A320 NORMAL PROCEDURES

Last Updated: 23rd NOV 2020

SAFETY EXTERIOR INSPECTION DESCENT PREPARATION

PRELIMINARY COCKPIT PREPARATION APPROACH BRIEFING

SAFA CHECKLIST DESCENT

WALKAROUND APPROACH

BEFORE BOARDING CLEARANCE TYPE OF APPROACHES

COCKPIT PREPARATION STANDARD ILS APPROACH

TAKEOFF BRIEFING AUTOLAND WARNING

EMERGENCY BRIEFING GO AROUND

BEFORE START CLEARANCE RNAV (GNSS) APPROACH – FINAL APP

AT START CLEARANCE RNAV (GNSS) APPROACH – FPA

ENGINE START - MANUAL RNAV (GNSS) – FINAL APP OR FPA

ENGINE START – AUTOMATIC RNP APCH / RNAV (GNSS)

AFTER START VOR APPROACH – TRK / FPA

TAXI CIRCLING APPROACH

BEFORE TAKEOFF VISUAL APPROACH

TAKEOFF LANDING

AFTER TAKEOFF AFTER LANDING

CLIMB PARKING

TOP OF CLIMB SECURING THE AIRCRAFT

CRUISE POST FLIGHT EXTERIOR INSPECTION

DISCLAIMER

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SAFETY EXTERIOR INSPECTION
• Wheel Chocks
• Landing Gear Doors
• APU Area

PRELIMINARY COCKPIT PREPARATION by CM2 – OVERVIEW

Clearance Check from TECH LOG

Power UP Use External Power / APU

Light UP Set Cockpit Lighting

Temperature Control Ground Cart / APU / Cargo Heat

Aircraft Status Check on ECAM and TECH LOG

Safety Checks Before Walkaround

PRELIMINARY COCKPIT PREPARATION – EXPANDED

CLEARANCE
• Tech Log – Check Aircraft Released to Service

POWER UP
1 Radar – OFF
WEATHER RADAR
This is the only step Windshear / PWS– OFF
that is to be done in Gain knob – AUTO/CAL
the transit checks.
Mode Selector – As Required
Masters Switch 1 and 2 – OFF
ENGINE
Mode Selector – NORM
LANDING GEAR Lever – Down
WIPERS Both Selectors – OFF
• AVAIL Light ON – EXT PWR ON

• AVAIL Light OFF:

➢ A/C Not Electrically Supplied for > 6 hours

o Batt Voltage Check 2

ELECTRICS
▪ Above 25.5 V – Batt 1,2 AUTO

▪ At or Below 25.5 V – Charge for 20 mins and check again 3

➢ A/C Electrically Supplied within < 6 hours

o Batt 1,2 AUTO 4

1. Procedures throughout this document refer to Collins WXR-1200. For Honeywell RDR-4000 (installed in some aircraft
like AP-BMX), please refer to the A320 Line Training Document.
2. Check batteries voltage with Batt Pb OFF.
3. Charge batteries with Batt Pb on AUTO. Check charging on ELEC page (i.e. battery contactor closed)
4. Batt voltage >25.5 ensures a charge above 50%. If APU is to be started on batteries then start within 30 mins of
putting Batt Pb on AUTO (delay of more than 35 mins can lead to battery charge of <25% of max capacity).
2
 APU
• APU Fire Test and Start:
- Use ground support if possible and delay APU start
- After master switch, wait at least 3s before selecting APU START pb.

LIGHT UP
• Cockpit Lights – As Required

TEMPERATURE CONTROL
• Air Conditioning:
- Do not use APU bleed with LP or HP ground air unit connected
- Verify through BLEED page if there is pressure in the bleed air system
- If 1 pack is sufficient then switch off the other one, swap packs on each flight to avoid wear of one pack
• Cargo Heat

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 AIRCRAFT STATUS ON ECAM & TECH LOG 1

RCL Press RCL for 3s to review cleared or cancelled warnings.

