
Otherwise there is no transition into CRZ
phase: The managed speed targets and
Mach are not modified, and SOFT mode
is not available.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320/A330
CLICK TO EDITC
MLIMB
ASTER TITLE STYLE
SOFT MODES
The A320 Soft Altitude Mode and the A330 A/THR Soft Mode…
BACK
 Minimise thrust variations,
 Improve fuel economy, and
 Improve passenger comfort.
A320 SOFT ALTITUDE MODE
CRUISE FL CAPTURED
and MACH STABILIZED
2 min
FMGS SOFT ALTITUDE MODE:
The SOFT ALTITUDE Mode corrects minor deviations from
MACH target by allowing an altitude range of +/- 50 ft.
+/- 50 ft
A330 A/THR SOFT MODE
The A/THR SOFT Mode corrects minor deviations from
MACH target by allowing a speed range of +/- 3 kt.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
+/- 3 kt
CLICK TO EDITCMRUISE
ASTER TITLE STYLE
PF
PM
Periodically:
ECAM MEMO / SD PAGES……………………....REVIEW
FLIGHT PROGRESS……..…………………......…CHECK
FUEL………………………………………….…..MONITOR
NAV ACCURACY......................…………..…...MONITOR
i
RADAR ....………...………..ADJUST AS APPROPRIATE
A320/A330
LEVEL CHANGE
i
OFFSET
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XFTDN2CRUISE001 – OCT 2018
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MRUISE
ASTER TITLE STYLE
BACK
NAV ACCURACY
PROG
 When GPS PRIMARY available: No NAV ACCURACY check is required.
 When GPS PRIMARY is lost on both sides:
Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm
with raw data comparison.
If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) estimate the position error: i
If position error is ≤ 3 NM, FM position is reliable: Use ARC or ROSE NAV on ND and managed lateral guidance.
If position error is > 3 NM, use raw data for navigation and monitoring. If significant mismatch use selected guidance.
A320/A330
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MRUISE
ASTER TITLE STYLE
ESTIMATE THE POSITION ERROR
BACK
METHOD:
PROG
• Use an auto tuned radio NAVAID (VOR/DME, VOR...), or
tune it manually using the RADNAV page.
• Display this radio NAVAID on the ND, and read its
bearing and DME distance (raw data).
• Enter its ident on the BRG/DIST TO field of the PROG
page (FM computed data).
• Compare raw and FM data to evaluate the position error.
GPS PRIMARY LOST
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PF
BACK
PM
New ATC clearance: FL280
FCU ALTITUDE.…………………..........…SET AND PUSH
“ THRUST CLIMB, CLIMB, ALT BLUE”
“FL280 BLUE”
“ CHECKED ”
The new FCU FL must be lower than the REC MAX alt
 When climbing using FD modes…
FCU selected FL
Current CRZ FL
 When descending using FD modes…
Current CRZ FL
i
FCU selected FL
CRZ FL
changes to
the new
FCU FL
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LEVEL
CHANGETITLE STYLE
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WHEN DESCENDING USING FD MODES…
A/C at more than 200 NM from DEST
A/C at less than 200 NM from DEST
DESTINATION
DESTINATION
Current CRZ FL
FCU selected FL
DESCENT
Phase
Activation
CRZ FL
changes to
the new
FCU FL
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MFFSET
ASTER TITLE STYLE
PF
PM
In case of ATC request, or when adverse weather conditions are expected ahead:
LATERAL REV at P POS or any WPT.……..……...PRESS
OFFSET PAGE …………………………………..…SELECT
OFFSET PAGE ………………..……………………….…FILL
i
When cleared to resume own navigation:
CANCEL THE OFFSET
OFFSET function
CB
OFFSET
DISTANCE
INTERCEPT
ANGLE
OFFSET TRACK
TWO methods for offset cancellation
according to ATC clearance.
CLR the OFFSET
value.
Press the
OFFSET DELETE
prompt.
BACK
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MFFSET
ASTER TITLE STYLE
OFFSET PAGE
BEWARE of entering an OFFSET when the A/C is too close to the TO WPT:
FMGS may refuse to accept it:
BACK
A320/A330
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MASTER TITLE STYLE
DESCENT PREPARATION
DESCENT
SOP
SOP
BARO
REFERENCE
SOP
AT 10 000 ft AAL
SOP
FLOW
T/D
Approximately 15 min
Transition level
10 000 ft AAL
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DESCENT
REPARATION
PF
BACK
PM
WEATHER AND LANDING INFORMATION...........OBTAIN
NAV CHARTS CLIPBOARD........................................PREPARE
STATUS page..........................................................CHECK
LANDING CONDITIONS.....................................CONFIRM
i
LANDING CONDITIONS.....................................CONFIRM
If landing conditions has changed:
LANDING PERF DATA.......................................COMPUTE
LANDING PERF DATA.......................................COMPUTE
LANDING PERF DATA........................................CROSSCHECK
FMS.....................................................................PREPARE
i
FMS PREPARATION..................................CROSSCHECK i
(A320 only) GPWS LDG FLAP 3.........................AS RQRD
LDG ELEV...............................................................CHECK
AUTO BRK..........................................................AS RQRD
ARRIVAL BRIEFING..................................................PERFORM
i
RADAR..................................ADJUST AS APPROPRIATE
ANTI ICE pb-sw...................................................AS RQRD
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DESCENT
REPARATION
LANDING CONDITIONS............................CONFIRM
BACK
Check if the landing conditions changed compared with the landing distance computed at dispatch,
or with a previous computation.
(e.g. runway change, weather conditions changed, in-flight failure affecting performance, diversion).
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DESCENT
REPARATION
FMS.................PREPARE
Insert lateral and vertical revisions for arrival, as needed.
Navaids selection or deselection. Check the idents on PFDs and NDs.
NAV ACCURACY monitoring during descent.
DES, APPR and GO AROUND pages to complete.
PERF APPR page: An erroneous entry of OAT or QNH may lead to undue emergency
descent (wrong Cabin Pressure Control (CPC) segment computation).
Check extra fuel to evaluate holding possibilities at destination.
Copy active F-PLN and revise the SEC F-PLN according
circumstances: alternative approach, circling, etc…
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DESCENT
REPARATION
FMS PREPARATION..................................CROSSCHECK
After the PF prepares the FMS, the PM crosschecks all the data entered in the FMS.
The PM should have the same mental picture of the intended arrival and approach procedure,
trajectory, and constraints than the PF.
The PM should check with the PF if anything is not clear.
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DESCENT
REPARATION
ARRIVAL BRIEFING
BACK
Structure and minimum items of the Arrival Briefing
PF
PM
Briefing
Recommendations
Set Distraction Free Environment
PLAN
• MORA/MOCA/MSA for planned
trajectory
• STAR
• Type of APP
• MINIMUM
• G/A TRAJECTORY
• Extra-fuel & -time
•
•
•
•
•
•
•
•
•
i
PLAN
The PM should start to brief the main
items of the PLAN. This ensures that
both pilots share the same mental image
of the flight trajectory.
The PF briefs what she/he considers for
landing.
PLAN
Guidance for APP
Landing FLAP setting
Stop-margin
Use of Reverse
Use of Autobrake
Planned RWY Exit
Hotspots for taxi-in
Special operation
Non-standard operation
Identified THREATS
Identified THREATS
MITIGATIONS
MISCELLANEOUS
MISCELLANEOUS is intended
consider additional items e.g.:
to
• Special Operations
• Supplementary Procedures if not yet
briefed.
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DESCENT
REPARATION
Briefing Recommendations
Briefing requires out-of-the-box thinking, beyond the pure reflection of routine and standard
operations.
It should have a threat-focused view and identify and prioritize likely threats to the intended
operation. It should then detail the actions to mitigate these threats.
A briefing should be conversational, interactive and use open questions that involve all flight
crewmembers to share their experience and expectations.
It should normally not be a repetition of the detailed setting and checking of the flight
trajectory in the FMS.
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ESCENT
PF
BACK
PM
Descent Initiation:
DESCENT CLEARANCE................................................OBTAIN
CLEARED ALTITUDE ON FCU....................................SET
“THRUST IDLE, DESCENT,
ALT BLUE, FL220 BLUE”
“CHECKED”
 Early descent initiation:
 Late descent initiation:
i
i
Descent monitoring:
MCDU..................................................................F-PLN
MCDU............................................PROG/PERF DESCENT
DESCENT.......................................MONITOR / ADJUST
i
TERR ON ND...................................................AS RQR
TERR ON ND.......................................................AS RQRD
DESCENT MONITORING
PROG
i
OR
PERF
DES
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ESCENT
EARLY DESCENT INITIATION
BACK
The SPD decreases toward the lower limit of managed SPD range
Predicted shallow
converging
path ~1 000 ft/mn.
Highest value of:
Descent speed limit altitude (e.g.: 10 000 ft)
or
Destination altitude +5 000 ft.
Predicted shallow converging
path ~500 ft/mn.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
IAF
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ESCENT
LATE DESCENT INITIATION
BACK
The SPD increases toward the upper limit of managed SPD range.
T/D
Predicted path capture assuming:
 Idle thrust
 ½ SPD Brakes
IAF
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ESCENT
SPEEDBRAKES
In MANAGED DESCENT (DES): Do not use the speed brakes because the A/THR may
increase thrust to remain on the computed profile
Use a SELECTED DESCENT (OPEN DES) with speed brakes extended if you intend to
increase your rate of descent.
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ESCENT
DESCENT MONITORING
BACK
 On ND:
Predicted
interception of
descent path
In HDG or TRK mode, the ENERGY CIRCLE represents the required distance to land from the aircraft altitude down to the airport elevation,
taking into account the deceleration down to Vapp.
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ARO R
EFERENCE
– TRANSITION
EVEL
PF
BACK
PM
When approaching transition level and when cleared for an altitude:
“SET QNH”
BAROMETRIC REFERENCE.............SET/CROSSCHECK
BAROMETRIC REFERENCE.............SET/CROSSCHECK
“QNH CROSS-CHECKED”
“PASSING ____ ft NOW”
“CHECKED”
For approaches using FINAL APP guidance:
The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy between altimeters is 100 ft.
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AT 10M
000
FT AAL
PF
BACK
PM
Passing 10 000 ft AAL:
1. L & R LAND (A320) selector LAND sw (A330) .......ON
2. SEAT BELTS sw.......................................................ON
1. EFIS OPTION pb..................................................CSTR
3. EFIS OPTION pb..................................................CSTR
2. LS pb..............................................................AS RQRD
4. LS pb..............................................................AS RQRD
3. NAVAIDS...........................................AS RQRD/CHECK
• For A320:
5. ENG MODE selector.................................AS RQRD
• For A330:
5. ENG START selector................................AS RQRD
• If GPS PRIMARY LOST:
NAVIGATION ACCURACY..............................MONITOR
i
“APPROACH C/L”
APPROACH C/L…………………………………PERFORM
“APPROACH C/L COMPLETE”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TITLE STYLE
AT 10M
000
FT AAL
NAV ACCURACY…MONITOR
 When GPS PRIMARY available: No NAV ACCURACY check is required.
BACK
PROG
 When GPS PRIMARY is lost on both sides: (RNAV (GNSS) APCH not allowed in that
case).
Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm
with raw data comparison.
If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) estimate the position error.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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DESCENT
DESCENT 10 000 ft AAL FLOW PATTERN
PF
(A320) L & R LAND selector
(A330) LAND sw
1
2
EFIS option pb
LS pb
2
NAVAIDS
IF GPS PRIMARY LOST:
NAVIVATION ACCURACY
SEAT BELTS sw
3
1
EFIS option pb
4
LS pb
3
4
5
(A320) ENG MODE selector
(A330) ENG START selector
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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PM
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i
2D AMPPROACH
INTERMEDIATE APPROACH
Aircraft configuration management
SOP
INITIAL APP
FINAL APPROACH
INTERMEDIATE APPROACH
SOP
SOP
SOP
-
-S
°
FLAPS 1
-F
FLAPS 2
VAPP
L/G Down
FLAPS 3
Flaps Full
or
Fly an early stabilized approach.
IAF
A320/A330
IF
i
MDA/H
FDP
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XFTDN12DAPPRO01 – MAR 2022
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2D APPROACH
SUMMARY TABLE
BACK
LOC
i
XTR on ND
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2D APPROACH
LATERAL GUIDANCE NOT AVAILABLE
APPROACH NOT STORED IN
DATABASE
BACK
APPROACH STORED IN DATABASE
DIFFERS FROM
CHARTED APPROACH
NAV ACCURACY
DOWNGRADED
Follow Radio Navigation Raw Data Information using TRK mode.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
PF
BACK
PM
i
F-PLN SEQUENCING ...........................................ADJUST
Approx. 15 nm from touchdown:
APPROACH PHASE...........................................CHECK/ACTIVATE
MANAGED SPEED…………………………………..CHECK
FLIGHT PATH……………………………………...MONITOR
i
i
NAV ACCURACY…………………………….........MONITOR
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
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MAPPROACH
ASTER TITLE STYLE
INITIAL
F-PLN SEQUENCING
BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced,
NAV mode is available.
C
FDP
FDP
C
 If the F-PLN is NOT sequenced: no NAV mode.
B
A
 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.
 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.
 Clear manually all the remaining lines of the F-PLN of the MCDU or,
 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
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MAPPROACH
ASTER TITLE STYLE
INITIAL
APPROACH PHASE
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
 In managed modes (NAV, LOC, LOC*) the APPR phase activates
automatically when overflying the magenta DECEL point.
 In selected modes (TRK, HDG) the DECEL point is inoperative
(white). APPR phase is to be activated manually from the MCDU.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
SPEED MANAGED
BACK
 In managed speed, deceleration stops at the following speeds
depending on the configuration.
CONF
SPEED
Green Dot
S speed
F speed
F speed
VAPP
 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
NAV ACCURACY… MONITOR
NAV ACCURACY must be monitored regularly during the approach.
PROG
The required navigation accuracy has to be appropriate to the phase of flight.
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INTERMEDIATE
APPROACH
PF
PM
When cleared for approach:
LATERAL GUIDANCE MODE.…….SET FOR APPROACH
For approaches using LOC mode:
LOC pb-sw……………………………………………..PRESS
BIRD..……………………………………………………......ON
“ TRACK, LOC BLUE ”
“ CHECKED ”
For approaches using TRACK mode:
BIRD..……………………………………………………......ON
“ TRACK ”
LATERAL path (manually)……………..……..INTERCEPT
“ CHECKED ”
For approaches using NAV mode:
NAV MODE ……………………CHECK ARMED/ENGAGED
BIRD..……………………………………………………......ON
1 nm before Final Descent Point:
FPA FOR FINAL APPROACH……………………PRESET
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INTERMEDIATE
APPROACH
FLY AN EARLY STABILIZED APPROACH
 In order to be stabilized at the final descent point (FDP) at VAPP and in landing configuration:
 On the F-PLN page, enter VAPP as a speed constraint at the FDP.
 This will displace the
F-PLN A
page
upwards.
VAPP
“FLAPS 1"
“FLAPS 2” “GEAR DOWN" “FLAPS 3"
“FLAPS FULL“
Preset FPA
Pull FPA
FDP
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INTERMEDIATE
APPROACH
– 1/2
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PF
AIRCRAFT CONFIGURATION FOR APPROACH
At green dot:
NEXT
BACK
PM
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK
TCAS.……………......……..……………........…TA or TA/RA
Below VFE next
“ FLAPS 2 ”
“ SPEED CHECKED ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”
DECEL TOWARDS F SPEED………………..……..CHECK
When FLAPS 2
“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….……………….......T.0
RWY TURN OFF sw ……………………………………….ON
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
INTERMEDIATE
APPROACH
– 2/2
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PF
AIRCRAFT CONFIGURATION FOR APPROACH
When L/G down and below VFE next:
“FLAPS 3”
PREV
BACK
PM
“ SPEED CHECKED ”
FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
Below VFE next:
“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
DECEL TOWARDS VAPP…………….........…..……..CHECK
“FLAPS FULL”
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MASTER -TITLE
1/2 STYLE
PF
NEXT
BACK
PM
0.3 nm before the FDP:
FPA………………………………………………………...PULL
“ FPA MINUS 3.1° ”
“ CHECKED ”
At the FDP:
“PASSING FINAL DESCENT POINT,____ FT”
“CHECKED”
GO AROUND ALT.…........…………..………..…….…..…SET
“GO AROUND ALTITUDE____ FT SET”
POSITION/FLT PATH………………..…MONITOR/ADJUST
SLIDING TABLE………………………………………..STOW
CABIN REPORT……..………..…………….…..….RECEIVE
“CHECKED”
i
FLT PARAMETERS……………………….…….....MONITOR
A/THR ....….….……....……CHECK SPEED MODE or OFF
WING A.ICE (if not required).....……...……….…….....OFF
SLIDING TABLE………...……..………………............STOW
LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L”
LANDING C/L.....................................................PERFORM
“LANDING C/L COMPLETE”
CABIN CREW………...……………………….………ADVISE
 If not Stabilized at:
1 000 ft in IMC conditions:
GO AROUND
500 ft in VMC conditions:
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GO AROUND
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MASTER -TITLE
1/2 STYLE
POSITION / FLIGHT PATH.….MONITOR / ADJUST
BACK
 Check that the aircraft is actually on the final course and on the intended flight path:
VOR 33R
Lateral raw data:
VOR: ½ dot (2.5 deg)
NDB: 5 deg
Bird below the horizon:
 Crosschecks altitudes versus distances as published on the charts.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
Consistent V/S:
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MASTER -TITLE
1/2 STYLE
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS
“LOC”
“SPEED”
Speed Target
- 5kt
BACK
1/2 dot
Speed Target
+10 kt
“COURSE”
VOR 33R
VOR:
1/2 dot
(2.5 deg)
“BANK”
7¨
NDB:
5 deg
“___ FT HIGH or LOW”
At altitude check points
“PITCH”
+10¨
+10¨
-2.5¨
0¨
A320
A330
“SINK RATE”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
-1000 ft/min
A320
-1200 ft/min
A330
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2/2 STYLE
PF
PREV
BACK
PM
At MINIMUM +100 ft:
“HUNDRED ABOVE”
MONITOR,OR ANNOUNCE ….....”ONE HUNDRED ABOVE”
“ CHECKED ”
At MINIMUM:
“MINIMUM”
MONITOR OR ANNOUNCE….………………..… “MINIMUM”
If visual references are not sufficient:
“ GO AROUND – FLAPS ”
If visual references are sufficient:
“ CONTINUE ”
AP………………………….……………..…………………OFF
“ SET FDs OFF ”
“ SET RUNWAY TRACK ______ ”
i
FDs……………………...……………………………….....OFF
RUNWAY TRACK………………………...…. CHECK / SET
When the aircraft reaches the minimum height for use of AP, set the AP to OFF, as it may not disconnect
until landing and AUTOLAND is not provided on NPA approach
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MASTER -TITLE
2/2 STYLE
AP……………….OFF
 AP…OFF
 FDs …OFF
 BIRD …ON
 CHECK / SET RUNWAY TRACK
“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”
 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
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i
3D AMPPROACH
INTERMEDIATE / FINAL APPROACH
Aircraft configuration management
SOP
INITIAL
APPROACH
SOP
INTERMEDIATE APPROACH
SOP
-ILS-
-FL100(For ILS APPR only)
A320/A330
SOP
-FINAL APP-
-
°
or
FINAL APPROACH
Flaps1
SOP
-ILS-
-S
SOP
-FINAL APP-
A320: 2 000 ft AGL minimum
A330/340: 2 500ft AGL minimum
Flaps2
3 nm mini
L/G Down
Flaps3
Flaps Full
LDG Checklist
VAPP
(MDA)DA/H
IAF
IF
FDP
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XFTDN13DAPPRO01 – MAR 2022
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MASTER
3DSUMMARY
APPROACH
TABLE TITLE STYLE
Charts Approach
Type
FMS database
Approach type
Deviation
Arming
BACK
FMA
Single diamond
ILS
ILSxx
GS | LOC
Vertical:
RNAV
(GNSS)
LNAV/
VNAV
VOR
RNAV (GNSS)
VORxx
Lateral:
FINAL APP
NDB
NDBxx
RNAV (RNP AR)
RNAV (RNP
AR)
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
PF
BACK
PM
i
F-PLN SEQUENCING ...........................................ADJUST
POSITION ......................................................... MONITOR
Check that ATC clearances allow the aircraft to fly through
the capture area
Approx. 15 nm from touchdown:
APPROACH PHASE...........................................ACTIVATE
MANAGED SPEED…………………………………..CHECK
i
FLIGHT PATH……………………………………...MONITOR
i
i
NAV ACCURACY…………………………….........MONITOR
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
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MAPPROACH
ASTER TITLE STYLE
INITIAL
F-PLN SEQUENCING
BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced,
NAV mode is available.
C
FDP
FDP
C
 If the F-PLN is NOT sequenced: no NAV mode.
B
A
 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.
 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.
 Clear manually all the remaining lines of the F-PLN of the MCDU or,
 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
APPROACH PHASE
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
 In managed modes (NAV, LOC, LOC*) the APPR phase activates
automatically when overflying the magenta DECEL point.
 In selected modes (TRK, HDG) the DECEL point is inoperative
(white). APPR phase is to be activated manually from the MCDU.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
BACK
SPEED MANAGED
 In managed speed, deceleration stops at the following speeds
depending on the configuration.
CONF
SPEED
Green Dot
S speed
F speed
F speed
VAPP
 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
NAV ACCURACY… MONITOR
NAV ACCURACY must be monitored regularly during the approach.
PROG
The required navigation accuracy has to be appropriate to the phase of flight.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
FLIGHT PATH … MONITOR
 Use VDEV information on the PFD and PROG page
PROG
 In HDG/TRK mode, use also the energy circle on ND representing the required distance to land
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NTERMEDIATE
FINAL
APPROACH
– 1/2
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ASTER
TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
NEXT
BACK
PM
At green dot:
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK
TCAS.……………......……..……………........…TA or TA/RA
A320: At 2 000 ft AGL at the latest:
A330/A340: At 2 500 ft AGL at the latest:
“ FLAPS 2 ”
“ SPEED CHECKED ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”
DECEL TOWARDS F SPEED………………..……..CHECK
“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….……………….......T.O
RWY TURN OFF sw ……………………………………… ON
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
NTERMEDIATE
FINAL
APPROACH
– 2/2
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ASTER
TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
When L/G down:
“FLAPS 3”
PREV
BACK
PM
“ SPEED CHECKED ”
FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
DECEL TOWARDS VAPP……………......…..……..CHECK
SLIDING TABLE………………………………………..STOW
CABIN REPORT……..………..…………….…..….RECEIVE
“FLAPS FULL”
A/THR ....….….……....……CHECK SPEED MODE or OFF
WING A.ICE pb-sw (if not required)....……….…….....OFF
SLIDING TABLE………...……..………………............STOW
LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L”
LANDING C/L……...…………………………...…PERFORM
“LANDING C/L COMPLETE”
CABIN CREW………...……………………….………ADVISE
“ CHECKED ”
At 1 000 ft RA:
“ONE THOUSAND ”
Monitor or Announce
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
INTERMEDIATE
APPROACH
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TITLE STYLE
-ILS APPROACH-
PF
BACK
PM
When cleared for approach, on the intercept trajectory for the final approach course and LOC deviation available:
APPR p/b on FCU….............…….....……….........…PRESS
SECOND AP......………..…...………………..…......ENGAGE
“ GLIDE SLOPE BLUE, LOC BLUE,
CAT 3 DUAL, AP 1+2 ”
“ CHECKED ”
LOC and G/S CAPTURE.....……..........………....MONITOR
i
“ LOC STAR ”
“ CHECKED ”
“ LOC ”
“ CHECKED ”
“ GLIDE SLOPE STAR ”
“ CHECKED ”
When G/S* appears FMA:
GO AROUND ALT ........…………...……………..………SET
“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
INTERMEDIATE
APPROACH
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TITLE STYLE
-ILS APPROACH-
LOC and G/S CAPTURE
 Should an unwanted LOC and/or G/S be intercepted, the aircraft will follow an erroneous trajectory.
 Crosschecking with raw data allows to prevent it.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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FINALMAPPROACH
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ASTER TITLE STYLE
-ILS APPROACH-
PF
“ GLIDE SLOPE ”
BACK
PM
At the final descent point:
“ CHECKED ”
“PASSING (fix name), ____ft”
FLT PARAMETERS…………………….…….……MONITOR
At 350ft RA:
“ LAND ”
“ CHECKED ”
At MINIMUM +100 ft:
“HUNDRED ABOVE”
Monitor or Announce
“ CHECKED ”
At MINIMUM:
“MINIMUM”
Monitor or Announce
Depending on visual references:
“ GO AROUND – FLAPS ” or “ CONTINUE ”
At 100 ft RA:
At 50 ft RA:
“ONE HUNDRED”
“FIFTY”
Monitor or Announce
Monitor or Announce
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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FINALMAPPROACH
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ASTER TITLE STYLE
-ILS APPROACH-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS
“SPEED”
BACK
“LOC”
Speed Target
- 5kt
Speed Target
+10 kt
“BANK”
1/2 dot
“GLIDE”
7¨
1/2 dot
“PITCH”
+10¨
0¨ (A330)
-2.5¨ (A320)
“SINK RATE”
- 1 200 ft/min (A330)
- 1 000 ft/min (A320)
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
INTERMEDIATE
APPROACH
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TITLE STYLE
-FINAL APP-
PF
PM
When cleared for approach:
APPR p/b on FCU….............…….....………...…….PRESS
APP NAV………………...….CHECK ARMED or ENGAGED
FINAL……………………………………..……CHECK ARMED
“ FINAL BLUE, APP NAV ”
“ CHECKED ”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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EDITAPPROACH
MASTER–TITLE
PF
-FINAL APP-
NEXT
BACK
PM
FINAL APP.............…….....…..…………….CHECK ENGAGED
“ FINAL APP ”
At the Final Descent Point:
“ CHECKED ”
“PASSING (fix name), ___ft”
GO AROUND ALT ........…………...……………..………SET
“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.
i
FLT PARAMETERS………………………..……….……MONITOR
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
1/2 STYLE
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EDITAPPROACH
MASTER–TITLE
-FINAL APP-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS
“SPEED”
BACK
“CROSS TRACK”
Speed Target
- 5kt
Speed Target
+10 kt
XTK > 0.1 nm
“COURSE”
VOR:
1/2 dot
(2.5 deg)
“V DEV”
“BANK”
V/DEV > 1/2 dot (50ft)
NDB:
5 deg
V / DEV
7°
“___ FT HIGH or LOW”
“PITCH”
“SINK RATE”
+10¨
0¨ (A330)
-2.5¨ (A320)
1 200 ft/min (A330)
1 000 ft/min (A320)
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
At altitude check points
2/2 STYLE
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EDITAPPROACH
MASTER–TITLE
-FINAL APP-
PF
At MINIMUM +100 ft:
“MINIMUM”
BACK
PM
“HUNDRED ABOVE”
At MINIMUM:
PREV
Monitor or Announce
Monitor or Announce
If visual references are not sufficient:
“ GO AROUND – FLAPS ”
If visual references are sufficient:
“ CONTINUE ”
For landing:
AP………………………….……………..…………………OFF
i
“ SET FDs OFF ”
FDs……………………...……………………………….....OFF
“ SET RUNWAY TRACK ”
RUNWAY TRACK………………………...……………… SET
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
2/2 STYLE
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EDITAPPROACH
MASTER–TITLE
-FINAL APP-
AP……………….OFF
 AP…OFF
 FDs …OFF
 BIRD …ON
 CHECK / SET RUNWAY TRACK
“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”
 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
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GOM
AASTER
ROUNDTITLE STYLE
GO-AROUND
DECISION
GO-AROUND
INITIATION
THRUST
REDUCTION
ACCELERATION
SOP
i
SOP
SOP
FLOW
2nd
APPROACH
SOP
DIVERSION
SOP
CALLOUTS
Discontinued approach
i
Rejected landing
i
Spatial disorientation
i
A320/A330
-S
-F
THR levers
CLB
TOGA
Rotation
FLAPS
L/G UP
Flaps 0
°
Green dot
Flaps 1
GA ACCELERATION
ALTITUDE
GA THRUST REDUCTION
ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDN4GOAROUN01 – MAR 2022
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GOM
AASTER
ROUNDTITLE STYLE
Requirements for GO AROUND decision
A go‐around must be considered if:
 The approach is unstable in speed, altitude, or flight path in such a way that stability is not
obtained by 1 000 ft IMC or 500 ft VMC or is not maintained until landing
 Any GPWS, Windshear or ROW (if ROPS is installed) alert occurs
 Adequate visual cues are not obtained reaching the minima or lost below minima
 …
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AASTER
ROUNDTITLE STYLE
REJECTED LANDING
 If the PF initiates a go-around, the flight crew must complete the go-around maneuver.
 Do not initiate a go-around after the selection of the thrust reversers.
 If you perform a go-around near the ground, you should take into account the following:
• avoid excessive rotation rate, in order to prevent a tailstrike,
• a temporary landing gear contact with the runway is acceptable,
• in the case of bounce, consider delaying flap retraction,
• order landing gear retraction when the aircraft reaches and maintains positive climb with no
possibility of subsequent touchdown.
 If the aircraft is on the runway and in FULL configuration when the PF applies TOGA thrust, a
CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The flight crew should disregard
this alert.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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GOM
AASTER
ROUNDTITLE STYLE
SPATIAL DISORIENTATION
BACK
 If the aircraft is light, a high acceleration is expected when performing a go-around.
Pilot illusion
This can lead to spatial disorientation.
Actual
Possible pilot reaction
based on illusion
 When LVR CLB is flashing, set all thrust levers to the CL detent with no delay:
A/THR
 When ALT * mode engages, with MAN TOGA still engaged, a risk of speed limit exceedance exists:
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
TITLE STYLE
AROUND
INITIATION
PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
GOLDEN RULE #4
Take actions if things do not go as expected.
Simultaneously:
THRUST LEVERS……………..…………....TOGA
i
ROTATION ………………………..……PERFORM
i
“ GO AROUND, FLAPS ”
FLAPS………………………….….……..RETRACT ONE STEP
“FLAPS xx”
FLIGHT PARAMETERS…………….….….………MONITOR
“ MAN TOGA, SRS, NAV, AUTO
THRUST BLUE ”
i
“ CHECKED ”
When positive climb:
“ POSITIVE CLIMB ”
L/G………………………………………………....….…...............UP
“ GEAR UP ”
“ GEAR UP ”
NAV or HDG mode…………….….…………………….AS RQRD
GO-AROUND ALTITUDE.................................................CHECK
AP………………………….………………………………AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
TITLE STYLE
AROUND