DOOR IF OXY Pressure is half boxed in Amber – Check MIN FLT CREW OXY CHART (FCOM Limitations)

HYD Check Reservoir Fluid Level

ENG Check Oil Quantity >9.5qt + Estimated Consumption (average consumption is 0.5 qt/h)

1. Check the HOOR on ECAM: Hydraulic, Oxygen, Oil, Recall. Check Tech Log by cross checking it with ECAM recall
status, review CF items (CDL if applicable) & associated MEL / dispatch procedures, previous snags and their
rectification, periodic checks validity and then sign to accept it.

BEFORE WALKAROUND

SPEEDBRAKES Lever – Check Retracted and Disarmed

F/CTL
FLAPS Position – Check ECAM to confirm that it agrees with handle position

ACCU Pressure – Check in Green (Use Yellow electric pump1 to recharge if req.)
S PARKING BRAKE Handle – On (With 1 brake > 500oC, avoid parking brakes unless necessary)
E
A Brake Pressure Indicator – Check Normal
T
E Yellow Pump – Off
D Chocks – On
ALT BRAKES 2 Parking Brakes – Off
Brake Pedals – Press to Check Pressure on Brake Pressure Indicator 3

Brake Pedals Release – Parking Brakes ON 4

ATIS Both CM1 and CM2 will obtain Airfield Data.

OEB Check in QRH OEB section (particularly applicable Red OEBs)

‐ Life Jackets Imagine yourself wearing a "Life

S ‐ Smoke Hoods Jacket" and a "Smoke Hood". Then
T - Gloves putting on your "Gloves" with "Axe" in
A EMER EQUIPMENT ‐ Axe one hand and "Fire Extinguisher" in the
N ‐ Portable Fire Extinguisher other. You then use the "Rope" to exit
D - Oxygen Masks (goggles attached) the cockpit to breath some fresh
I ‐ Escape Ropes "Oxygen".
N
G CB Rear and Overhead Circuit Breaker Panels

GEAR PINS / COVERS Onboard and Stowed

1. Yellow electric pump pressurizes Yellow &

Green systems. Ground clearance required
prior to using it.

2. Check before first flight of the day.

3. Pressure must build up without delay

symmetrically on left & right sides for the same
application simultaneously applied on left &
right pedals. With full pedal deflection, the
pressure must be between 2000 and 2700 PSI.

4. Parking brake must be on for exterior

inspection to check brake wear indicators.

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SAFA (Safety Assessment of Foreign Aircraft) CHECKLIST

WALKAROUND – CM2

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BEFORE BOARDING CLEARANCE
CM1 CM2
Man Check Hard Copies

Aircraft Document File

A Altitude Flight altitude, time & related weather.
• Airline Operating Certificate
• German / KSA GACA Cert. (if req)
B Baggage Baggage & seating related CG issues. • C of A
• C of R
C Communication Intercom, discrete code & cockpit door. • Weight Schedule
• Fuel Carnet
• Wireless License
D Documents Valid crew (cabin/cockpit) documents.
• Emergency Equipment Location Chart
• Insurance Certificate
E Emergencies Evacuation, emergency descent etc. • Residual Disinfection Certificate

Aircraft Manuals
Machine
• QRH (Rest in iPad)
• Technical Status and Dispatch Procedures • Technical Logbook

Other
Environment
• Misc. Blank Forms File
• Weather conditions • Latest revision record (within 20 days)
• Cabin Status (temperature, catering etc.) • Flight Pack List

COCKPIT PREPARATION

• A fast IRS alignment must be performed if a complete IRS alignment is not necessary and the difference between
the IRS position and the FMGC position is at or above 5 NM.

• Pack Flow: LO if the number of occupants is below 141 and HI for abnormally hot and humid conditions.

• BAT buttons OFF then ON to initiate a charging cycle. After 10 secs charging current should be < 60 A &
decreasing. If not, then after the end of the charging cycle perform this check again.

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• Third ACP PA knob on RECEPT allows CVR recording of cabin announcements. Set volume > medium range.

• Use of the ISIS bugs function is not recommended.

• If clock date is incorrect set it manually and keep the mode to internal (INT) for the whole flight. Clock date
initialization must be completed in less than a minute otherwise, CFDS will have to be reset by a maintenance
procedure in order to synchronize the lower ECAM time display with the cockpit clock display. For time precision
keep the clock in GPS or INT by syncing it with GPS at least once per day.

• Insert the weights in FMGC after completing all other insertions to avoid cycles of prediction computations.

• Thrust Reduction Altitude – 1000 feet AAL. Acceleration Altitude – 3000 feet AAL.

• Cost Index – 21 according to bulletin issued on 27th June 2019. Keep a track of latest circulars.

• Check the accuracy of tropopause value to ensure accuracy of FMS predictions.

• Do not engage autothrust on ground, as it may generate the AUTO FLT A/THR OFF warning at engine start.

• Note altimeter readings (QNH) on the CFP. Maximum altitude difference between:

o PFD and PFD = +20 feet.

o PFD and Elevation = +75 feet (RVSM tolerance).
o PFD and ISIS = + 100 feet.

• After testing the oxygen masks, check that there is no REGUL LO PR message on DOOR/OXY page. Due to
residual pressure between the LP valve and oxygen masks, an LP valve failed in the closed position may go
undetected during oxygen masks test. Absence of REGUL LO PR message ensures that LP valve is open.

• Check that CAB PRESS page displays LDG ELEV AUTO.

• Check on STS page if INOP SYS display is compatible with MEL.

• Check IRS alignment on POSITION MONITOR page. Distance between each IRS and the FMS position should be
lower than 5 NM. Confirm on ND aircraft position with that of airport, SID and surrounding NAVAIDs.

• Calculate Takeoff Performance. CM2 will compute preliminary TO performance data, note it on the CFP and hand
it over to CM1 who will cross check it with his own RTOW charts. Max QNH ALT from RTOW charts will be inserted
as the ENG OUT ACC.

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TAKEOFF BRIEFING – PF
• Weather
AIRFIELD • Terminal Area NOTAMS
• Frequencies to be used
• Technical Status
• FMS DATA Page 1
o Type and Model
AIRCRAFT • FMS INIT- B Page 2
O Block Fuel (FOB on EWD)
O Estimated TOW
O Extra Time / Fuel at Destination
• ATC Procedures (push and start procedures)
STARTUP
• A/C Procedures (engine start etc.)
TAXI • Routing to the anticipated runway
• Dimensions (Length, Width, Stopway)
RUNWAY INFO • Surface Condition
• Lighting
• FMS PERF TAKEOFF Page 3
o TO RWY
o TO CONF
TAKEOFF o Flex / TOGA (Packs / Anti-ice – ON / OFF)
o V1, VR, V2
o Transition Altitude
o Thrust Reduction / ACC Altitude
• Normal SID – Routing and Constraints
• Engine Out SID – Routing and Constraint
DEPARTURE
• Navigation Frequencies to be used (RAD NAV)
• MSA
• NADP
• Weather
SPECIAL PROCEDURES
• Terrain
• Failure of Communication
1 2 3

Finish the briefing by reviewing the following

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EMERGENCY BRIEFING – CM1
• This will be left/right hand seat takeoff.
Failure Before 100 Knots or V1

• For any failure before 100 knots or V1, clearly CALL OUT THE MALFUNCTION and I will call STOP or GO.

• If the call is STOP, I will apply the REJECTED TAKEOFF PROCEDURE and bring the aeroplane to a complete
stop.

• I will set the PARKING BRAKE and call “ATTENTION CREW AT STATION”.

• You will monitor REV GREEN and DECEL and silence any AURAL WARNING and inform ATC.

• Thereafter you will carry out ECAM actions on my command.

• IF EVACUATION is required, we will carry out the “Emergency Evacuation Checklist”.

Failure After V1

• For any failure after V1, takeoff will be continued and NO ACTION BEFORE 400 feet AGL EXCEPT silencing of
any AURAL WARNING and GEAR UP.

• Reaching 400 feet AGL, ECAM actions on my command.

• For engine failure / damage / fire, when ENGINE IS SECURED: Stop ECAM, level off, accelerate and cleanup.

• If ENGINE IS NOT SECURED: Continue climbing until engine is secured, but not above EO maximum
acceleration altitude.

• At GREEN DOT OPEN CLB, select MCT.