INITIATION
THRUST LEVERS………………….TOGA
 If TOGA thrust is not required, set the thrust levers to the TOGA detent, to remove approach modes,
to engage the Go-Around phase with associated AP/FD modes, then retard all thrust levers to the
CL detent as required.
 When the flaps lever is at least in position 1, and when setting TOGA thrust:
• GO AROUND phase is activated.
• Landing/approach modes are removed, and go around modes are engaged.
• The missed approach becomes the ACTIVE F-PLN and the previously flown
approach is strung back into the F-PLN.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
TITLE STYLE
AROUND
INITIATION
ROTATION …………………. PERFORM
Initiate rotation towards 15° of pitch with all engines operative (12.5° if one engine out) to get a
positive rate of climb then follow SRS pitch command bar.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
TITLE STYLE
AROUND
INITIATION
FLIGHT PARAMETERS CALLOUTS
BACK
7°
+20° maxi
No climb rate
+10° mini
“BANK”
“PITCH”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
“SINK RATE”
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MREDUCTION
ASTER TITLE STYLE
HRUST
PF
PM
At Go Around Thrust Reduction altitude, as LVR CLB is flashing on FMA:
THRUST LEVERS………………………………………..…CL
“ THRUST CLIMB, AUTO THRUST ”
“ CHECKED ”
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ACCELERATION
PF
Acceleration Flow Pattern
BACK
PM
i
At Go Around acceleration altitude:
ANNOUNCE: “OPEN CLIMB, ALT BLUE,
4000 FT BLUE”
ANNOUNCE…..………….……..“CHECKED”
TARGET SPEED (GDOT) ………………….……….. MONITOR
At F speed with positive speed trend:
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1……………………………....………………SELECT
“ FLAPS 1 ”
At S speed with positive speed trend:
“ FLAPS 0 ”
“ SPEED CHECKED ”
FLAPS 0……………………….............…………….SELECT
“ FLAPS 0 ”
GROUND SPOILERS ..…………………….…........DISARM
L/G.....................................................................CHECK UP
NOSE sw………………………………………………...…OFF
RWY TURN OFF sw………………………………………OFF
OTHER EXTERIOR LIGHTS………………..…….AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER TITLE STYLE
ACCELERATION
ACCELERATION FLOW PATTERN
BACK
PM
EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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GOM
AASTER
ROUNDTITLE STYLE
ACCELERATION FLOW PATTERN
BACK
PM
EXTERIOR LIGHTS
4
3
GND SPLRS
2
1
L/G
FLAP 0
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MASTER
TITLE STYLE
ECOND
APPROACH
PF
PM
If the flight crew decides to fly a second approach:
APPROACH PHASE………………………….………..ACTIVATE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER TITLE STYLE
PF
PM
Three possibilities:
 The ALTN airport has been prepared
Lat Rev at TO WPT……..……….ENABLE ALTN
DIR TO………………..PERFORM AS CLEARED
 The SEC F-PLN has been prepared to a diversion airfield
SEC F-PLN………………..…………...ACTIVATE
 Nothing has been prepared
MCDU F-PLN page: NEW DEST….……INSERT
MCDU PROG page: CRZ FL…..........….INSERT
MCDU: F-PLN………….………………..FINALIZE
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DISCONTINUED
APPROACH
PF
PM
At or above FCU altitude, apply the
discontinued approach technique described
here below, or the go around procedure.
Altitude set on FCU
Below the FCU altitude, apply the go
around procedure.
Note: FMAs displayed here below are based on an ILS approach
“ CANCEL APPROACH ”
Disarm any AP/FD approach mode (LOC, GS or FINAL APP):
APPR (or LOC) p/b on FCU………….………..........PRESS
“ VERTICAL SPEED MINUS 800,
HEADING, AP1, ALT BLUE ”
“ CHECKED ”
LAT. MODE (NAV or HDG)…….……………..…...AS RQRD
VERT. MODE (LEVEL OFF or ADJUST V/S)…..AS RQRD
SPEED………….....…………….PULL AND SET AS RQRD
 Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TITLE STYLE
GOEDIT
AROUND
- CALLOUTS
PF
“Go AroundFlaps"
FMA
Changes
FMA
Changes
“Gear UP"
FMA
Changes
"Flaps 0"
"Flaps 1"
“Flaps xx"
“Checked”
"Positive
climb"
“Gear UP"
“Checked”
“Checked”
“Speed
checked”
“Flaps 1"
“Speed
checked”
“Flaps 0"
PM
-S
-F
THR levers
CLB
L/G UP
FLAPS
Retract 1 step
THR levers
TOGA
°
Flaps 0
Flaps 1
THRUST ACCELERATION
ALTITUDE
THRUST REDUCTION
ALTITUDE
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
Green dot
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A320
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MASTER TITLE STYLE
APPROACH MUST BE STABILIZED:
From 1000 ft
in IMC
From 500 ft
in VMC
FLARE
ROLLOUT
MANUAL
SOP
SOP
AUTOLAND
SOP
SOP
Flare
Retard
1000 ft
REV
MAX
REV
IDLE
THR
IDLE
500 ft
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
EFTDN1LANDING01 – MAR 2022
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ASTER- F
TITLE
MANUAL
ANDING
LARE STYLE
PF
BACK
PM
For manual landing:
AP..................................................................................OFF
In stabilized approach conditions, the flare height is approximately 30 ft RA:
FLARE................................................................PERFORM
ATTITUDE..............................................................MONITOR
i
THRUST LEVERS...............................................................IDLE
At around 20ft RA, The automatic callout “RETARD” triggers. It is a reminder for the PF to retard thrust levers to IDLE.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
TITLE STYLE
ANUAL
LANDING
- ROLLOUT
PF
BACK
PM
At touchdown:
DEROTATION...................................................INITIATE
BOTH THRUST LEVERS..........REV MAX or REV IDLE
“ SPOILERS ”
“ REVERSE GREEN ”
DIRECTIONAL CONTROL.............MONITOR/ENSURE
A/BRK.............................................CHECK/ANNOUNCE
BRAKES.........................................................AS RQRD
“ DECEL ”
At 70 kt:
BOTH THRUST LEVERS....................................REV IDLE
At taxi speed:
REVERSERS.............................................................STOW
Before 20 kt:
AUTO BRK.............................................................DISARM
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
“ SEVENTY KNOTS ”
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TITLE STYLE
UTOLAND
- FLARE
PF
At any time, if AUTOLAND light comes
on, take over.
PM
At 350ft RA:
“LAND”
LAND
“ CHECKED”
ILS COURSE...........................................................CHECK
At 40ft RA:
“ FLARE ”
If FLARE not displayed on FMA, PF takes over.
FLARE......................................................MONITOR
At 30ft RA:
“ THRUST IDLE ”
At 10ft RA:
BOTH THRUST LEVERS.............................................IDLE
LATERAL GUIDANCE.........................................MONITOR
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TITLE STYLE
- ROLLOUT
PF
BACK
PM
At touchdown:
“ ROLLOUT ”
BOTH THRUST LEVERS...............REV MAX or REV IDLE
“ SPOILERS ”
“ REVERSE GREEN ”
DIRECTIONAL CONTROL..................MONITOR/ENSURE
DIRECTIONAL CONTROL..................................MONITOR
BRAKE.................................................................AS RQRD
A/BRK.............................................CHECK/ANNOUNCE
“ DECEL ”
At 70 kt:
“ SEVENTY KNOTS ”
BOTH THRUST LEVERS....................................REV IDLE
Before 20 kt:
AUTO BRK............................................................DISARM
End of rollout
REVERSERS.............................................................STOW
AP..................................................................................OFF
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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ASTER TITLE STYLE
FLARE
PM FLIGHT PARAMETERS CALLOUTS
7¨ maxi
“BANK, BANK”
10¨ maxi
When the pitch attitude approaches the tail
strike pitch limit indicator or reaches 10 º,
the PM announces:
“PITCH, PITCH”
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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A320/A330
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MASTER
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AFTER
LANDING
– PARKING
– SECURING
THE A/C
AFTER LANDING
SOP
SECURING THE
AIRCRAFT (*)
PARKING
FLOW
SOP
FLOW
SOP
“ SECURING THE A/C C/L ”
“ PARKING C/L ”
“ AFTER LANDING C/L ”
(*) Note: This procedure can be
performed using the QRH.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
XFTDB1AFTLDGD01 – MAR 2022
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MASTER
TITLE STYLE
AFTER
LANDING
– PARKING
– SECURING
THE A/C
AFTER LANDING FLOW PATTERN
PF
PF
BACK
PM
PM
ANTI-ICE
EXTERIOR LIGHTS
RADAR
PREDICTIVE
WINDSHEAR
7
6
APU
2
1
2
1
GROUND
SPOILERS
3
5
4
TCAS / ATC
FLAPS
(A320) ENG MODE SEL
(A330) ENG START SEL
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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MASTER
AFTER
LANDINGTITLE STYLE
PF
GROUND SPOILERS……………..……...........……DISARM
Signal for PM actions
BACK
PM
EXTERIOR LIGHTS……..……...………………………...SET
RADAR……….……………………………..…….……..…OFF
PREDICTIVE WINDSHEAR………..…………....………OFF
ENG MODE/START SEL…..………..….………….….NORM
FLAPS………………….……….……....……….….RETRACT
TCAS……………….…………….…..….………….…….STBY
ATC......................AS RQRD BY AIRPORT OPERATIONS
APU……….……….………………….....…….…….….START
ANTI ICE……………………...…....…..…….…….AS RQRD
BRAKE TEMP………………….………..………...….CHECK
“ AFTER LANDING C/L ”
AFTER LANDING C/L………..……..………….…COMPLETE
“ AFTER LANDING C/L COMPLETE ”
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i
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MASTER
AFTER
LANDINGTITLE STYLE
BRAKE TEMPERATURE
To avoid brake oxidation
Select brake fans:
• just before reaching the gate (short taxi)
or
• 5 min after landing (long taxi)
Short turnaround time
Or
Brake temperature likely
exceeding
500°C
Use of brake fans without oxidation
consideration
BACK
Note: After landing, the BRAKES HOT ECAM caution is inhibited. By the way, when brake temperature is
above 300°C, the HOT amber light on the LDG panel will come on. Depending on the rate of temperature
increase, you may delay the use of brake fans in accordance with the above considerations.
 Observe the ECAM memo if the brake fans are selected.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDIT
MASTER
PARKING
– 1/2TITLE STYLE
PF
BACK
PM
ACCU PRESS..........................................................CHECK
ANTI-ICE.......................................................................OFF
PARK BRAKE handle.....................................................ON
APU BLEED pb-sw........................................................ON
• If the APU is not available:
EXT PWR pb.................................................................ON
• No less than 3 min after high thrust operations:
ALL ENG MASTER LEVERS........................................OFF
WING sw........................................................................OFF
BEACON sw..................................................................OFF
OTHER EXTERIOR LIGHTS................................AS RQRD
MECH
FUEL PUMPS...............................................................OFF
SLIDES.................................................CHECK DISARMED
SEAT BELTS sw............................................................OFF
GROUND CONTACT.........................................ESTABLISH
FUEL QUANTITY.....................................................CHECK
PARKING BRAKE handle....................................AS RQRD
BRAKE FAN..................................................................OFF
2/2 
 When PARKING BRAKE is ON:
• PARK BRK MEMO is displayed
• Check the brake pressure
• The ACCU PRESS must be in the green band.
 Minimum time at or near IDLE to stabilize engine hot section temperature, refer to FCOM SOP PARKING
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
i
CLICK TO EDIT
MASTER
PARKING
– 2/2TITLE STYLE
PF
PM
 1/2
“ PARKING C/L ”
BACK
PARKING C/L...................................................COMPLETE
“ PARKING C/L COMPLETE ”
ATC.............................................................................STBY
IRS PERFORMANCE..............................................CHECK
DUs.................................................................................DIM
DUs................................................................................DIM
LOGBOOK............................................COMPLETE (CM1)
ALL EFB transmitting mode...............................AS RQRD
ALL EFB transmitting mode..............................AS RQRD
• If performing transit stop:
• If performing transit stop:
CLEAR/CLOSE FLIGHT...........................................APPLY
CLEAR/CLOSE FLIGHT...........................................APPLY
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
i
CLICK TO EDITPM
ASTER TITLE STYLE
ARKING
APU BLEED pb-sw…………ON
 Set the APU BLEED pb-sw to ON immediately before engine shutdown,
to prevent engine exhaust fumes from entering the air conditioning.
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
CLICK TO EDITPM
ASTER TITLE STYLE
ARKING
IRS PERFORMANCE
BACK
 The NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete).
 On the MCDU: DATA / POSITION MONITOR page, read the deviation of each IRS position from the FMGC
position and check that the value does not exceed the following (FCOM PRO-NOR-SOP-PARKING).
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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TO EDIT
MASTER
TITLE STYLE
AFTER
LANDING
– PARKING
– SECURING
THE A/C
PARKING FLOW PATTERN
3
BACK
FUEL PUMPS
PF
PF
PM
PM
ANTI-ICE
EXTERIOR LIGHTS
4
1
2
APU BLEED pb-sw
6
5
SLIDES
ALL ENG MASTER LEVERS
SEAT BELTS sw
1
ACCU PRESS
3
PARK BRAKE handle
2
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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EDIT MTHE
ASTER
TITLE STYLE
SECURING
AIRCRAFT
CM1
This procedure can be performed using the QRH.
BACK
CM2
PARK BRAKE handle.......................................CHECK ON
ALL IR MODE SELECTORS........................................OFF
i
OXY CREW SUPPLY....................................................OFF
EXTERIOR LIGHTS......................................................OFF
APU BLEED pb-sw.......................................................OFF
EXT PWR pb-sw..................................................AS RQRD
APU MASTER SW pb-sw.............................................OFF
EMER EXIT LT pb-sw...................................................OFF
SIGNS sw......................................................................OFF
A320
BAT 1 pb-sw + BAT 2 pb-sw........................................OFF i
A330
BAT 1 pb-sw + BAT 2 pb-sw + APU BAT pb-sw.........OFF i
“ SECURING THE AIRCRAFT C/L ”
SECURING THE AIRCRAFT C/L.....................COMPLETE
“ SECURING THE AIRCRAFT C/L COMPLETE ”
EFB APPLICATIONS.......................................................CLOSE
ALL EFB.................................................................SWITCH OFF
i
A320 only:
MAINT BUS sw....................................................AS RQRD
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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ASTER
TITLE STYLE
SECURING
AIRCRAFT
EFB APPLICATIONS…CLOSE:
ALL EFB…SWITCH OFF:
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
BACK
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EDIT MTHE
ASTER
TITLE STYLE
SECURING
AIRCRAFT
BACK
To ensure the ADIRS memorize the last data:
at least 10 sec
ADIRS OFF
t
Electrical supply OFF
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
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ASTER
TITLE STYLE
SECURING
AIRCRAFT
BACK
To prevent smoke entering the cabin during next start, wait until APU flap is fully closed:
Approx 2 min
APU AVAIL light
goes out
t
When APU flap fully closed,
set batteries OFF