• Resume ECAM, complete AFTER T/O C/L and check the STATUS.

• FLY (a) EO Routing (b) SID (c) Radar Vectors (c) Immediate Turn Back.

REJECTED TAKEOFF:
Before 100 knots (Less serious. Abort is at Captain’s discretion depending on the circumstances)
Any ECAM Warning / Caution.
Between 100 knots & V1 (More Serious. Be go minded except for a few situations, as mentioned below)
Left Hand Items Side Stick Fault
Right Hand Items Thrust Lever Fault
Failures with ECAM Fire
Engine Items Failure
Reverser Unlocked or Fault.
Sudden loss of thrust.
Any major failure.

Failures without ECAM If aeroplane is unsafe to fly due any reason.

Tire failure within 20 knots of V1: Unless debris from the tire causes noticeable
engine parameter fluctuation, it is better to takeoff, reduce fuel load and land with
full runway length available.
Weather Windshear.
Note: Exceeding EGT red line or nose gear vibration should not result in an abort above 100 knots *

* FCTM > Abnormal and Emergency Procedures > MISC > Rejected Takeoff.
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BEFORE START CLEARANCE

CM1 CM2

Seat Position Adjust

Fuel 1 FOB – Check against FPL and ECAM

Load Sheet 2 Cross Check Check

FMS Takeoff Data Cross Check & Insert Calculate 3

MCDU PERF TO – PF and F-PLN – PM

External Power 4 AVAIL / Disconnect

Checklist 5

1. Check computerized fuel figures for gross errors (Ref: Flight Plan Tables in FCOM performance). Also check that
“Last Flight FOB + Uplift = Current FOB”. Discrepancy allowed is 400 Kg for refueling up to 6 tons, 500 Kg between 6
and 12 tons and 600 Kg for more than 12 tons. Discrepancies above these figures require maintenance action.

2. Actual ZFW > Estimated ZFW by 2000 Kgs requires a new flight plan (OETB: FLT OPS/TECH/14/ Fri Apr 21 2017).
No change in CG is required if passenger or weight changes (loading/off-loading) are restricted to (a) 1 passenger with
baggage in Zone A or D OR (b) 2 passengers with baggage in zone B or C OR (c) 50Kg in forward or rear hold OR (d)
100 Kg in aft hold (Ref: Weight Report). CM2 will announce ZFW and ZFWCG, which will be inserted in FMS by CM1.
CM2 will also announce TOCG and TO FUEL. CM1 will announce TOW from FMS and CM2 will confirm from Load
Sheet. CM1 will cross check, record time and sign when all formalities are completed.

3. Trim Position for THS, V1, VR, V2 and FLEX temperature.

4. Disconnect all externals (AC VAN, GPU etc.) and confirm push back tug is connected.

5. Standard Call for Checklist. CM1: “Before Start Checklist”. CM2: “Down to the Line” (once done).

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AT START CLEARANCE

CM1 CM2
Push / Start Clearance From Ground Crew 1 From ATC

ATC Transponder Set as Required

Check Closed
Windows / Doors 2 Check Closed
PA Announcement 3

Slides 2 Check Armed

Beacon ON

Thrust Levers Idle

ACCU Press. Indicator Check

NWS STRG DISC MEMO – Displayed 4

Before Start Checklist – Below the Line

Parking Brake – OFF 5 Note – Time

Pushback Required Announce – OFF Blocks Time Clock – Start

Pushback Competed – Parking Brake ON

Brake Pressure – Check

Tow Bar – Disconnect

Parking Brake – ON

Pushback Not Required Brake Pressure – Check

Before Start Checklist – Below the Line

Checklist 6

1. Confirm if they are ready and communicate to them start sequence and ATC push back clearance.

2. Confirm on DOOR page.

3. “Cabin crew prepare for departure, arm the door slides and cross check”

4. If this message is not displayed but ground crew confirms that NWS bypass pin is in towing position, then do not start
engine during pushback (to avoid possible nose landing gear damage upon green hydraulic pressurization). Ref to MEL
(NWS Electrical Deactivation Box) for dispatch. In case of a power push, NWS selector should remain in normal position
for steering (Ref: PRO-NOR-SUP-MISC-D Pushback with Power Push Unit).

5. When asked by ground crew.

6. Standard Call for Checklist. CM1: “Below the Line”. CM2: “Before Start Checklist Complete” (once done).

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 STARTUP COCKTAIL
MANUAL ENGINE START WITH EXT PNEUMATIC & ELEC POWER
FOLLOWED BY CROSS BLEED ENG START IN NORMAL AUTO MODE

BEFORE START ENG 1 START

• PACKS – Both OFF • Area – Clear

• APU and ENG Bleeds – ALL OFF • ENG 2 Thrust – Adjust (for 30 psi)
• X BLEED – OPEN • ENG 1 – Start (normal auto mode)

ENG 2 START AFTER ENG 1 START

• ENG MAN START Pb – ON • THRUST – Idle

• N2 22% (or max motoring, min 20%) – ENG MASTER ON • X BLEED – AUTO
• EGT – Check increasing within 15 seconds • ENG BLEED 1 – ON
• N2 50% – Check start valve closure (between 50-56%)
• ENG MAN START Pb – OFF

AFTER ENG 2 START

• EXT POWER – Deselect to AVAIL & Disconnect

• EXT Pneumatic – Remove
• PACKS – Both ON Note: This is a “Read and Do”
• ENG Bleed 2 – ON Supplementary Procedure in FCOM

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ENGINE START – AUTOMATIC1
CM1 CM2
IGN / Start
Engine Mode Selector
Announce: “Engine 2 Start”

Engine 2 Master Switch ON 2

Monitor:
• N2 Increases – Start Valve Inline, Bleed Pressure Green, Oil Pressure Rises.

• N2 16% – Indication of Active Ignitor A or B.

Sequence of Events
• N2 22% – FF Increases (may cross approx. 200 Kg/h).

• EGT & N1 – Increases within 15s (max) after fuel is ON.

• N2 50% – Start valve closure starts & Igniter indication Off.

Approx:3
• N1 – 20%.

• N2 – 60%.
Idle Parameters
• EGT – 400oC.

• FF – 300 Kg/h.
4
Grey Background on N2 Indication Disappear
Engine 1 Start 5 Same as for Engine 2

Pack Valves Both reopen with a 30s delay after 2nd engine N2 is >50%

1. Manual starting (FCOM PRO-NOR-SUP-ENG – CM2 reads & CM1 acts) is recommended in following cases:

➢ After a Start Abort, due to:

o Engine Stall
o Engine EGT Over Limit
o Low Start Air Pressure

➢ When Expecting a Start Abort, due to:

o Degraded bleed performance in hot and high conditions
o High Residual EGT / Reduced EGT margin in hot and high conditions
o Marginal performance of external pneumatic cart
o Intermittent ECAM ENG IGN FAULT during first start of the day

➢ A Dry Crank is performed

2. ON when all amber crosses & messages have disappeared from engine parameters (on upper ECAM) and bleed
pressure is available (on lower ECAM). In case of electrical supply failure during start (loss of ECAM DUs), abort start
and perform a 30s dry crank.

3. Approximate ISA sea level values rounded off for painless absorption.

4. During start if fuel leak is reported from the engine drain mast, run the engine at idle for 5 min. If leak does not
disappear then maintenance action is required.

5. PTU FAULT is triggered, if second engine is started within 40s following the end of the cargo doors operation. The
warning can be reset by switching the yellow ELEC pump ON, then OFF.

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AFTER START
CM1 CM2
1
Engine Mode Selector Normal

APU Bleed OFF 2

Engine Anti-ice As Required 3

Wing Anti-ice 4 As Required

APU Master Switch OFF (if not required)

Ground Spoilers Arm

Rudder Trim Zero

Flaps Takeoff Position 5

Pitch Trim Handwheel Set

Status Reminder Check Not Displayed – If displayed then check ECAM status

Announce:

Ground Crew “Clear to Disconnect”

“Hand Signal on the Left / Right”

N/W STEER DISC MEMO Check – Not Displayed

Checklist 6

1. This is a cue to do “After Start” procedure.

2. This action enables to avoid ingestion of engine exhaust gases. If APU is necessary for performance purpose then
bleed can be selected ON before takeoff.