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
A320/A330
AND A/THR
CLICK TO AP/FD
EDIT MASTER TITLE
STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD
ENGAGEMENT and
DISENGAGEMENT
A/THR
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ENGAGEMENT and
DISENGAGEMENT
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XFTDN1000AUTO01 – OCT 2020
AP/FD AND A/THR
MASTER
TITLE STYLE
AP/FD
–
1/2
ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
NEXT
BACK
Engagement
AP OFF / FD OFF
Manual flight
without FD.
1
Set FD ON
2
Use AFS CP to adjust FMA
for the intended flight path.
AP OFF / FD ON
Manual flight
with FD.
3
Set AP ON i
EXPECTED FMA
AP ON / FD ON
Autoflight
with AP/FD.
Never engage AP without
expected FMA.
AP/FD AND A/THR
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
BEFORE SETTING AP ON
If large orders are required to achieve the intended flight path,
center the FD bars before setting AP ON.
BACK
AP/FD AND A/THR
MASTER
TITLE STYLE
AP/FD
–
2/2
ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
PREV
Disengagement
AP ON / FD ON
Autoflight
with AP/FD.
CAVALERY CHARGE
1
Press the AP
INSTINCTIVE DISC pb
to disconnect AP.
Press a second time on the AP INSTINCTIVE DISC
pb to cancel the aural and visual indications.
AP OFF / FD ON
Manual flight
with FD.
2
Set FD OFF
AP OFF / FD OFF
Manual flight
without FD.
BACK
AP/FD AND A/THR
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
A/THR – 1/2
Engagement
A/THR OFF
Flight with
manual thrust.
1
Press the A/THR pb.
LVR CLB is flashing.
2
Move the THR levers to
the CL detent.
A/THR ON
Flight with
A/THR.
NEXT
BACK
AP/FD AND A/THR
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
AP/FD – 2/2
Disengagement
PREV
A/THR ON
Flight with
A/THR.
1
Move thrust levers
to current thrust.
2
Press A/THR INSTINCTIVE DISC pb
to disconnect the A/THR.
i
A/THR OFF
Flight with
manual thrust.
BACK
AP/FD AND A/THR
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
CLICK TO
EDIT
Move thrust lever to current thrust
If the flight crew presses the instinctive disconnect pb on the thrust levers before they move
the thrust levers to the current thrust setting, there is a risk of undue thrust increase.
BACK
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EDIT
MASTER TITLE STYLE
CIRCLING
Approach Preparation:
Primary F-PLN: Insert instrument approach,
APPR PERF Page: insert MDA for circling,
SEC F-PLN: Copy active F-PLN and revise landing runway.
A320/A330
Before FAF:
Flaps 3,
L/G down,
F Speed.
i
Downwind:
Set downwind track,
Maintain visual (lateral distance, TRK),
Activate SEC F-PLN,
Disconnect AP and remove FD.
At MDA:
i
Maintain altitude,
If visual references for circling
• Turn 45°,
• Fly for 30 sec from wings level.
If visual references are not
sufficient: GO AROUND initiate.
Abeam:
Start chronometer,
3 sec/100 ft.
i
Base turn:
Set runway track,
Initial bank 25°,
Maintain altitude.
Circling MDA
30 s
45 º
500 ft AGL
stabilized
Threshold identified:
Set landing CONF (FULL FLAPS,
VAPP),
Landing C/L.
XFTDN1CIRCLNG01 – OCT 2018
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MASTER TITLE STYLE
CIRCLING
BACK
APPROACH SPEED: F SPEED
When landing FLAPS 3 is expected and inserted in the APPR PERF page
(flight crew decision, failure with specific FLAPS setting, one engine out for A330),
F speed must be selected for approach.
Speed will be managed again in final for landing to recover Vapp
APPROACH CONFIGURATION WITH ONE ENG INOP
REFER TO QRH PROC:
CLICK TO
EDIT
MASTER TITLE STYLE
CIRCLING
LEVEL OFF AND FLY AT LEAST MDA
With some anticipation:
(altitude of anticipation is 10% of V/S in ft/min; e.g.: V/S: - 1000 ft/min > Anticipation: 100 ft).
A320: Push the V/S / FPA knob to level off.
A330: Press the ALT pushbutton.
BACK
CLICK TO
EDIT
MASTER TITLE STYLE
CIRCLING
DOWNWIND LEG
• During circling, remember that the missed approach procedure is the one from the instrument
approach.
• When the secondary F-PLN is activated, the valid missed approach procedure is no longer available
• In the case of a GO AROUND, fly the missed approach in SELECTED modes using the initial
instrument approach chart (unless otherwise specified).
BACK
CLIDE
LICKSTO
EDIT
MASTER TITLE
G
LOPE
INTERCEPTION
FROM STYLE
ABOVE
CLEARED to intercept LOC
CLEARED for ILS
ARM APPR
Monitor G/S Interception
SOP
SOP
ARM LOC
3
2
1
When G/S* engages:
Set go-around altitude.
Early stabilized approach:
 L/G Down
 Flaps FULL
 VAPP.
A320/A330
1000 ft AAL
A/C stabilized
XFTDN3GSABOVE01 – OCT 2018
CLICK CTO
EDIT
MILS
ASTER
TITLE STYLE
LEAR
FOR
APPROACH
Arm APPR.
Set FCU Altitude
Above Aircraft altitude
G/S MODE ARMING
When V/S mode is active,
ensure that G/S mode is armed.
Otherwise, if you keep going with the V/S mode only,
nothing will stop the descent.
i
Select V/S mode -1500 ft/min
(-2000 ft/min max).
BACK
CLIDE
LICKSTO
EDIT
MASTER TITLE
G
LOPE
INTERCEPTION
FROM STYLE
ABOVE
SETTING FCU ALTITUDE
If the FCU altitude is below A/C altitude,
arming APPR then selecting V/S mode can lead to ALT* engagement.
Set an FCU altitude above the A/C altitude to be sure V/S mode remains active.
BACK
CLICKMTO
EDITG/S
MASTER
TITLE STYLE
ONITOR
INTERCEPTION
BACK
Monitor G/S interception with raw data.
When G/S*: Set go around altitude.
1000 ft AGL
stabilized.
A320/A330
CLICK
TO EDIT
MASTER
TITLE
STYLE
GROUND
SPEED
MINI F
UNCTION
Main principle of the ground speed minimum function.
i
Tower Wind: 330¨ / 20 kt
CURRENT HEADWIND:
20 KT
HEADWIND INCREASES TO:
50 KT
HEADWIND DECREASES TO:
25 KT
i
i
i
1
330/20 kt
2
330/50 kt
3
330/25 kt
XFTDN40GSMINI01 – FEB 2019
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TO EDIT
MASTER
TITLE
STYLE
GROUND
SPEED
MINI F
UNCTION
MAIN PRINCIPLE OF THE GROUND SPEED MINIMUM FUNCTION
BACK
GS mini concept has been defined to prevent the A/C energy from dropping below a minimum level during final approach.
It is not displayed to the flight crew.
Ground speed mini is available in managed speed mode only.
It is active when the aircraft is in landing configuration.
IAS TARGET = Max [ VAPP, VAPP + Wind Difference ]
(Current Headwind – TWR Headwind)
VAPP
+ Wind difference
IAS TARGET
Note: On A320neo aircraft, the computation of the IAS Target is modified, with only a
third of the wind difference taken into account.
CLICK
TO EDIT
MASTER
STYLE
GROUND
SPEED
MINI FTITLE
UNCTION
CURRENT HEADWIND 20 KT
NEXT
Hypothesis: Landing on RWY 33, Tower wind 330° / 020kt, VLS = 133kt
VAPP = 133 + 7 = 140 kt
Gs mini = 140 – 20 = 120 kt
1
330/20 kt
IAS Target = Gs mini (120) + 20 = 140 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
Current GS = GS mini
BACK
CLICK
TO EDIT
MASTER
STYLE
GROUND
SPEED
MINI FTITLE
UNCTION
HEADWIND INCREASES TO 50 KT
PREV
NEXT
1
330/20 kt
2
IAS Target = Gs mini (120) + 50 = 170 kt
330/50 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
IAS target increases
Speed target unchanged
SPEED trend is going up
SPEED trend is going up
THR increases. Energy is
kept
THR reduces to IDLE in
order to match the target speed
Current GS = GS mini
GS does not change.
Current GS < GS mini
GS decreases.
BACK
CLICK
TO EDIT
MASTER
STYLE
GROUND
SPEED
MINI FTITLE
UNCTION
HEADWIND DECREASES TO 25 KT
PREV
IAS Target = Gs mini (120) + 25 = 145 kt
1
330/20 kt
2
330/50 kt
3
330/25 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
IAS target decreases
SPEED trend is going down
THR slightly decreases
Current GS = GS mini
A/C ENERGY
REMAINS HIGH
Speed target unchanged
SPEED trend is going down
THR is initially low and
increases slowly.
Current GS < GS mini
A/C ENERGY
IS LOW
BACK
A320
HEAD-UP DISPLAY (HUD)
HUD REMINDER
TAXI
TAKEOFF
APPROACH
ROLL OUT
i
i
i
i
i
EFTDO_HUD_01 – A320 – OCT 2018
TAXI
TYPICAL DISPLAY
NEXT
BACK
TAXI
DECLUTTER DISPLAY
PREV
BACK
TAKEOFF
BACK
TYPICAL DISPLAY
TAKEOFF ROLL - ROTATION:
 The yaw bar is displayed to show
you any deviation from the runway
centerline.
 The tail strike symbol.
 The offset pitch symbol is positioned
15 ° below the actual pitch attitude
of the aircraft (12.5° in the case of
an engine failure).
APPROACH
NEXT
TYPICAL DISPLAY
BARO 750
LS
N
BACK
APPROACH
PREV
DECLUTTER 1 MODE
BARO 750
LS
N
D1
NEXT
BACK
APPROACH
PREV
DECLUTTER 2 MODE
LS
D1
NEXT
BACK
APPROACH
PREV
TYPICAL DISPLAY (IN CROSSWIND)
BARO 750
NEXT
BACK
APPROACH
PREV
X WIND DISPLAY
BARO 750
BACK
ROLLOUT
TYPICAL DISPLAY
ROLLOUT
The auto brake mode scale is
displayed to show you the current
aircraft deceleration. In this case MED
braking mode is selected.
BACK
REMINDER
NEXT
BACK
ENERGY CHEVRONS
FPA
TOTAL FPA:
AIRCRAFT ENERGY
ACCELERATION
/
DECELERATION
CHEVRONS ABOVE BIRD:
THE AIRCRAFT ACCELERATES
CHEVRONS ALIGNED WITH BIRD:
THE AIRCRAFT IS AT
A CONSTANT SPEED AND THRUST
CHEVRONS BELOW BIRD:
THE AIRCRAFT DECELERATES
REMINDER
FLAG MESSAGES
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
WINDSHEAR
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
PULL UP
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
EXCESSIVE ATT
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
TCAS RA
REVERT TO PFD
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
TCAS RA INHIBITED
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
TRK FPA DESELECTED
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
MAX BRAKING
MAX REVERSE
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
RWY TOO SHORT
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
FOR GA: SET TOGA
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
COMBINER
UNLOCKED
PREV
BACK
A320/A330
CLICK TO EDIT
MAW
ASTER
TITLE STYLE
ILS R
DATA
ILS without AP and FD:
Fly an ILS Raw Data
i
G/S Interception
LOC Interception
i
i
XFTDN20ILSRAW01 – OCT 2018
CLICK TO
MILS
ASTER
TO EDIT
FLY AN
RAWTITLE
DATA STYLE
BACK
LATERAL
RWY track
 Select RWY Track on AFS CP.
 When on the LOC, fly the Bird on the
blue line.
VERTICAL
 How to correct LOC deviation
i
When on the glideslope, fly the
Bird on the ILS FPA.
(e.g. -3°)
How to correct G/S deviation
i
Intercepting the LOC course
Depending on the angle of interception, you may start the
interception as soon as the LOC is active.
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
BACK
Reaching Final Descent Point
NEXT
BACK
Reaching Final Descent Point
PREV
When ½ dot below the G/S, initiate the interception of the G/S
by smoothly flying the Bird down to the glide path angle :
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
BACK
LOC deviation
NEXT
BACK
LOC deviation
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
BACK
Check unwanted residual bank angle
Close to the ground avoid too large lateral corrections
CLICK TO EDIT
ASTER TITLE STYLE
GLIDEMDEVIATION
In case of GLIDE deviation:
Apply the appropriate correction to the flight path angle:
Monitor GLIDE deviation:
When back on the GLIDE:
Resume the Bird on the appropriate path (e.g. -3°):
Close to the ground avoid too large pitch down corrections.
BACK
Low Visibility Operations
TAXI
A320/A330/A340/A350/A380
T.O
CLIMB
CRUISE
DESCENT
APPROACH
GO-AROUND
ROLLOUT
TAXI
All aircraft,
except BXL
BXL only
XFSNB10000LVO00 – OCT 2022
TAXI-OUT & BEFORE T/O IN LVO
TAXI :
ATC clearance
confirmation
TAXI
INITIATION
BEFORE
TAKEOFF:
down to
the line
actions
BEFORE TAKEOFF:
below the line actions
Taxi
When TAKEOFF clearance obtained :
GATE
Pushback
“BELOW THE LINE”
“BEFORE TAKEOFF C/L”
Taxi
PF
TAXI-OUT & BEFORE
T/O IN LVO
HEAD UP AT ALL TIMES .......................................... KEEP
TAXIWAY & RUNWAY CHART…………..KEEP AVAILABLE
PM
ANF / OANS if available (A350 and 380 only)............USE
TAXIWAY & RUNWAY CHART………..KEEP AVAILABLE
TAXIWAY HEADINGS & UPCOMING TURNS ......ADVISE
GROUND SPEED................................................MONITOR
 Good crew coordination is essential. Avoid, during taxi: flight control checks, checklists and
administrative work.
 Never cross a red stop bar when lining up or crossing a runway, unless unambiguous clearance to
cross has been received by ATC.
 If unsure of position, the aircraft should be stopped and the parking brake set. ATC may provide
assistance by use of ground radar or by sending a FOLLOW ME car.
 Bear in mind that, whereas bright lights may be visible, unlit obstacles and aircraft extremities may not.
TAKEOFF
ANF / OANS (A350 and 380 only)...........USE
 Adapt taxi speed to the actual visibility
 Advise PF if GS exceeds 10 knots
TAKEOFF
ALTERNATE
RVR
CHECKS
CREW
INCAPACITATION
ROTATION
A Low Visibility takeoff (LVTO) is a takeoff where the runway visual
range is less then 400 meters.
T.O
TAKEOFF: Takeoff Alternate
The commander should not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless a
weather-permissible take-off alternate aerodrome is available. (Refer to EASA AMC CAT Aerodrome
operating minima).
A350 ≈ 400 NM
A320 ≈ 380 NM
A330 ≈ 390 NM
A340 ≈ 860 NM
A380 ≈ 890 NM
TAKEOFF : RVR
Takeoffs with an RVR below 150m but not less than 125m require that:
 Low visibility procedures are in force
 High intensity runway centerline lights, spaced 15m or less apart, and high
intensity edge lights with a spaced of 60m or less apart that are in operation.
 A 90m visual segment that is available from the flight crew compartment at the
start of the take-off run; and
 The required RVR value is achieved for all of the relevant RVR reporting points;
TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
BEFORE ENTERING RUNWAY
ONCE ALIGNED
TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
Personal visibility/RVR assessment (Refer to EASA AMC and GM to Part-SPA Subpart E):
• When no reported meteorological visibility or RVR is available, a personal assessment by the
Captain may be used as a substitute. In this case takeoff may only be commenced if the Captain
can determine that the RVR/visibility along the takeoff runway is equal to or better than the
required minimum…
BEFORE ENTERING RUNWAY
ONCE ALIGNED
TAKEOFF: Crew Incapacitation
PM: Be ready to take over
TAKEOFF: Rotation
NORMAL ROTATION AS PER FCOM
 At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards the
correct pitch attitude.
 Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension.
 In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level.
 After lift-off, follow the SRS pitch command bar.
Type
A320
A330
A340
A350
A380
Target attitude
all engines
15.0°
SRS
15.0°
SRS
12.5°
SRS
12.5°
SRS
12.5°
SRS
Target attitude engine
out
12.5°
SRS
12.5°
SRS
12.5°
SRS
10°
SRS
10°
SRS
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
YAW BAR/ILS .....................................................MONITOR
DEVIATIONS ......................................................MONITOR
External visual references remain primary
 During takeoff, in RWY mode
the PFD displays a yaw bar in
green below 30 ft radio altitude
(if the localizer signal is
available).
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
 visual cues remain the primary means to track the
runway centerline. the yaw bar provides an assistance
in case of unexpected fog patches.
YAW BAR/ILS .....................................................MONITOR
DEVIATIONS ......................................................MONITOR
External visual references remain primary
 During takeoff, in RWY mode the PFD
displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
YAW BAR/ILS .....................................................MONITOR
DEVIATIONS ......................................................MONITOR
 CM2 must call out any lateral deviation.
External visual references remain primary
 During takeoff, in RWY mode the PFD
displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
APPROACH PREPARATION
LOW
VISIBILITY
OPERATIONS
LVO
AIRPORT
CREW
A/C
CAPABILITY
FACILITIES
CAPABILITY
CAPABILITY
Preparation:

Verify weather conditions

Check crew qualification

Check aircraft technical status

Check airport status Evaluate
downgrading options

Check diversion options

Fuel pred extra time for holding
Briefing in accordance with A/L policy:

Requirements for LVO (Aircraft, Crew,
Airport)

Normal ILS Briefing

Detailed taxi-in routing and cues.

Task sharing and callouts

Go Around policy in case of failure
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
AH
FLARE
RETARD
FAF
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
Abnormals during final approach:
Failure above 1000 ft AAL:
400 ft
Failure below 1000 ft AAL:
Approach may be continued if:
350 ft
Approach may be continued if:
• All ECAM actions are performed
• The pilot has the runway in sight and
• Weather permits
ft of failure does not affect the
• The200
type
• Briefing and DH are updated and
landing performance.
100 ft
• Aircraft is stabilized before 1000 ft AAL.
Alert
Otherwise, GO-AROUND.
Height
Note: This does not impair the emergency authority of the commander.
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
LAND MODE…………CHECK
“Callouts”
1000 ft
400 ft
350 ftmode not available  Go around
If LAND
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement
Alert
with published figure.
Height
If not in agreement  Go around.
FAF
FLARE
RETARD
APPROACH
ILS COURSE…………CHECK
INTERMEDIATE
APPR
FINAL APPR
If ILS course not in agreement  Go around
“Callouts”
1000 ft
400 ft
350 ft
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement
Alert
with published figure.
Height
If not in agreement  Go around.
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
Major differences to conventional
ILS approach start below 400 ft.
350 ft
Importance of CM2 especially below 400 ft.
He has to check:
200 ft
• The flight path and the Autoflight modes
• Call deviations
• Takeover in case of incapacitation of CM1.
Alert
Height
FAF
100 ft
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement
Alert
with published figure.
Height
If not in agreement  Go around.
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
AUTOLAND warning light is active below 200 ft.
FLARE
• A Go Around Alert
must be performed unless the visual references
RETARD
are sufficientHeight
for a manual landing.
Note: At least one AUTOLAND warning light is required for
FAF
CAT 2 and CAT 3 approaches.
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
Alert Height (AH)
100 ft
AH
For CAT 3 without DH
approach:
Alert
Height
• CONTINUE callout at Alert Height if no failure is
FAF
detected (irrespective of visual conditions).
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
Alert Height
• For CAT 3 only
• Not displayed in the cockpit
“Callouts”
• Above this height, a CAT 3 autoland would be discontinued
1000 approach
ft
and a missed
executed if an element of the CAT 3
fail operational systems fails.
400 ft
• Below the alert height, with same failures, the aircraft is
capable of continuing to a successful landing 350
(e.g.ftengine
failure below alert height), unless autoland light comes on
200 ft
100 ft for A320
200 ft for A330/A340/A350/A380
Alert Height (AH)
AH
FLARE
RETARD
FAF
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
AH
FLARE mode to be checked
and announced by CM2.
For FMA, click here…
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
FLARE mode…………CHECK
200 ft
100 ft
FLARE mode to be checked
Alert
and announced by CM2.
Height
For FMA, click here…
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
AH
FLARE
RETARD auto callout (RETARD both thrust levers to IDLE):
Alert
• In manual landing
RETARD is a REMINDER
Height
FAF
• In autoland with A/THR, RETARD is an ORDER.
(no retard of thrust levers before RETARD call)
RETARD
APPROACH
CALLOUTS – AUTOLAND APPROACH
PF
PM
"LDG C/L"
“LDG C/L complete"
"LAND"
“CHECKED"
"CONTINUE"
or
“CHECKED"
"GO AROUND FLAPS"
Monitor
Monitor
“ONE HUNDRED ABOVE"
"MINIMUM"
“CHECKED"
“FLARE"
“ROLL OUT" "REVERSE GREEN" “60/70 KT"
"SPOILERS"
350 ft
AUTO
CALLOUT
"RETARD"
DH + 100 ft
DH*
*In CAT III B operation,
for the decision to CONTINUE or GO AROUND,
the Alert Height replaces the DH.
40 ft
10 ft
Touchdown
"DECEL"
GO-AROUND
LOW GO-AROUND  AIRCRAFT TOUCHES THE RUNWAY
Case 1 - TOGA IS APPLIED BEFORE TOUCH DOWN
• The G/A phase will not be disturbed even when the aircraft touches the runway
• Modes stay the same, spoilers will not extend
• AP remains engaged.
TOGA
Case 2 - TOGA IS APPLIED AFTER TOUCH DOWN:
• TOGA thrust applied  CONFIG warning if CONF FULL
• AP disengages
• Retract L/G when positive rate of climb and no risk of further touch down
• Climb out as for standard go-around
• If reverse thrust already applied, full stop landing must be completed.
TOGA
ROLLOUT and TAXI-IN
All aircraft, except BXL
Three things have to be done manually in autoland:
• Retard THR LEVERS when ordered
• Select REVERSERS when main wheels touch down
• Disconnect APs at the end of Rollout...
Taxi
GATE
Taxi
ROLLOUT and TAXI-IN
BXL only
Three things have to be done manually in autoland:
• Retard THR LEVERS when ordered
• Select REVERSERS when main wheels touch down
• Below 70kt, ensure directional control.
Note: The AP will automatically disconnect
at 70 kt ground speed.
Taxi
GATE
Taxi
A320/A330
CLICK
TO EDIT
MASTER
TITLE STYLE
NORMAL
LAW
PROTECTIONS
LOAD FACTOR PROTECTION
i
PITCH ATTITUDE PROTECTION
i
BANK ANGLE PROTECTION
i
HIGH SPEED PROTECTIONS
i
LOW SPEED PROTECTIONS
i
XFTDN1000PROT01 – OCT 2018
CLICK LTO
EDIT
MASTER
TITLE STYLE
OAD
FACTOR
PROTECTION
BACK
MIN “G” LOAD:
• Slats retracted: -1.0 g
• Slats extended: 0 g
MAX “G” LOAD:
• Slats retracted: +2.5 g
• Slats extended: +2.0 g
Note:
Amber “G LOAD” is only displayed when above 1.4 g and below 0.7 g.
CLICKPTO
MASTER
TITLE STYLE
ITCHEDIT
ATTITUDE
PROTECTION
PITCH UP LIMIT
Pitch is limited to 30° nose-up, progressively reduced to 25° at low speed.
PITCH DOWN LIMIT
Pitch is limited to 15° nose-down.
BACK
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EDIT
MASTER
TITLE STYLE
BANK
ANGLE
PROTECTION
0°
33°
67°
Bank angle
maintained with
stick neutral
Above 33°, side stick inputs are needed
to maintain bank angle and altitude.
If the side stick is released, the bank
angle reduces automatically to 33°.
33°
Auto Pitch
Trim
67°
Turn coordination is provided within the
envelope.
Do not use rudder in Normal Law
(except for takeoff, landing and single
engine operation).
BANK ANGLE LIMIT
Bank angle is limited to 67°.
BACK
CLICK
TOSEDIT
ASTER TITLE
STYLE
HIGH
PEED M
PROTECTION
(HSP)
Stick full forward
BACK
XXX
Stick free
The aircraft flies back
towards the envelope
VMO
XXX
VMO
XXX
VMO + 4 kt
MMO + 0.006
VMO
CRC
XXX
VMO + 6 k t (A320)
VMO + 4k t (A330)
HSP activates
XXX
VMO
VMO
•
•
•
•
•
A320 – High Speed Protection
AP disconnects (VMO+15kt, MMO +0.04),
THS limited between the setting at entry into the
protection and 11° nose-up,
Bank angle limited to 40°,
Bank angle reduces to 0° when sidestick is
released,
Permanent nose-up order is applied
•
•
•
•
•
A330 – High Speed Protection
AP disconnects (VMO+12kt, MMO+0.03),
Pitch trim is frozen
Bank angle limited to 45°,
Bank angle reduces to 0° when sidestick is
released,
Permanent nose-up order is applied.
Pitch nose-down
Authority reduced
to zero
CLICK TO
EDIT
MASTER
TITLE
LOW
SPEED
PROTECTION
Stick full back
STYLE
BACK
The High Angle of Attack (AOA) protection has priority over all other protections.
Stick free
Alpha Floor
VLS
The lowest speed that
the A/THR maintains, if
engaged.
VαPROT
Alpha Prot activates.
V αPROT
is maintained.
Alpha Prot activation:
• AP Disconnects,
• Sidestick directly commands the AOA without
exceeding αMAX,
• Speedbrakes, if deployed, retract automatically,
• Bank limited to 45°
i
VαMAX
VαMAX
is maintained.
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EDIT
MASTER
TITLE
LOW
SPEED
PROTECTION
ALPHA FLOOR
STYLE
BACK
Vα FLOOR
αFLOOR
automatically
commands
TOGA thrust.
When the aircraft
leaves
αFLOOR
conditions,
TOGA thrust is
locked.
TOGA thrust, if
maintained
with an undue
speed
increase, may
lead to
overspeed.
Disconnect the
A/THR, and
exit TOGA LK.
When
applicable,
re-engage
the A/THR.
A320/A330
CLICK TO EDIT
ASTER
USEMOF
BIRDTITLE STYLE
FLIGHT PATH VECTOR
PRESENTATION
i
“ BIRD ON ”
XFTDN2000BIRD01 – OCT 2018
CLICK TOFPV
EDITPM
ASTER TITLE STYLE
RESENTATION
PITCH
FPA
HDG
VERTICAL FUNCTIONS
i
LATERAL FUNCTIONS
i
TRK
BACK
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EDITPM
ASTER TITLE STYLE
RESENTATION
VERTICAL FUNCTIONS
PITCH: +6¨
FPA: 0¨
Top
of
descent
PITCH: +3¨
FPA: -3¨
The Bird is designed to facilitate the approach with a
-3° FPA.
When established on a -3° descent path, the top of
the Bird symbol touches the horizon line.
BACK
CLICK TOFPV
EDITPM
ASTER TITLE STYLE
RESENTATION
LATERAL FUNCTIONS
Current HDG = 325¨
Current TRK = 325¨
Current HDG = 325¨
Current TRK = 330°
WIND
Turn left for
correction.
BACK
Current HDG = 320¨
Current TRK = 325¨
WIND
A320/A330
CLICK TO V
EDIT
MASTER
TITLE STYLE
ISUAL
PATTERN
VISUAL CIRCUIT
LONG FINAL APPROACH
DOWNWIND LEG
i
i
i
Remember:
During a visual pattern, look outside.
XFTDN1VISUPAT01 – Oct 2022
VISUAL
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PCIRCUIT
ATTERN
BACK
“Activate Approach phase”
“Manage speed”
“FDs OFF”
“BIRD ON”
“Set downwind track” when necessary
“Approach checklist”
DOWNWIND LEG
ABEAM THRESHOLD
i
i
“ Set downwind heading ”
1500 ft/AAL
“ Flaps 1 ”
“Pull S Speed ”
“Speed, Auto thrust ”
10 s before turning final:
“ FLAPS 2 ”
“ Pull HDG”
3 s before turning final:
“ Set runway track ”
“ Gear down ”
Initiate a
shallow
descent
“ FLAPS 3 ”
i
When lined up:
• Set circuit ALT on FCU
• Preset RWY HDG on FCU
“ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
Stabilized with FLAPS FULL at VAPP
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
DOWNWIND LEG
BACK
Entering downwind leg:
• Check RWY positioning (2.5 nm) with ND settings: ROSE NAV mode and range 10 Nm.
Use the dotted arcs of the ND range to
monitor the runway position versus the
aircraft track.
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
BACK
ABEAM THRESHOLD
 Extend the downwind leg by 3 s per 100 ft above airfield level (e.g.: 45 s for 1500 ft)
 Wind correction: +/- 1 s per 1 kt of headwind / downwind component
Example:
Compare TAS and GS:
–
= – 9 kt (tailwind)
Wind correction = – 9 s
36 s
In this example, the downwind leg extension will be:
45 s – 9 s = 36 s
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MASTER
TITLE STYLE
VISUAL
PATTERN
INITIATE A SHALLOW DESCENT
Initiate a shallow descent while turning to reach the profile
BACK
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MASTER
TITLE STYLE
VISUAL
ATTERN
LONGP
FINAL
ENERGY CIRCLE
i
“ Activate Approach phase ”
'‘ FLAPS 1 ”
“ FLAPS 2 ”
“ Set runway track ”
“ Gear down ”
“ FLAPS 3 ”
1500 ft/AAL
“ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
Stabilized with FLAPS FULL at VAPP
Around 5 NM
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
ENERGY CIRCLE
In HDG or TRK mode, the ENERGY CIRCLE represents the required
distance to land from the aircraft altitude down to the airport elevation, taking
into account the deceleration down to VAPP.
BACK
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M
ASTER
TITLE STYLE
VISUAL
P
ATTERN
DOWNWIND LEG
“AP OFF”
“FDs OFF”
“BIRD ON”
“Set downwind track” when necessary
“Activate Approach Phase”
“Manage speed” when necessary
“Approach checklist”
“ FLAPS 1 ”
1500 ft/AAL
10 s before turning final:
“ FLAPS 2 ”
“ Set runway track ”
“ Gear down ”
Initiate a
shallow
descent
“ FLAPS 3 ”
i
“ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
Stabilized with FLAPS FULL at VAPP
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
INITIATE A SHALLOW DESCENT
Initiate a shallow descent while turning to reach the profile
BACK
A320/A330
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MASTERMTITLE
STYLE
ACBNORMAL
OPERATION
ANAGEMENT
MEMORY ITEMS
or
OEB immediate actions
ECAM
(SENSED PROC)
NOT SENSED PROC
DETECTION
DETECTION
PROC
PROC
OEB?
OEB?
DETECTION
PROC
YES
NO
YES
ECAM ACTIONS
ECAM PROCEDURE
Apply OEB
(Read and do
QRH)
PROC
SYSTEM DISPLAY
PROC
Apply OEB
(Read and do
QRH)
NO
Refer to QRH
Abnormal
procedure
i
STATUS
PROC
ASSESS THE SITUATION
PROC
XFTDN6ECAM00001 – OCT 2022
DETECTION
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MASTER TITLE STYLE
PF
MEMORY ITEMS
PM
When immediate crew reaction is necessary to avoid an imminent threat:
ANNOUNCE……………………APPROPRIATE CALLOUT
e.g. ”EMERGENCY DESCENT”
Refer to FCOM for the list of Memory Items and
associated Callouts.
BACK
DETECTION
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MASTER TITLE STYLE
PF
ECAM (SENSED PROC)
PM
First pilot who notices MASTER WARNING / MASTER CAUTION:
MASTER WARNING / MASTER CAUTION …..………… RESET
TITLE OF FAILURE…………………………….…...…ANNOUNCE
or,
ADVISORY
GOLDEN RULE #1
Fly
i
i
,Navigate, Communicate.
BACK
CLICK TO EDITAM
ASTER TITLE STYLE
DVISORY
PF
BACK
PM
First pilot who notices an ADVISORY:
“ ADVISORY ON (TITLE on SD page) SYSTEM ”
SYSTEM PAGE DISPLAYED………...…..….……ANALYZE
DRIFTING PARAMETER………........……………MONITOR
ECAM ADVISORY CONDITIONS ON QRH....…REQUEST
ECAM Advisory conditions ………………….…....CHECK
RECOMMENDED ACTIONS.……..………………….APPLY
DETECTION
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MASTER TITLE STYLE
ECAM (SENSED PROC)
FLY
 You should stabilize the aircraft on a safe trajectory before performing any READ & DO actions.
 For takeoff and go-around, you should delay READ & DO actions until the aircraft reaches 400 ft AAL.
BACK
CLICK TOECAM
EDIT M
TITLE STYLE
PASTER
ROCEDURE
PF
BACK
PM
For each ECAM procedure:
ECAM..…….....CONFIRM with SD page and OVHD panel
“ ECAM ACTIONS ”
i
Apply the Tasksharing for Abnormal Operations:
FLY
MONITOR: FLY, NAVIGATE, COMMUNICATE
NAVIGATE
COMMUNICATE
ECAM.…………………...………………………….PERFORM
“ CLEAR (name of SYSTEM)? ”
ECAM ACTIONS PERFORMED ……………...…… CHECK
“ CLEAR (name of SYSTEM) ”
CLR pb……………………….…………………..……..PRESS
Actions to be confirmed by both pilots:
i
i
CLICK TOECAM
EDIT M
TITLE STYLE
PASTER
ROCEDURE
HOW TO STOP ECAM ACTIONS…
 The PF can call out “STOP ECAM” at any time, if others specific actions must
be performed.
 When the action is completed, the PF must call out: “CONTINUE ECAM”.
BACK
CLICK TOECAM
EDIT M
TITLE STYLE
PASTER
ROCEDURE
ECAM ACTIONS ……. PERFORM
When ECAM actions request:
“ X ” PROC ……..…. APPLY
 Stop ECAM actions.
 Refer to the QRH, and
 Perform the related procedure.
 Continue ECAM ACTIONS when QRH procedure is completed.
BACK
CLICK
TOECAM
EDIT
MPASTER
TITLE
STYLE
ROCEDURE
ACTIONS
TO BE CONFIRMED
BY BOTH
PILOTS
In flight, the PF and PM must crosscheck before any action on guarded controls, ENG MASTER sw,
IR, computer reset or thrust levers. This doesn’t apply when on ground.
PM action……PF confirmation
PF action……PM confirmation
ENG MASTER sw
Any guarded controls
Thrust levers
IR mode rotary knob or
IR pb sw
Computer reset
PM
PF
READ ON E/WD……..….. “ ENGINE MASTER 1 OFF ”
Hand on related control:
RELATED CONTROL………………….….…CHECK
ANSWER.…….…. “ ENG MASTER 1 CONFIRM ”
REQUEST………….“ CONFIRM ENG MASTER 1 ? ”
ACTION……………………………………….PERFORM
BACK
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MASTER
TITLE STYLE
SYSTEM
DISPLAY
PF
BACK
PM
For each System Display (SD) page:
SYSTEM DISPLAY (SD) page ………………….. ANALYZE
“ CLEAR (name of SYS)? ”
“ CLEAR (name of SYS) ”
CLR pb ………………………….………………..… PRESS
Repeat the same sequence for each secondary failure displayed on the ECAM SD page.
PM: “CLEAR FLIGHT
CONTROL?”
PF: “CLEAR FLIGHT
CONTROL”
CLICK TO EDIT SMTATUS
ASTER TITLE STYLE
PF
BACK
PM
When the STATUS page appears:
“ STATUS ”
“ STOP ECAM ”
ECAM ACTIONS …………………………………….… STOP
Consider ACCELERATION flow pattern, any System or Computer reset or Engine relight, as applicable.
“ CONTINUE ECAM ”
STATUS ………………………………………………… READ
“ REMOVE STATUS? ”
“ REMOVE STATUS ”
STS pb ……………………….…….…………..…… PRESS
“ ECAM ACTIONS COMPLETE ”
Apply the tasksharing for Normal Operations
i
CLICK TO EDIT SMTATUS
ASTER TITLE STYLE
STATUS… READ
BACK
Limitations
Deferred PROC
INOP systems
Information
When the STATUS page mentions:
“X” PROC. . . . . . . . . . APPLY
or
INCREASED FUEL CONSUMP
… continue reading all the STATUS page, and when ECAM actions are
completed, refer to the QRH, and perform the related or appropriate procedure.
DETECTION
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MASTER TITLE STYLE
PF
NOT SENSED PROC
PM
First pilot who notices a system defect or an abnormal situation
without ECAM alert (e.g.: SMOKE SMELLING, SCREEN
FAILURE, …) should advise the other crew clearly.
GOLDEN RULE #1
Fly, Navigate, Communicate.
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
REFER
TO QRH
PF
BACK
PM
“XXX PROC”
Apply the tasksharing for Abnormal Operations:
FLY
MONITOR: FLY, NAVIGATE, COMMUNICATE
NAVIGATE
COMMUNICATE
APPROPRIATE QRH PROC……………IDENTIFY & PERFORM
“XXX PROC Completed”
Apply the tasksharing for Normal Operations
LICK TO EDIT
MASTERMTITLE
STYLE
ACBNORMAL
OPERATION
ANAGEMENT
SITUATION ASSESSEMENT
BACK
Taking into account:
Limitations
Fuel
Management
LAND ASAP
Weather
i
OPS &
Commercial
consideration
Landing
Performances
DECISION
Notify:
ATC
CREW / PAX
OPS
...
LICK TO EDIT
MASTERMANAGEMENT
TITLE STYLE
ACBNORMAL
OPERATION
LAND ASAP
BACK
 LAND ASAP: Land as soon as possible at the nearest airport at which a safe landing can be made.
Note: LAND ASAP information is applicable to a time critical situation.
 LAND ASAP: Consider landing at the nearest suitable airport.
Note: The suitability criteria should be defined in accordance with the Operator’s policy.
CLICKUTO
ASTER TITLE
SEEDIT
OF SM
UMMARY
– 1/3STYLE
NEXT
Purpose of summary
 To be used in the event of severe and complex failures (DUAL HYD or EMER ELEC CONFIG),
 Helps the flight crew to perform actions in a phase related chronological order,
 Highlights the main system defects, limitations and flight capability of the aircraft.
A320/A330
XFTDN1USESUMM01 – OCT 2018
CLICKUTO
ASTER TITLE
SEEDIT
OF SM
UMMARY
– 2/3STYLE
PREV
EMER ELEC
CONFIG
DUAL HYD
FAILURE
ECAM
ACTIONS
QRH SUMMARY
i
NEXT
CLICKUTO
ASTER TITLE
SEEDIT
OF SM
UMMARY
– 2/3STYLE
SUMMARY
CRUISE
BACK
i
APPROACH
LANDING
GO-AROUND
i
CLICKUTO
ASTER TITLE
SEEDIT
OF SM
UMMARY
– 2/3STYLE
CRUISE SECTION
BACK
 When “ECAM ACTIONS COMPLETED” refer to summary cruise section.
 Cruise section contains:
• Main limitations,
• Flight capability of the aircraft,
• Highlights of the remaining systems (for ELEC EMER CONFIG
only).
 It is designed for situation assessment to ease decision making.
CLICKUTO
ASTER TITLE
SEEDIT
OF SM
UMMARY
– 2/3STYLE
APPROACH / LANDING / GO-AROUND
SECTIONS
BACK
 To be used to:
• Support approach preparation,
• Support approach briefing,
• Perform the approach.
 Contains paper procedures, that the flight crew must apply during the
corresponding phases (e.g. LANDING WITH SLATS or FLAPS JAMMED
procedure).
CLICKUTO
ASTER TITLE
SEEDIT
OF SM
UMMARY
– 3/3STYLE
PREV
How to use the SUMMARY?
SITUATION ASSESSMENT WHEN
ECAM ACTIONS COMPLETED
CRUISE SECTION.
2
APPROACH PREPARATION AND
BRIEFING
REVIEW OF STATUS
+
APPR / LDG / GA SECTIONS
+
FMGS
3
PERFORMING APPROACH
APPLY APPROACH SECTION
(READ AND DO).
1
4
ONCE AIRCRAFT IN LANDING
CONFIGURATION.
REVIEW LDG AND GA SECTIONS
+
Check on ECAM STATUS that all
APPR PROC actions are completed.
CLICK A
TO
MASTER
TITLE STYLE
LLEDIT
ENGINE
FLAMEOUT
GOLDEN RULE #1
Fly, Navigate, Communicate.
A320: ENG ALL ENGINES FAILURE
i
A330: i
A330: ENG ALL ENG FLAME OUT
“ ECAM ACTIONS ”
 RAT: Automatic deployment
A320:
i
 Alternate law: Protections lost
A320/A330
PROC
FL 250
APU…….START
OPTIMUM SPEED: GREEN DOT
FL 200
APU BLEED………..………...ON
PROC
XFTDA1ALENGFO01 – APR 2021
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TO
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TITLE STYLE
LLEDIT
ENGINE
FLAMEOUT
FLY: LOSS OF AP, ATHR
 Maintain the optimum relight speed as requested by ECAM,
 RAT is extended - EMER GEN is available,
 The crew can operate the aircraft with:
• Flight controls: Manual flight - ALTN law until L/G down,
• Instruments:

PFD1 (remove FD flag, consider FPV),

ND1,

ECAM upper display,

Standby instruments.
NAVIGATE: LAND ASAP
COMMUNICATE: Use VHF1 for MAYDAY message.
BACK
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TO
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TITLE STYLE
LLEDIT
ENGINE
FLAMEOUT
FLY: LOSS OF AP, ATHR
 Maintain the optimum relight speed as requested by ECAM,
 RAT is extended - EMER GEN is available,
 The crew can operate the aircraft with:
• Flight controls: Manual flight - ALTN law until L/G down,
• Instruments:

PFD1 (remove FD flag, consider FPV),

ECAM upper display,

Standby instruments.
NAVIGATE: LAND ASAP
COMMUNICATE: Use VHF1 for MAYDAY message.
BACK
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EDIT
MASTER
TITLE STYLE
ALL
ENGINE
FLAMEOUT
ECAM PROCEDURE
BACK
When the ECAM requests:
A320:
ALL ENG FAIL PROC. . . . . APPLY
A330:
ENG / FUEL PROC. . . . . APPLY
(If fuel remains)
Refer immediately to the eQRH / ABN:
A320:
ALL ENG FAIL
A330:
ENG ALL ENG FLAMEOUT –
FUEL REMAINING
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MASTER
TITLE STYLE
NG RELIGHT
– 1/2
A320: APPROACHING OR BELOW THE ALTITUDE NOTIFIED BY THE eQRH PROCEDURE:
A330: AS SOON AS POSSIBLE AND UNTIL APU BLEED IS AVAILABLE:
ATTEMPT WINDMILL RELIGHT
RELIGHT SEQUENCE CAN BE REPEATED UNTIL SUCCESSFUL
OR UNTIL APU BLEED IS AVAILABLE
i
BACK
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MASTER
TITLE STYLE
NG RELIGHT
– 1/2
BACK
No relight: all ENG masters OFF
Start chronometer
30 seconds later:
All ENG masters ON
Check engine parameters.If no relight:
30 seconds later:
All ENG masters OFF
30 seconds later:
Repeat process…
After a successful start, use the restored engine ASAP.
CLICK TO EEDIT
MASTER
TITLE STYLE
NG RELIGHT
– 2/2
BELOW FL 200 AND WHEN APU BLEED IS AVAILABLE:
ATTEMPT STARTER ASSISTED RELIGHT
NEW RELIGHT SEQUENCE (ONE ENGINE AT A TIME)
i
BACK
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MASTER
TITLE STYLE
NG RELIGHT
– 2/2
BACK
From all ENG masters OFF
Restart chronometer
30 seconds later:
One ENG master ON at a time
Check engine parameter. If no relight:
30 seconds later:
ENG master OFF
Other ENG master ON
30 seconds later: repeat
process…
After a successful start, use the restored engine ASAP.
A320
CLICK TO
Dual
EDIT
FMGC
MASTER
Failure
TITLE
STYLE
NORMAL mode:
FMGC 1
FMGC 2
FADEC
MCDU 1
MCDU 2
THRUST
LEVERS
FMGC 1 FAILURE
i
DUAL FMGC FAILURE
11
i
NAV B/UP
PROC
EFTDA1DUALFM001 – A320 – OCT 2018
CLICK TO EDIT
MASTER
TITLE
FMGC
1 FAILURE
PF
STYLE
BACK
PM
DETECTION
GOLDEN RULE #1
GOLDEN RULE #2
i
Fly, Navigate, Communicate.
Use the appropriate level of automation at all times.
 SINGLE mode. The system automatically selects this degraded mode when one FMGC fails:
Computer Reset
i
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MASTER
TITLE
FMGC
1AIRCRAFT
FAILURE
FLY THE
 Loss of AP1 and FD1 (AP, FD of the affected side).
 Engage AP2.
STYLE
NEXT
BACK
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MASTER
TITLE
FMGC
1 FAILURE
NAVIGATE
STYLE
ND1
PREV
BACK
ND1
 Select the same range and mode on both NDs:
OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE
OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE
 The MCDU of the failed side reverts to the MCDU MENU page,
MCDU MENU
SELECT
< FMGC (REQ)
NAV B/UP >
for flight crew awareness.
< CMS
SELECT DESIRED SYSTEM
 At this stage the healthy FM is in force, you can exit MCDU
MENU by selecting any MCDU page.
OPP FMGC IN PROCESS
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MASTER
TITLE
FMGC
1 FAILURE
STYLE
SINGLE MODE
FMGC 1
BACK
FMGC 2
FADEC
MCDU 1
MCDU 2
THRUST
LEVERS
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MASTER
TITLE
UAL FMGC
FAILURE
PF
STYLE
PM
FMGC Auto-Reset
DETECTION
GOLDEN RULE #1
GOLDEN RULE #2
i
Fly, Navigate, Communicate.
Use the appropriate level of automation at all times.
When the ECAM is confirmed:
When the ECAM is confirmed:
ECAM / OEB ACTIONS
Apply the Tasksharing for Abnormal Operations
ECAM PROCEDURE
SYSTEM DISPAY
Computer Reset
STATUS
i
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MASTER
TITLE
UAL FMGC
FAILURE
FLY THE AIRCRAFT
 Loss of AP/FD and A/THR.
 Remove FD flag (FDs…..OFF).
 Use the bird (FPV) (TRK/FPA…. SELECT).
THR LK
Single Chime
(every 5 sec)
 THR LK: Read N1, then move the thrust levers (
) accordingly.
STYLE
NEXT
BACK
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MASTER
TITLE
UAL FMGC
FAILURE
STYLE
NAVIGATE
PREV
 Tune NAVAIDs using the RMP:
 Both NDs display:
MCDU MENU
SELECT
NAV B/UP >
 Both MCDUs revert to the MCDU MENU page:
< CMS
SELECT DESIRED SYSTEM
BACK
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MASTER
TITLE
UAL FMGC
FAILURE
STYLE
COMPUTER RESET
 A recovery may result in the loss of all pilot-entered data (F-PLN, GW, CRZ FL, CI…).
In that case:
•
Deselect standby NAV on RMPs (but ILS and ADF must be tuned manually).
•
Select the initial database.
•
Select DIR TO and define DESTINATION.
•
Enter GW (FUEL PRED page).
•
Enter CRZ FL (PROG page).
•
Enter CI (PERF page).
•
Set Landing Elevation selector to AUTO.
BACK
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ASTER
TITLE
NAV M
B/UP
MODE
STYLE
PF
PM
If the resets of both FMGCs are unsuccessful, use the back-up navigation degraded mode:
NAV B/UP …………..… SELECT on both MCDU MENU pages
 The MCDU continuously memorizes the active F-PLN in its internal memory. Selecting NAV B/UP enables
the recovery of the Flight Plan from this memory. In this case:
 The pilot recovers the navigation function through the MCDU and ADIRS.
 F-PLN display is available on the ND.
 No crosstalk between MCDUs: F-PLN revisions have to be achieved on both MCDUs.
 The MCDU’s NAV B/UP mode provides the following functions:
•
•
•
•
•
B/UP F-PLN with auto-sequencing and limited lateral revision.
B/UP F-PLN for DIR TO.
B/UP PROG page.
B/UP IRS (aircraft position using onside IRS or IRS 3).
B/UP GPS page (option).
FMGC1
MCDU 1
BACK UP
NAV
FMGC2
MCDU 2
BACK UP
NAV
BACK
CLICK TO EDITEGPWS
MASTER TITLE STYLE
MEMORY ITEM
GPWS
BASIC FUNCTIONS
EGPWS
ENHANCED FUNCTIONS
DURING
THE FLIGHT
CAUTION
ALERTS
i
i
PROC
PROC
A320/A330
WARNING
ALERTS
PROC
Air Data
Radio
Altitude
GPWS
Radio altitude alerts
GPS data
Air Data
Radio
Altitude
Baro
Altitude
Terrain
and
Obstacle
database
Geometric altitude alerts
EGPWS
Aircraft
Position
Airport
database
0
5
5
0
1
3
T
E
R
R
A
H
E
A
D
XFTDO3_EGPWS_01 – AUG 2019
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EDITBASIC
MASTER
TITLE STYLE
GPWS
FUNCTIONS
 The GPWS warns the crew of a potential Controlled Flight Into Terrain (CFIT).
 Main functions:
1 - Excessive rate of descent.
i
2 - Excessive terrain closure rate.
i
3 - Altitude loss after TO or GA.
i
4 - Unsafe terrain clearance.
i
5 - Excessive deviation below G/S.
i
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MASTER
TITLE STYLE
GPWS
FUNCTIONS
MODE 1:
BACK
EXCESSIVE RATE OF DESCENT
 Warns that the A/C descent rate, with respect to altitude AGL, is excessive.
 Available in all flight phases.
“Sink rate, sink rate”
Then:
“Pull up”
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MASTER
TITLE STYLE
GPWS
FUNCTIONS
MODE 2:
BACK
EXCESSIVE TERRAIN CLOSURE RATE
 Warns the pilot of rapidly rising terrain or obstacle with respect to the A/C speed, the configuration and the Radio
Altitude rate of change.
“Terrain
Terrain”
“Too low Terrain”
“Obstacle
Ahead”
“Terrain
Ahead”
 Then, after it has been repeated twice…
“Pull up”
“Terrain Ahead”
“Obstacle Ahead”
“PULL UP”
“PULL UP”
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MASTER
TITLE STYLE
GPWS
FUNCTIONS
MODE 3:
ALTITUDE LOSS AFTER TO OR GA
 Warns the pilot of a significant altitude loss after TO or low altitude GA.
“Don’t sink, don’t sink”
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MASTER
TITLE STYLE
GPWS
FUNCTIONS
MODE 4:
UNSAFE TERRAIN CLEARANCE WHEN
NOT IN LANDING CONFIGURATION
 Warns the pilot of insufficient terrain clearance as a function of the Radio Altitude, the Speed and
the Configuration.
“Too low terrain”
“Too low gear”
“Too low flaps”
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MASTER
TITLE STYLE
GPWS
FUNCTIONS
MODE 5:
EXCESSIVE DEVIATION BELOW G/S
 From 1 000 ft, a repeated aural alert warns the pilot whenever the A/C descends below the Glide Slope.
“Glide slope”
 When it enters a hard warning area, the loudness increases.
“Glide slope”
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MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
 GPWS and Enhanced GPWS comparison:
i
 EGPWS gives additional time to react.
 EGPWS display:
i
 EGPWS contains 3 functions:
•
Terrain Awareness and Display (TAD):
- Caution:
i
- Warning:
i
• Terrain Clearance Floor (TCF).
i
• Runway Field Clearance Floor (RFCF).
i
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MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
GPWS and EGPWS comparison
BACK
Air Data
Radio
Altitude
GPWS
Radio altitude alerts
GPS data
Air Data
Radio
Altitude
Baro
Altitude
Terrain
and
Obstacle
database
Geometric altitude alerts
EGPWS
Aircraft
Position
Airport
database
TERR
AHEAD
055
013
The EGPWS integrates:
• The present position (from GPS, FMS1 as backup),
• The track,
• The ground speed,
• The geometric altitude (from pressure altitude, GPS altitude, radio altitude and terrain database),
This function can protect against baro setting errors.
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TO EDIT
MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
EGPWS DISPLAY
 Terrain and Obstacle data are displayed on ND when ARC or ROSE mode is selected and:
• Either TERRAIN ON ND is selected by the crew,
• Or in case of Terrain Awareness and Display (TAD) alert (automatic pop up).
 ND can display only one image at a time: EGPWS or WX RADAR.
 Source may be identified at bottom right of ND:
• WX RADAR tilt angle indication:
i
• TERR ON ND for EGPWS:
i
BACK
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TO EDIT
MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
WX RADAR TILT ANGLE INDICATION
WX RADAR tilt angle indication.
+2.5°
BACK
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TO EDIT
MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
TERR ON ND FOR EGPWS
BACK
TERR
055
013
TERR in place of tilt angle.
 Lowest and highest elevations of colored terrain encountered within the selected
range, ahead of the aircraft:
055
013
 Color display at high altitude:
i
 Color display at low altitude:
i
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TO EDIT
MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
COLOR DISPLAY AT HIGH ALTITUDE
BACK
REFERENCE ALTITUDE
Based on the
distribution of
terrain elevations
within
ND range
Solid green
High density green
056
023
Low density green
Black
Sea level
Cyan
Unknown areas
Magenta
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TO EDIT
MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
COLOR DISPLAY AT LOW ALTITUDE
BACK
High density red
+2 000 ft
High density yellow
+1 000 ft
Low density yellow
REFERENCE ALTITUDE
-250 ft / -500 ft
L/G DN / L/G UP
112
066
High density green
- 1 000 ft
Low density green
- 2 000 ft
Black
Sea level
Cyan
Unknown areas
Magenta
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TO EDIT
MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
CAUTION DISPLAY
BACK
OBST
AHEAD
055
013
055
013
“Terrain ahead”
Time before impact
approx: 60 sec
“Obstacle ahead”
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TO EDIT
M
ASTER
TITLE STYLE
EGPWS
ENHANCED
FUNCTIONS
WARNING DISPLAY
026
014
“Terrain ahead”
“PULL UP”
“Obstacle ahead”
Time before impact
approx: 30 sec
‘PULL UP”
BACK
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TO EDIT
MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
TERRAIN CLEARANCE FLOOR (TCF)
 A terrain clearance floor envelope is stored in the database for some runways.
 The TCF function warns of premature descent below this floor.
 TCF is valid for any phase of flight, in complement of basic GPWS mode 4 C.
“Too low terrain”
“Too low terrain”
3° descent path
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MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
RUNWAY FIELD CLEARANCE FLOOR ALERT (RFCF)
BACK
 Complements the TCF function.
 For runways that are significantly higher than the surrounding terrain.
 In these cases, the radio altitude maybe so high that the EGPWS does not trigger TCF alerts, whereas the
aircraft could be below the runway elevation.
 RFCF protection ensures that the aircraft remains 300 ft above the runway elevation within the last 5.5 nm, even
if there are sufficient margins with the surrounding terrain.
5.5 nm
300 ft
0.5 nm
“Too low terrain”
CLICK TO DEDIT
MTHE
ASTER
TITLE STYLE
URING
FLIGHT
 TERR p/b enables to activate or deactivate the enhanced
functions of the EGPWS.
 In the case of LOW ACCURACY of the aircraft position, the
enhanced modes (TAD and TCF) are automatically deactivated.
The TERR STBY memo appears.
 During descent:
• TERR on ND…..OFF on PF side (priority for WX radar).
• TERR on ND ….. ON on PM side.
 Terrain display must not be used for navigation (only for terrain
awareness).
BACK
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TITLE STYLE
CAUTION
ALERTS
PF
PM
Terrain/obstacle related caution alerts
 During Night or IMC:
SIMULTANEOUSLY:
“PULL UP TOGA”
“Terrain
Terrain”
AP…………………………….………………………OFF
“Too low Terrain”
PITCH………………….……………………....PULL UP
Pull full backstick and maintain in that position
THRUST LEVERS ………………………………TOGA
SPEED BRAKES……………..CHECK RETRACTED
“Terrain
Ahead”
BANK…………………….WINGS LEVEL or ADJUST
A turning manoeuver can be initiated if the flight crew
concludes that turning is the safest action.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS,
GEAR) UNTIL CLEAR OF OBSTACLE.
 During daylight and VMC with terrain and obstacle
clearly insight:
A320/A330
FLIGHT PATH……………………………..….ADJUST
Adjust pitch, bank and thrust to silent the alert.
NOTE: For some airports, the operator may define a specific procedure
“Obstacle
Ahead”
NEXT BACK
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TITLE STYLE
CAUTION
ALERTS
PF
Sink rate
PM
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
“Sink rate”
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
Below 1 000 ft AAL in IMC or below 500 ft in VMC:
GO AROUND……………………………….........CONSIDER
Don’t sink
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
“Don’t sink”
Too low FLAPS, too low GEAR
GO AROUND………………………….........PERFORM
“Too low Flaps”
Glide slope
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
When conditions require a deliberate approach below
G/S:
G/S MODE……………………….………………….........OFF
Below 1 000 ft AAL in IMC or below 500 ft in VMC:
GO AROUND……………………………….........CONSIDER
A320/A330
“Glide Slope”
“Too low Gear”
PREV BACK
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EDIT MASTER
TITLE STYLE
WARNING
ALERTS
CM1
PF
Pull up warning alerts
CM2
PM
“Obstacle Ahead”
“PULL UP”
“PULL UP”
“Terrain Ahead”
“PULL UP”
SIMULTANEOUSLY:
“PULL UP TOGA”
AP…………………………………………………………OFF
PITCH……………………………………………....PULL UP
Pull full back stick and maintain in that position
THRUST LEVERS ……………………………………TOGA
SPEED BRAKES…………………..CHECK RETRACTED
BANK………………………….WINGS LEVEL or ADJUST
A turning manoeuver can be initiated if the flight crew
concludes that turning is the safest action.