3. Must be ON during all ground operation, when icing conditions (OAT/TAT < 10oC with visible moisture) exist or are
anticipated. In case you are anticipating icing conditions enroute, it’s not a bad idea (even in non-icing conditions) to
check engine anti-ice serviceability by turning it on momentarily and verifying that the fault light goes out and there is an
increase of idle N1. During ground operation in icing conditions and OAT +3oC or less for > 30 mins, carry out ice
shedding procedure i.e. 70% N1 for 30s every 30 mins and also just before takeoff. If this is not possible then power
setting and dwell time as high as practical. In freezing rain, drizzle, fog or heavy snow, ice shedding may be enhanced,
by additional run ups at intervals, to not exceed 10 min, advancing throttles to 70 % N1 momentarily (no hold time).

4. APU bleed not authorized for using wing anti ice. In icing conditions, wing anti-ice may be turned on to prevent ice
accretion on the wing leading edge. It must be turned on if there is evidence of ice accretion, such as ice on the visual
indicator, or on the wipers, or with the SEVERE ICE DETECTED alert. Ice accretion is considered severe when the ice
accumulation on the airframe reaches approximately 5mm thick or more.

5. In icing conditions with rain, slush or snow, maintain flaps retracted until takeoff point.

6. After receiving the hand signal from the ground crew, CM1/CM2 will call "HAND SIGNAL RECEIVED AND BYPASS
PIN SIGHTED". Then CM1 will ask for "AFTER START CHECKLIST".

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15
TAXI 1
CM1 CM2
Clearance Obtain
P
Taxi Light ON 2
A Flight Controls Check (before taxi clearance if unable then before arming the autobrakes)
Call: “Clear Left Side” Call: “Clear Right Side”
R Area Clearance
Call: “Hand Signal / By Pass Pin Sighted”
T Parking Brake OFF
Brake Pressure Check Zero 3
1
Brake Pedals Press and Call: “BRAKE CHECK” Call: “PRESSURE ZERO” 4
ATC Clearance Confirm for any Changes
P Update:
• FMS and FCU
A Runway Change • Performance
• Direction
o Thrust: FLX / TOGA
R • Surface Conditions Verify o Config: Flaps
o Speed: V1, VR, V2
T
Departure Change Update:
• SID / Radar Vectors • FMS and FCU
2
Takeoff Briefing By PF (if there is any change)
Check / Set Check / Set
• PFD / ND • PFD / ND
Flight Instruments • ISIS • FD – Both ON

P PF ND – WX Radar | PM ND – Terrain Mode 5

Radar – ON 6
A Surveillance Predictive WS – AUTO
Cabin Report – Receive ATC Code / Mode – Set
Final Checks Brakes Autobrake – Max
R “CABIN SECURED FOR TAKEOFF”
TO Config – Test 7
Memo
T TO Memo – Check No Blue

3
Checklist

1. Operate the engine at or near idle for at least 2 mins before advancing to high power. Taxi time at idle may be included
in the warm up period. Speed 20 knots on straight taxi routes and for turns of 90˚ or more, speed less than 10 knots.
Accelerate to 30kts, then one smooth brake application to decelerate to 10kts. The aircraft is correctly aligned when the
centerline is lined-up between the PFD and ND. A/C needs a runway width of 30M (98 feet) for a 180o turn. The GS for
the entire maneuver should be between 5 to 8 kts, to prevent the width of the turn from increasing.
2. At night, also switch on runway turn off lights if required.
3. There may be slight residual pressure for a short time.
4. After ensuring that there is no brake pressure indication on triple gauge.
5. After checking weather radar, the PM for the sector will select Terrain Mode on the ND.
6. To check radar with auto tilt function, set MULTISCAN to MAN. If weather is not significant, down tilt to display ground
echoes. Once checked put it back to AUTO. Gain must be manually set to +4, when MULTISCAN is set to AUTO & when
flying below FL 200. Scanning the departure path at takeoff will also be done in MAN mode (max tilt +15 o) and then back
to AUTO. Without auto tilt function (AP-BLB & C), after checking, keep the tilt to 4o if not suspecting adverse weather.
7. On receiving cabin ready report from LCC.

16
TAXI – PART 1

TAXI – PART 2

17
TAXI – PART 3

Radar – ON

So S Surveillance Predictive WS – AUTO

ATC Code / Mode – Set

Bad B Brakes Autobrake – Max

TO Config – Test
Memory M Memo
TO Memo – Check No Blue

180 DEG TURN ON RUNWAY (CM1 as PF)

• Min runway width 30m (should give additional margin when runway is wet / contaminated).
• Ground Speed around 5-8 knots during the entire procedure (5 knots on wet runway).
• Taxi on the right of runway.
• Initial turn 25 deg from runway axis.
• When sitting over the runway edge line, turn right with full tiller deflection.
• Differential thrust and brakes can be used if required.
• When turn is complete, align with centerline and release tiller to neutral before stopping.

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BEFORE TAKEOFF
CM1 CM2
Takeoff Clearance Obtain

Exterior Lights ON 1

Engine Mode As Required 2

TCAS TA or TA/RA

Cabin Crew Advise 3

Brake Fans 4 OFF

Packs As Required 5

Sliding Table Stowed

Approach Path Check Clear – Visually and through TCAS

Takeoff Runway Confirm

Checklist

1. At CM1’s command, strobe ON at line up clearance and nose, landing & turn off ON at takeoff clearance.
2. IGN if standing water, rain or turbulence.
3. On PA – “Cabin Crew Take Your Stations for Takeoff”.
4. If an arc is displayed on WHEEL page above brake temp, set brake fans ON. Fan cools the temp sensor faster than
the brakes since the sensor is not located within the brake material itself. Turning the fan OFF will indicate an increase
in temp therefore select fans OFF if temp with fans ON is <150˚C, else delay takeoff. Brake fans should not be used for
takeoff (to prevent FOD to fans & brakes). Fans OFF brake temp limit for takeoff is 300˚C. This limit is to ensure that, in
case of hydraulic fluid leakage, the fluid that may come into contact with brake units, does not ignite in the wheel well.
The limit does not respect maximum brake energy limitation, in case of a high energy rejected takeoff.
5. Consider Packs OFF or APU bleed ON provided wing anti-ice is OFF. Packs OFF reduces fuel consumption & will
improve performance when using TOGA thrust. During Flex T/O, it reduces takeoff EGT & therefore maintenance costs.

CAPTAINS TAKE OFF ONLY:

A Line Captain may allow FO to carry out a

takeoff if:

• Runway is not contaminated (Slippery or

Wet).

• Crosswind component does not exceed 15

knots.

• RVR / Visibility is 800 meters or more.

• TOGW does not exceed 90% of allowed

maximum TOGW.

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TAKEOFF
PF PM
Takeoff 1
Announce – “TAKEOFF”

• Thrust – N1 50% (1.05 EPR)

Standard Takeoff 2 • Brakes – Release
X-wind < 20 & No Tailwind • Thrust – FLX / TOGA 3
• Sidestick – ½ FWD up to 80, Neutral by 100 4
Chrono – Start
• Thrust – N1 50% (1.05 EPR)
Standard Takeoff 2 • Brakes – Release
X-wind > 20 or with Tailwind • Thrust – N1 70% – FLX / TOGA 5
• Sidestick – Full FWD up to 80, Neutral by 100
Monitor 6
PFD / ND Announce – FMA • FMA – On PFD
• FMS Position – On ND
Check – Takeoff N1(EPR)
80 Knots Announce – “THRUST SET”
Monitor – PFD & ENG Indications 7
100 Knots Check Announce – “1 HUNDRED KNOTS”

At V1 & VR Announce – “V1” & “ROTATE”

Positive Climb Order – “L/G UP” Announce – “POSITIVE CLIMB”

Thrust Reduction Altitude 8

Thrust Levers – CL Packs – On (if applicable) 9
Target Speed – Check
Acceleration Altitude
FMA – Monitor 10
F Speed 11 Flaps 1 – Order Flaps 1 – Select
Flaps 0 – Select
S Speed Flaps 0 – Order Spoilers – Disarm
Ext Lights – Set 12
1. Check: Time, Fuel & Engine Parameters. Min visibility is 125m (Ref: Bulletin FLTOPS/SI/1/Thu Jan 03 2019).
2. Rolling takeoff is also permitted.
3. Captain’s hand will be on thrust levers until V1.