DO NOT CHANGE CONFIGURATION(SLATS/FLAPS,
GEAR) UNTIL CLEAR OF OBSTACLE.
 If the "TERRAIN AHEAD PULL UP" or "OBSTACLE AHEAD PULL UP" aural alert triggers, a turning maneuver can be initiated if you conclude
that turning is the safest action.
 The PULL UP maneuver must be performed before the turn towards the safe direction, as climbing increases the terrain clearance.
A320/A330
BACK
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TITLE STYLE
EMERGENCY
DESCENT
MEMORY ITEM
1st STEP: MEMORY ITEMS
PROTECT
DESCENT
INITIATION
PROC
PROC
2st STEP: ECAM or
QRH PROC
REACHING
FL100 / MEA or
MORA
PROC
PROC
DECOMPRESSION
or
PRESSURIZATION LOST
FLOW PATTERN
A320/A330
FLOW
FL100 / MEA or MORA
XFTDA7EMERDES01 – FEB 2019
CLICK TO EDITPM
ASTER TITLE STYLE
ROTECT
PF
PM
“ EMERGENCY DESCENT ”
CREW OXY MASKS …………………..………..…….…… USE
INT/RAD sw ………………………………………………….. INT
INT RECEPTION knob ..….......................……… CHECK ON
INT VOLUME ………………………..…………...……. ADJUST
COMMUNICATION ………………….…...….….... ESTABLISH
INT
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MASTER
TITLE STYLE
ESCENT
INITIATION
PF
PM
Initiate the descent without delay:
EMER DESCENT ….……………………….. INITIATE
SIGNS (ALL)…...…………...………………....….........ON
- ALT……………........……………TURN PULL i
- HDG……...…..…………………..TURN PULL
- SPEED...……..……………………….….PULL
“ THRUST IDLE, OPEN DESCENT,
HEADING, ALT BLUE”
“ CHECKED ”
If A/THR is not active:
THR LEVERS….…………..………………..…..……...IDLE
SPD BRK…………………..…………..……………….FULL
BACK
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MASTER
TITLE STYLE
INITIAL
DESCENT
ALT KNOB SELECTOR … TURN then PULL
Action on the altitude knob-selector is TURN, then PULL.
If you PULL first, then TURN the altitude knob-selector, the aircraft will not descent.
Any delayed descent leads to limited oxygen for passengers,
increasing hypoxia risk.
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MASTER
TITLE STYLE
OR QRH
PROCEDURE
PF
When descent established:
BACK
PM
i
Note: The following actions are not an extensive presentation of the ECAM/ QRH but just highlights on some specific steps.
SPEED ……………..………………….MAX APPROPRIATE
i
ATC ……..………………....………………………..... NOTIFY
Whether displayed or not on ECAM, the flight crew should announce through PA:
“EMERGENCY DESCENT”
 MORA is displayed when:
• CSTR selected,
• ND range is 40 nm or more.
MORA
150
 To save oxygen, set the oxygen diluter selector to N position.
i
CLICKECAM
TO EDIT
MASTER
TITLE STYLE
OR QRH
PROCEDURE
BACK
The flight crew performs the Read & Do procedures (ECAM or QRH) when the aircraft is
established in descent and Memory items are completed.
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TO EDIT
MASTER
TITLE STYLE
OR QRH
PROCEDURE
SPEED…………..MAX APPROPRIATE
BACK
STRUCTURAL DAMAGE ?
Loud bang, high cabin V/S, airflow…
No
MMO / VMO……SET
Yes, or suspected
IAS target
during descent
SPD / MACH pb……PRESS
Reduce speed as appropriate.
If necessary, reduce speed below VLO and extend the landing
gear
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MASTER
TITLE STYLE
OR QRH
PROCEDURE
“EMERGENCY DESCENT”
On some aircraft configuration, the action line EMER DESCENT (PA)….ANNOUNCE
may not be displayed on ECAM.
BACK
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TO EDIT
MASTER
STYLE
REACHING
FL100
/ MEATITLE
OR MORA
PF
PM
When ALT* engages:
SPEED BRAKES.………………………...………...……RETRACT
SPEED.………………………………....……………........MANAGE
Once oxygen masks are removed:
Oxygen stowage mask compartment ……………….… CLOSE
Oxygen control slide ………………………………….. RESET
Below FL 100, you should limit the rate of descent to approximately 1 000 ft/min, except during the approach phase.
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TITLE STYLE
EMERGENCY
DESCENT
PF
BACK
PM
1
1
A320/A330
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TITLE STYLE
EMERGENCY
EVACUATION
EMERGENCY EVACUATION
PROC
XFTDA1EMREVAC01 – OCT 2022
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TITLE STYLE
EMERGENCY
EVACUATION
CAPT
F/O
When the aircraft is stopped:
“ ATTENTION CREW AT STATIONS ”
PA
“ EMERGENCY EVACUATION PROCEDURE ”
EMER EVAC PROC ..........................................PERFORM
The Captain is building his decision.
If evacuation is not required:
“CABIN CREW and PASSAGERS REMAIN SEATED”
PA
If evacuation is required, evacuation initiate
“EVACUATE, EVACUATE”
PA
EMER EVAC COMMAND …..………………………...….ON
ATC .………………………...………………………...ADVISE
Note: when all batteries are off, public announce and cabin communication are available via cockpit handset only.
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MASTER
TITLEV1
STYLE
ENGINE
FAILURE
AFTER
DETECTION
ECAM
ACTIONS
ACCELERATION
CONTINUE ECAM
APPROACH
PREPARATION
PROC
PROC
PROC
PROC
PROC
ARRIVAL BRIEFING
FMS PREP
MCT
At Green Dot
-S
-F
Beta target
Flaps 0
-
°
OP CLB
Flaps 1
EO ACCELERATION ALTITUDE
L/G up
PITCH: 12,5°
A320
V1
A320/A330
ENG 1 FAIL
400 ft mini
A330
XFTDA10ENGFTO01 – OCT 2022
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MASTER TITLE STYLE
DETECTION
PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
ENG 1 FAIL
The first pilot who detects:
“ ENGINE FAILURE ”
FLY:
 Gear Up,
 Consider TOGA,
i
 Pitch adjust 12.5º, then follow FD bars,
 Beta target,
 No READ & DO actions until the aircraft
reaches a minimum of 400 ft AGL.
i
 Consider AP.
NAVIGATE:
LAND ASAP
When applicable, consider EO SID for TAKEOFF RWY.
COMMUNICATE:
ATC
“ PAN PAN ” or “ MAYDAY ” message.
i
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MASTER TITLE STYLE
DETECTION
BACK
 In such situation, stabilizing the flight path is number one priority.
 Performing the READ & DO actions before the aircraft is stabilized on the flight path,
reduces flight crew efficiency due to the PF’s high workload, and may lead to a trajectory
error.
NO ACTIONS BEFORE 400 ft AGL EXCEPT GEAR UP .
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MASTER TITLE STYLE
DETECTION
CONSIDER TOGA
 When T/O with FLEX thrust, you may consider setting TOGA
 T/O thrust (FLEX or TOGA) must be kept until GREEN DOT speed is reached, limited to 10 min,
 TOGA thrust requires more rudder input,
 Setting TOGA when out of SRS mode with slats extended, triggers GO AROUND mode.
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DETECTION
BETA TARGET AND RUDDER TRIM
Center the
Beta target.
Beta target
Once centered:
Appropriate sideslip
for optimum
Then, trim.
Moves at 1 deg/s.
aircraft performance.
Note:
• The rudder trim rotary switch and the RESET pushbutton are not active when the autopilot is engaged.
• Beta target conditions: refer to FCOM DSC-31-40 Indications on PFD / Attitude Data.
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MASTER
ECAM
ACTIONSTITLE STYLE
PF
BACK
PM
“ ECAM ACTIONS ”
ECAM ACTIONS.…………….…………………....PERFORM
ECAM actions can be stopped at any time on PF request for trajectory, configuration, etc...
DAMAGE OR NO DAMAGE?
DAMAGE
NO DAMAGE
• High vibration prior to flame out.
• Loud noise, explosion.
• Repeated and uncontrollable engine stalls.
• Abnormal engine indications on ECAM (such
as N1 or N2 ~ 0).
• Damage visually detected by the crew.
The crew may decide to attempt an engine relight
in flight at this step, but it is recommended to:
• Perform all ECAM actions and
• Consider engine relight when reaching the
No Attempt to Relight
STATUS page.
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MASTER TITLE STYLE
ACCELERATION
PF
PM
Before EO ACC ALT:
“ STOP ECAM ”
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ECAM ACTIONS ………………….………………….....STOP
At EO ACC ALT
A320
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A330
A330
V/S knob (or ALT pb A330) ………PUSH TO LEVEL OFF
“ ALT (or V/S 0) ”
“ CHECKED ”
Clean up the A/C.
When the speed trend arrow reaches GREEN DOT:
ALT knob-selector ……………….……………....……PULL
THR LEVER ..……..………....………..…...……………..MCT
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ACCELERATION
Before EO ACC ALT
 You should delay the acceleration for SECURING the engine.
 An engine is considered SECURED when:
•
ENG MASTER…OFF for an engine failure without damage,
•
AGENT 1…DISCH for an engine failure with damage,
•
Fire extinguished or AGENT 2…DISCH for an engine fire.
CAUTION: DO NOT EXCEED THE MAXIMUM EO ACC ALT.
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ACCELERATION
BEFORE EO ACC ALT
BACK
 Set MCT during a FLEX TAKE OFF:
FLX
CL
MCT
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MASTER
TITLE STYLE
CONTINUE
ECAM
PF
PM
“ CONTINUE ECAM ”
ECAM ACTIONS ……………………………….CONTINUE
Before reading STATUS page, consider:
•
ACCELERATION flow pattern
ENG RELIGHT (IN FLIGHT)
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APPROACH
PREPARATION
PF
BACK
PM
“ YOU HAVE CONTROL? ”
“ I HAVE CONTROL”
FMS ……………...…………….…………………... PREPARE
FMS PREPARATION ……………...………………... CHECK
ARRIVAL BRIEFING ............….…………......… PERFORM
ONE ENGINE OUT LANDING: To make the landing
run easier, it is recommended, in the later stage of the
approach, the PM resets the rudder trim to zero, upon
PF‘s request.
A320
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ENGINE
FAILURE
IN TITLE
CRUISE
Detection and
Initial Actions
STANDARD STRATEGY
PROC
ECAM ACTIONS
STRATEGY?
PROC
PROC
OBSTACLE STRATEGY
PROC
Deceleration to green dot
THR Levers
MCT
FLIGHT
CONTINUATION
OBSTACLE STRATEGY
A/THR
OFF
ATC
M. 78/300KT
STANDARD STRATEGY
EO MAX FL
Engine Failure below
EO MAX FL
PROC
EFTDA1ENGFCRZ01 – OCT 2020
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DETECTION
INITIAL TITLE
ACTIONS
PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
GOLDEN RULE #2
Use the appropriate level of
automation at all times.
FLY:
ALL THRUST LEVERS ……………..……………….….MCT
 Set A/THR to OFF
A/THR ………………………………………………………OFF
in order to freeze MCT.
NAVIGATE:
STRATEGY…………………………………...….DETERMINE
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STRATEGY………………………………….….DETERMINE
COMMUNICATE:
“ PAN PAN ” or “ MAYDAY ” message.
ATC
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DETECTION
INITIAL TITLE
ACTIONS
STRATEGY … DETERMINE
REC MAX is displayed on PROG PAGE:
STANDARD STRATEGY
No obstacle constraint.
OBSTACLE STRATEGY
To ensure the margins over obstacles.
FIXED SPEED STRATEGY
ETOPS constraint
As established before
dispatch, use:
M.80 / 350 KT
Or
M.78 / 320 KT
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TITLE
STANDARD
STRATEGY
PF
PM
As appropriate,
HDG………………………………………...…………SET AND PULL
• To keep clear of the airway
• Towards an alternate
In accordance with the strategy:
SPEED……………………...……SET M0.78 / 300 kt AND PULL
Extracted from ACTIVE/PERF/CRZ page
ALT ………………………………………………….…SET AND PULL
• Standard………………….…EO MAX FL (LRC ceiling)
EO
 On the PROG page,
the REC MAX gives
the EO LRC Ceiling:
STYLE
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TITLE
OBSTACLE
STRATEGY
PF
As appropriate,
HDG……………………………………………...……SET AND PULL
• To keep clear of the airway
• Towards an alternate
In accordance with the strategy:
SPEED…………………SET GREEN DOT SPEED AND PULL
Extracted from ACTIVE/PERF/CRZ page
ALT ……………………………………………………SET AND PULL
• Obstacle ……………..………..DRIFT DOWN TO ceiling
 On the PERF page,
the DRIFT DOWN
Ceiling is displayed
as:
STYLE
PM
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ENGINE
FAILURE
IN TITLE
CRUISE
FLIGHT CONTINUATION
BACK
At LRC ceiling...
EO LRC SPEED
When V/S < 500 ft/min:
V/S – 500 FT/MIN .…………………..….…. SET AND PULL
A/THR …………………..……….………..………..………..ON
When reaching EO LRC ceiling:
SPEED ….…………………………………...……....M ANAGE
T/D
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ENGINE
FAILURE
IN TITLE
CRUISE
ENGINE FAILURE
BELOW EO MAX FL
 If the engine failure occurs below EO MAX FL, keep A/THR ON.
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A320
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ASTER TITLE
LIGHT
ONTROL
LAWSSTYLE
NORMAL LAW
ALTERNATE LAW
DIRECT LAW
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Some failures, or combination of failures impacting flight controls, could lead to a downgraded flight control
law refer to as Alternate Law or Direct Law.
HIGH AOA PROTECTION
VLS
V STALL WARNING
VLS
VαPROT
VαMAX
VαSW
EFTDN1RCFGLAW01 – A320 – OCT 2018
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MASTER
NORMAL
LAW TITLE STYLE
HIGH SPEED
PROTECTION
BACK
BANK ANGLE
PROTECTION
OVERSPEED
WARNING
VLS
VαPROT
αFLOOR
VαMAX
PITCH ATTITUDE
PROTECTION
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MASTER
ALTERNATE
LAWTITLE STYLE
FAILURES
FAILURES
NORMAL LAW
FAILURES
ALTERNATE LAW
WITH REDUCED PROTECTION
HANDLING CHARACTERISTICS:
 PITCH CONTROL:
• Alternate law with reduced protection.
• Alternate law (no protection).
 ROLL CONTROL: Direct law.
 YAW CONTROL: Alternate law (only damping function
available).
REDUCED PROTECTIONS:
 Load factor protection,
 Low speed stability and High speed stability are available,
 Overspeed and stall warnings are still available,
 Bank angle protection is lost,
 Pitch attitude protection is lost,
 Low energy aural alert is lost.
ALTERNATE LAW
(NO PROTECTION)
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MASTER
DIRECT
LAW TITLE STYLE
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FAILURES
FAILURES
FAILURES
NORMAL LAW
CREW ACTIONS
FAILURES
ALTERNATE LAW
WITH REDUCED PROTECTION
HANDLING CHARACTERISTICS:
 PITCH CONTROL: Direct law (no automatic trim available).
 ROLL CONTROL: Direct law.
 YAW CONTROL: Turn coordination reduced
No protection but overspeed and stall warnings are available.
ALTERNATE LAW
(NO PROTECTION)
DIRECT LAW
A320/A330
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MASTER
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FLIGHT
CREW
INCAPACITATION
DEFINITION
DETECTION
REACTION
i
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PROC
XFTDA1INCAPAC01 – OCT 2018
CLICK TO EDITDEFINITION
MASTER TITLE STYLE
“Any condition which affects the health of a crew member during the performance
of duties which renders him incapable of performing the assigned duties.”
 It occurs more frequently than many of the other emergencies, which
are the subject of routine training.
 It occurs in all age groups and during all phases of flight.
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DETECTION
Incapacitation can occur in many form, that range from sudden death to partial
loss of function.
Main symptoms:
• No standard callouts, particularly during critical flight phases,
• High number of clues of “subtle incapacitation” (e.g. no appropriate response
to a verbal communication),
• Incoherent speech,
• Strange behavior,
• Irregular breathing,
• Pale fixed facial expression,
• Jerky motions either delayed or too rapid.
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MASTER
REACTION
- 1/2TITLE STYLE
NEXT
The fit pilot must:

Take over and ensure a safe flight path:
•
Announce “I HAVE CONTROL”,
•
If the incapacitated flight crewmember interferes with aircraft handling, press and keep
pressed the sidestick pushbutton for at least 40 seconds, i
•
Keep or engage AP as required,
•
Perform callout and checklist aloud,
 Declare an Emergency to ATC:
ATC
“ MAYDAY, MAYDAY, MAYDAY ”
 Take any steps possible to contain the incapacitated flight crewmember. These steps may
involve cabin crew.
“ATTENTION, PURSER TO COCKPIT PLEASE”
PA
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MASTER
REACTION
- 1/2TITLE STYLE
SIDESTICK TAKEOVER
“PRIORITY LEFT”
40 Sec
BACK
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MASTER
REACTION
- 2/2TITLE STYLE
PREV
BACK
 Consider:
• Early approach preparation and checklist reading,
• Automatic landing,
• Use of radar vectoring and long approach.
 Land At the Nearest Suitable Airport.
 Arrange medical assistance onboard and after landing (e.g.: request assistance from any
medically qualified passenger).
A320/A330
C
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TITLE
STYLE
LLICK
OW TO
ENERGY
AURAL
ALERT
Low Energy Aural Alert
PROC
“ SPEED SPEED SPEED ”
XFTDN1LOWENER01 – JUL 2021
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MASTER
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LOW
NERGY
AURALTITLE
ALERT
PF
PM
“ SPEED SPEED SPEED ”
(NO ECAM MESSAGE)
THRUST……………………………........INCREASE
PITCH ATTITUDE....................ADJUST, AS RQRD
ALERT AVAILABILITY
The low energy aural alert is available:
o Only in normal law,
o In CONF 2, 3 and FULL,
o 100 ft < RA < 2 000 ft
The low energy aural alert is inhibited:
o TOGA selected or, Alpha Floor or, GPWS alert is triggered or,
o Both RA have been lost.
ALERT TRIGGERING CONDITIONS
The low energy aural alert is triggered:
VLS
• Between VLS and VaPROT.
VαPROT
VαMAX
A320/A330
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TITLE STYLE
REJECTED
TAKEOFF
CAPTAIN DECISION
“STOP”
RTO < 72 kt
Reject takeoff
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V1
Continue takeoff
REJECTED
TAKEOFF
PROC
FLOW
XFTDA6REJECTO01 – JUL 2021
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TITLE STYLE
REJECTED
TAKEOFF
DECISION MANAGEMENT
Many ECAM alerts are inhibited during takeoff phase, to enable the flight crew to focus on their primary tasks.
Therefore, any ECAM Warning or Caution triggered below V1 must be considered as significant. Takeoff should be
rejected.
Note: any non-ECAM event (Tire burst, bird hazard, …):
• Below 100 kt: reject the takeoff,
• Above 100 kt: consider continue takeoff (GO-MINDED).
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REJECTED
TAKEOFF
RTO BELOW 72 kt
In the case of a RTO below 72 kt:
 No ground spoilers deployment,
 No autobrake activation,
Use manual braking,
Use nosewheel steering and differential braking if needed.
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TITLE STYLE
REJECTED
TAKEOFF
CAPT
BACK
F/O
CAPTAIN DECISION
“ STOP! ”
The CAPT is now PF
Simultaneously:
ALL THRUST LEVERS.……........................................IDLE
REVERSE THRUST.…...………....…...…..…….MAX AVAIL
REVERSERS/DECELERATION ……………..….… CHECK
“ REVERSE GREEN ”
“ DECEL ”
ANY AUDIO….……..…….……..………..………….CANCEL
When the aircraft stopped:
REVERSERS ............................................... STOWED
PARKING BRAKE …………………………………….ON
“ ATTENTION! CREW AT STATIONS ”
NOTIFY ATC .………..…..… “ AIRBUS_____, STOPPING ”
EMERGENCY EVACUATION PROC (QRH) ….… LOCATE
PA
If required
ECAM ACTIONS
EVACUATION PROCEDURE
ATC
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TITLE STYLE
REJECTED
TAKEOFF
EMER EVAC PROC
BACK
 The EMER EVAC procedure is accessible through the rapid access icon
permanently displayed in the top right corner of the eQRH.
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TITLE STYLE
REJECTED
TAKEOFF
REJECTED TAKEOFF flow pattern
CAPT
CAPT
BACK
F/O
F/O
“STOP !”
« REVERSE GREEN »
1
« ECAM ACTIONS »
2
4
« DECEL »
3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1
PA: « ATTENTION! CREW AT STATION »
3
3
WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
4
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED
PARKING BRAKE ON
EMERGENCY EVACUATION PROC: LOCATE
2
A320/A330
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MASTER TITLE STYLE
RUNWAY OVERRUN WARNING (ROW)
RUNWAY OVERRUN PROTECTION (ROP)
IF WET : RWY TOO SHORT
RWY TOO SHORT
PROC
PROC
PROC
GO-AROUND MINDED
STOP MINDED
ROW/ROP Transition point
(Start of braking)
XFTDO_ROWROP_01 – OCT 2018
UNWAY
OVERRUN
ARNINGSTYLE
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EDIT
MASTERWTITLE
PF
-IF WET: RWY TOO SHORT GO-AROUND MINDED
PM
GO-AROUND MINDED
400 ft
If the runway is wet or contaminated:
GO AROUND .………………………….............. PERFORM
If the runway is dry:
APPROACH .…………………....……..……….. CONTINUE
 The flight crew must always follow the ROW alerts.
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UNWAY
OVERRUN
ARNINGSTYLE
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EDIT
MASTERWTITLE
-RWY TOO SHORT-
PF
GO-AROUND MINDED
PM
GO-AROUND
“RUNWAY TOO SHORT”
400 ft
200 ft
When “RWY TOO SHORT” message(s) trigger(s)
GO AROUND .……………………………........... PERFORM
 The flight crew must always follow the ROW alerts.
Below 200 ft AGL, in addition to the message displayed on PFD the aural alert “RUNWAY TOO SHORT” triggers.
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RUNWAY
OVERRUN
PROTECTION
PF
STOP MINDED
PM
MAXIMUM MANUAL BRAKING............ APPLY and KEEP
MAXIMUM REVERSE THRUST…….….APPLY and KEEP
MAXIMUM MANUAL BRAKING....................... MAINTAIN
MAXIMUM REVERSE THRUST…….….APPLY and KEEP
MAXIMUM MANUAL BRAKING....................... MAINTAIN
MAXIMUM REVERSE THRUST…………….…. MAINTAIN
 The flight crew must always
follow the ROP alerts.
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A320/A330
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ASTER TITLE STYLE
ECAM warning
Smoke sensed
Procedure
Smoke perception without
ECAM warning
“ ECAM actions ”
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(A320 Only)
QRH SMOKE / FUMES/AVNCS SMOKE procedure Immediate actions
i
QRH SMOKE /
FUMES / AVNCS
SMOKE
procedure
i
If smoke persists
Or
In case of doubt about
the smoke source,
apply:
QRH SMOKE / FUMES /
AVNCS SMOKE
procedure
XFTDA1SMOKE0001 – OCT 2018
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ASTER TITLE STYLE
WITHOUT ECAM WARNING
QRH
Note: This QRH procedure covers many cases of smoke sources
(even all steps of the AVIONICS SMOKE ECAM procedure).
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ASTER TITLE STYLE
WITH ECAM WARNING
•
BACK
On A320 only, the AVIONICS SMOKE ECAM procedure should be applied only when the smoke is confirmed visually or by smell. In that
case, apply first the ECAM actions, before entering the QRH SMOKE/FUMES/AVNCS SMOKE procedure, or refer directly to the QRH. If not,
consider a spurious alert.
•
If any doubt exists about the smoke origin, refer to the QRH SMOKE/FUMES/AVNCS SMOKE procedure.
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
IMMEDIATE ACTIONS
 Be prepared to immediately perform a diversion.
 With or without ECAM activations, these immediate actions correspond
to the most common steps to be taken in smoke cases.
 Protect the crew,
 Avoid any further contamination,
 Establish communication with cabin crew.
QRH
ECAM warning
SMOKE
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ASTER TITLE STYLE
SMOKE/FUMES QRH PROCEDURE
BACK
 LAND ASAP.
Protect Crew,
Avoid cockpit and cabin contamination,
Establish communication with cabin crew.
Short term decisions.
 If SMOKE/FUMES becomes the GREATEST THREAT,
 If situation becomes UNMANAGEABLE.
At any time of the procedure:
Removal of SMOKE/FUMES,
i
ELEC EMER CONFIG.
i
Investigate the source of smoke.
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TO EDITOF
MASTER
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REMOVAL
SMOKETITLE
/FUMES
PF
PM
Smoke is dense, and becomes the greatest threat:
ORDER: “ REMOVAL OF SMOKE / FUMES PROCEDURE ”
SMOKE/FUMES/AVNCS SMOKE.………....APPLY
Procedure Layout
Smoke Removal above FL100 or MEAMORA. Descente initiated.
At this stage, during descent, you
can come back to the
SMOKE/FUMES/AVNCS SMOKE
procedure.
Smoke Removal without
window opening.
Resume Smoke Removal at or below
FL100 or MEA.
If cockpit window opening
required…
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MASTER
STYLE
TOTO
SET
ELEC
EMER TITLE
CONFIG
PF
PM
Dense smoke still continues, being the greatest threat, or
When all the specific actions have been unsuccessful:
Refer to the end of the SMOKE/FUMES/AVNCS
SMOKE procedure to set ELEC EMER CONFIG
 Apply:
 Purpose: To shed as much electrical equipment as possible and thus
try to isolate smoke source(s).
 Objective: Remain in ELEC EMER CONFIG to fly and restore
normal electrical generation before landing to ensure normal landing.
Note: On A330 only, when necessary, the REMOVAL of SMOKE/FUMES procedure must be applied before the electrical emergency
configuration is set, since manual control of cabin pressure cannot be selected in electrical emergency configuration.
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A320/A330
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TITLE STYLE
TALLM
RASTER
ECOVERY
MEMORY ITEM
DETECTION
RECOVERY
i
PROC
1 Reduce AOA
2
Increase Energy
XFTDA4STALLRC01 – OCT 2018
CLICK TOSEDIT
TITLE STYLE
TALLM
DASTER
ETECTION
DETECTION
OF
BUFFET
“ STALL, STALL ”
+ CRICKET
REQUIRE A STANDARD
CALLOUT AND AN
IMMEDIATE ACTION
BACK
CLICK TOSEDIT
TITLE STYLE
TALLM
RASTER
ECOVERY
PF
BACK
PM
“ STALL, I HAVE CONTROL ”
Reduction of AOA
NOSE DOWN PITCH CONTROL………....………....APPLY
Note : In the case of lack of pitch down authority, due to under wing mounted engines, reducing thrust may be necessary
BANK.……………………….…………………WINGS LEVEL
When STALL indications have stopped
Increase energy
THRUST……...........INCREASE SMOOTHLY AS NEEDED
SPEEDBRAKES...……….………......CHECK RETRACTED
FLIGHT PATH……...………..….….RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft:
“ FLAPS 1 ”
FLAPS 1 ……………………………....……........... SELECT
i
CLICK TOSEDIT
TITLE STYLE
TALLM
RASTER
ECOVERY
FLAPS 1
BACK
Select FLAPS 1 in order to increase the margin to the AOAstall.
CLEAN CONF
FLAPS 1
FLAPS 1
VSW, CLEAN
VSW, FLAPS_1
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MASTER TITLE STYLE
MEMORY ITEM
Intruders classification
i
TCAS panel
i
Traffic Advisory
(TA)
Resolution Advisory
(RA)
i
i
A320/A330
“ TRAFFIC
“ DESCEND
TRAFFIC ”
DESCEND ”
Clear of conflict
i
“ CLEAR OF CONFLICT ”
XFTDO2_TCAS__01 – OCT 2021
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MASTER TITLE STYLE
INTRUDER CLASSIFICATION
BACK
The intruders are classified in four levels and displayed accordingly on ND:
Surrounding
traffic
TCAS only
TCAS + ADS-B
- 05 
Other
intruders
Proximate
intruders
Traffic
Advisory (TA)
Resolution
Advisory (RA)
- 15 
- 10 
- 09 
- 05 
- 15 
- 10 
- 09 
- 05 
PROVIDES INFORMATION ABOUT THE TWO MOST
DANGEROUS TA / RA INTRUDERS WITHOUT BEARING
CLICK TO EDIT TCAS
MASTER TITLE STYLE
TCAS PANEL
 The flight crew should select:
 ABV in climb,
 ALL in cruise,
 BLW in descent or if the cruise altitude ≥ FL390,
 THRT in heavy traffic terminal area,
 TA in case of:
•
Engine failure,
•
Flight with L/G down,
•
Operation at specific airport.
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ASTER TITLE
TRAFFIC
ADVISORY
(TA) STYLE
PF
PM
“ TRAFFIC, TRAFFIC ”
TCAS mode……….….CHECK ARMED
“ TCAS BLUE ”
“ CHECKED ”
If A/THR available:
AUTOTHRUST……..………...….ON
If AP/FD TCAS not avail:
i
Do not maneuver based on a TA alone.
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ASTER TITLE
TRAFFIC
ADVISORY
(TA) STYLE
AF/FD TCAS NOT AVAIL
 If the AP/FD TCAS mode does not immediately arm, the AP/FD TCAS mode is failed.
 In that case, the PF announces:
“TCAS, I HAVE CONTROL”
and the flight crew must be prepared to manually follow the RA orders, in the case of a subsequent RA.
 Refer to "TCAS Procedure without AP/FD TCAS“
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TITLE
ESOLUTION
ADVISORY
(RA)STYLE
PF
BACK
PM
“ CLIMB, CLIMB ”
“ TCAS”
“ CHECKED ”
If AP is OFF:
FD orders...................FOLLOW
AP can be engaged.
ATC
V/S.............................MONITOR i
Fly the green area
“ AIRBUS xxx TCAS RA”
V/S.............................MONITOR
If any ”CLIMB” aural alert sounds during final approach
TCAS MODE ORDERs ....... MONITOR/FOLLOW
GO AROUND …………………………. CONSIDER
If AP/FD TCAS not avail:
ATC
i
Respect STALL, GPWS or WINDSHEAR WARNINGS
“ AIRBUS xxx TCAS RA”
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TITLE
ESOLUTION
ADVISORY
(RA)STYLE
Monitor V/S
BACK
ESOLUTION
ADVISORY
(RA)STYLE
CLICKRTO
EDIT MASTER
TITLE
AP/FD TCAS NOT AVAILABLE
PF
BACK
PM
“ CLIMB, CLIMB ”
AP......................................OFF
“ SET FDs OFF”
FDs......................................OFF i
Promptly and smoothly
V/S........ ADJUST or MAINTAIN
Fly the green area.
ATC
“ AIRBUS xxx TCAS RA”
V/S............................MONITOR
If any ”CLIMB” aural alert sounds during final approach
GO AROUND …………………………. PERFORM
ATC
“ AIRBUS xxx GOING AROUND DUE TO TCAS RA”
Respect STALL, GPWS or WINDSHEAR WARNINGS
WHY « FDs.…OFF »?
TCAS RA: “DESCEND! DESCEND!”
THR CLB | OP CLB
NEXT
WHY « FDs.…OFF »?
NEXT
The flight crew forgets to switch off both FDs…
THR CLB | OP CLB
WHY « FDs.…OFF »?
BACK
When the speed reaches speed limit,
the HIGH SPEED PROTECTION activates…
THR
SPEED
CLB |
CLICK TOCEDIT
ASTER
TITLE STYLE
LEARM
OF
CONFLICT
PF
BACK
PM
“ CLEAR OF CONFLICT ”
ATC
“ AIRBUS xxx CLEAR OF CONFLICT,
RETURNING TO … ”
TCAS RA performed using AP/FD TCAS
AP/FD………..………………... MONITOR/FOLLOW
LAT & VERT GUIDANCE ………………... ADJUST
SPEED ………………………………..……. ADJUST
TCAS RA performed manually
“ FDs ON ”
FDs ……………………………..….…... REENGAGE
LAT & VERT GUIDANCE ………………... ADJUST
AP………….……..………………............. AS RQRD
A320
C
TO EDITAM
STYLE
ULICK
NRELIABLE
IRASTER
SPEEDTITLE
SITUATION
MEMORY ITEM
“UNRELIABLE SPEED”
At any time, if the flight crew detects unreliable air data indication:
If safe conduct of the flight is impacted:
The crew must apply the memory items.
AP……………………………………..…………………………………OFF
A/THR……………………………………………..…………………….OFF
FD……………………………………….............................................OFF
PITCH/THRUST:
Below THRUST RED ALT……………………………......15°/TOGA
i Above THRUST RED ALT and below FL100……………10°/CLB
Above THRUST RED ALT and above FL100……………..5°/CLB
FLAPS:
if CONF 0(1)(2)(3)………………....…MAINTAIN CURRENT CONF
if CONF FULL……………….....SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES………………………………….CHECK RETRACTED
L/G………………………………………………………………………..UP
When at or above MSA or Circuit Altitude :
Level Off for troubleshooting
If safe conduct of the flight is not impacted
or after Memory Items:
UNRELIABLE SPEED PROC
TO LEVEL OFF
FLIGHT PATH
STABILIZED
i
i
AFFECTED ADR
IDENTIFICATION
PROC
ECAM ACTIONS
Apply UNRELIABLE SPEED INDICATION procedure.
XFTDA6UNRASPD01 – A320 – OCT 2022
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TO EDITAIR
MASTER
TITLE
STYLE
NRELIABLE
SPEED
SITUATION
PITCH/THRUST
Apply the QRH procedure without delay because flying
with the memory pitch/thrust values for an extended period
of time can lead to exceed the aircraft speed limits.
FL100
5° / CLB
Adjust PITCH and THRUST while climbing
10° / CLB
THRUST RED ALT
15° / TOGA
Adjust PITCH and THRUST while climbing
BACK
CLICK TO EDIT
ASTER
TO M
LEVEL
OFFTITLE STYLE
PF
BACK
PM
AP …..…………………………………………………….. OFF
“SET FDs OFF”
FDs ………………………………………………...…….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
PITCH/THRUST ………. DETERMINE FROM QRH TABLE
PITCH/THRUST ………...……………………………..APPLY
LEVEL OFF ………………………………………. PERFORM
i
Below FL250, use reversible BUSS (if installed)
If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING
CLICK TO EDIT
ASTER
TO M
LEVEL
OFFTITLE STYLE
LEVEL OFF ….. PERFORM
If the altitude indication is unreliable, refer to the GPS altitude
BACK
CLICK TO
EDITPATH
MASTER
TITLE STYLE
FLIGHT
STABILIZED
PF
BACK
PM
AP …..…………………………………………………….. OFF
“SET FDs OFF”
FDs ……………………………………………...……….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
FLIGHT PATH ………………….……… KEEP STABILIZED
Below FL250, use reversible BUSS (if installed)
If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING
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TO EDITADR
MASTER
TITLE STYLE
AFFECTED
IDENTIFICATION
 In order to identify and isolate the faulty ADR(s), the flight crew must crosscheck speed and
altitude indications on CAPT PFD, F/O PFD and STBY instruments.
 To help the identification of the affected ADR(s), the flight crew can use the Pitch and Thrust tables
of the QRH procedure and the reversible BUSS (if installed).
 If affected ADR(s) cannot be identified or all ADRs are affected:
•
WHEN ABOVE FL250: Most of the time, temporary phenomenon. Continue flying pitch and
thrust targets with the CLIMB, CRUISE, and DESCENT tables until the phenomenon
disappears, or until below FL250.
•
WHEN BELOW FL250: Generally, permanent situation. Speed and altitude indications are
replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale. i
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TO EDITADR
MASTER
TITLE STYLE
AFFECTED
IDENTIFICATION
BUSS DISPLAY
 Before extending the slats/flaps, reduce speed to the bottom part of the green area.
 APPR Speed…..….Fly the fixed green target.
If the BUSS does not react to longitudinal stick inputs when flying the green area of the speed scale, disregard the
BUSS and use pitch / thrust tables.
BACK
A320/A330
CLICK TO EDIT
MASTER TITLE STYLE
WINDSHEAR
Symptoms
TAKEOFF
MEMORY ITEM
i
APPROACH/ LANDING
MEMORY ITEM
PREDICTIVE
WINDSHEAR
REACTIVE
WINDSHEAR
PREDICTIVE
WINDSHEAR
REACTIVE
WINDSHEAR
PROC
PROC
PROC
PROC
i
i
XFTDN3WINDSHR01 – JUL 2021
CLICK TO EDIT
MASTER TITLE STYLE
WINDSHEAR
SYMPTOMS
 PFD:
 ND:
• Speed Trend, unusual A/THR activity,
• Ground Speed,
• Speed margin to VLS,
• Wind Direction / Velocity.
• FPV,
• V/S excursions,
• Heading variations,
• Pitch attitude,
• Glide slope deviation.
ILS 33R
BACK
CREDICTIVE
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MASTER TITLE
STYLE
P
WINDSHEAR
AT TAKEOFF
PF
PM
“ MONITOR RADAR DISPLAY ”
or
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
Before takeoff roll:
TAKEOFF……........…………...………........…….…..DELAY
MOST FAVORABLE RWY…………………..………SELECT
TOGA THRUST for T.O…………………………….SELECT
During the takeoff roll:
TAKEOFF……........…………...……….....…….…..REJECT
If “ MONITOR RADAR DISPLAY ” is displayed during takeoff roll, it is the decision of the Captain to:
- Continue with the takeoff, or
- Reject the takeoff
When airborne:
THR LEVERS..…………...………....…….……………TOGA
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..………………………..FOLLOW
BACK
CREDICTIVE
LICK TO EDIT
MASTER TITLE
STYLE
P
WINDSHEAR
AT TAKEOFF
WINDSHEAR ALERT ZONES
Alerts available from ground up to 1200ft:
ADVISORY ALERT AREA
i
CAUTION ALERT AREA
i
WARNING ALERT AREA
i
BACK
CREDICTIVE
LICK TO EDIT
MASTER TITLE
STYLE
P
WINDSHEAR
AT TAKEOFF
ADVISORY ALERTS
 No message on the PFD,
 No aural alert,
 Only the windshear icon is displayed on the ND.
PWS SCAN
BACK
P
WINDSHEAR
AT TAKEOFF
CREDICTIVE
LICK TO EDIT
MASTER TITLE
STYLE
CAUTION ALERTS
BACK
“ MONITOR RADAR DISPLAY ”
ILS 33R
PWS SCAN
CREDICTIVE
LICK TO EDIT
MASTER TITLE
STYLE
P
WINDSHEAR
AT TAKEOFF
WARNING ALERTS
“ WINDSHEAR AHEAD,
WINDSHEAR AHEAD ”
BACK
LICK TO EDIT
MASTER IN
TITLE
STYLE
PC
REDICTIVE
WINDSHEAR
APPROACH
For ADVISORY and CAUTION alerts refer to predictive windshear at takeoff.
WARNING ALERTS
“ GO AROUND,
WINDSHEAR AHEAD ”
ILS 33R
BACK
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TO EDIT
MASTER AT
TITLE
STYLE
EACTIVE
WINDSHEAR
TAKEOFF
PF
PM
A red flag “ WINDSHEAR” is displayed on each PFD associated with
an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
Below V1 with significant airspeed variations:
“ STOP”
TAKEOFF……........…………...……….....…….…..REJECT
After V1:
“ WINDSHEAR TOGA”
THR LEVERS..…………...………....…….……………TOGA
REACHING VR……………………………………….ROTATE
SRS ORDERS……………..………………………..FOLLOW
 DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT
OF WINDSHEAR.
 CLOSELY MONITOR FLIGHT PATH AND SPEED.
 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
BACK
P
WINDSHEAR
WHEN
AIRBORNE
CREDICTIVE
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MASTER
TITLE
STYLE,
PF
INITIAL CLIMB
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..………….……………..FOLLOW
PM
BACK
CP
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TO EDIT
MASTERINTITLE
STYLE
REDICTIVE
WINDSHEAR
APPROACH
PF
PM
“MONITOR RADAR DISPLAY” or windshear suspected
APPROACH…………………………..…………….…..DELAY
DIVERSION………………………………………..CONSIDER
However, if the flight crew decide to perform the approach
CONF 3 LDG…………...…….............................CONSIDER
VAPP increase (max 15 KTS)……….......….....CONSIDER
The flight crew may increase VAPP displayed on MCDU PERF page.
The use of managed speed is recommended to take advantage of ground speed mini function.
“GO AROUND WINDSHEAR AHEAD”
GO AROUND…………...…….....................…….PERFORM
AP (if engaged)…………………………………….KEEP ON
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TO EDIT
MASTERIN TITLE
STYLE
REACTIVE
WINDSHEAR
APPROACH
PF
PM
A red flag “ WINDSHEAR ” is displayed on each PFD associated with
an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..…………….…………..FOLLOW
 DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT
OF WINDSHEAR.
 CLOSELY MONITOR FLIGHT PATH AND SPEED.
 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
BACK