4. To counter nose-up effect of setting engine takeoff thrust. Speeds (80 & 100) are in knots.

5. Rapidly increase thrust to 70% (1.15 EPR) then progressively to reach takeoff thrust by 40kts ground speed. For
background information, read “Engine Intermix Operation” in FCOM > Procedures > Special Operations.
6. Check FMA for MAN TOGA(FLX), SRS/RWY/BLANK, A/THR (Blue).
Check FMS position on ND (A/C on centerline). If GPS primary not
available, check FMS position update.
7. Monitor Airspeed, N1 & EGT throughout the takeoff. Below 80 knots, EGT over limit will trigger ECAM & takeoff can be
aborted but above 80 it is inhibited. EGT can exceed red line above 80 but do not reject takeoff above 100 knots. ECAM
procedure should be applied after lift-off when appropriate flight path is established and aircraft is at least 400 ft AGL.
8. NADP1 (thrust min 800ft, acceleration 3000ft) to be used. NADP n/a in significant turbulence or wind shear.
9. Packs ON before reducing thrust will increase EGT. Set Pack 2 ON 10s after Pack 1 for passenger comfort.
10. FMA changes at ACC ALT:

11. In CONF 1+F, F speed does not appear.

12. Nose light and Turnoff OFF, others as required.
20
 AFTER TAKEOFF
PF PM
TCAS TA / RA
Engine Mode As Required
APU Bleed & Master Switch – As Req.
Anti-Ice As Required

Checklist – To The Line

LOW VISIBILITY TAKEOFF

PREPARATION
• Review crew qualification & currency.
• LVP must be in force if RVR/VIS is < 400m.
• Takeoff Alternate is required if visibility is below landing minima.
• Review NOTAMS for closed taxiways, runways & construction.
• Uplift extra fuel for expected delays (higher of 30 mins or anticipated delay).
• Brief cabin crew about sterile cockpit (no unnecessary cockpit or intercom calls).
PERFORMANCE
• No contaminated runway takeoff if RVR/VIS < 200m.
• Auto Thrust & Auto Brake must be serviceable if RVR/VIS < 200m.
• Full thrust takeoff is recommended.
• Use flap settings that gives lowest takeoff speeds (payload permitting).
EXECUTION
• Be careful about taxi routing and CAT II/III holding points.
• Max taxi speed is 10 knots.
• Any checklist action is to be done while stationary with parking brakes ON.
• Double check runway direction after lineup (use localizer, ND, runway marking etc.)
• Use roll out bar (if available) for lateral guidance during takeoff.
• If visual references are lost below 100 knots, takeoff may be rejected.
• If takeoff is rejected then keep all landing lights on after stopping for emergency services to easily identify the a/c.
• If visual references are lost above 100 knots, takeoff should be continued.

HOW TO HANDLE TURBULENCE

• QRH – Abnormal & Emergency Procedures –
Miscellaneous – Severe Turbulence.

• Wait for the target speed +20 knots (limited to VFE-5)

before retracting the slats/flaps.

• In moderate turbulence AP and A/THR ON with managed

speed.

• In severe turbulence AP ON with Thrust set to Turbulence

N1 (QRH) and A/THR disconnected.

• A/THR is, however, recommended during approach, in

order to benefit from the GS mini.

CONF FULL provides better handling capability in

turbulent conditions, however, CONF 3 provides more
energy and less drag.

21
CLIMB
PF PM
MCDU PERF CLB F-PLN
Set Standard 1
T Transition Altitude
After Takeoff / Climb Checklist – Below the Line
Call – “Ten Thousand Feet Checks” Call – “Ten Thousand Feet”
Landing Lights – Retract
Seat Belts – As Req.
T Ten Thousand Feet EFIS – ARPT
EFIS – CSTR / ARPT
ECAM Memo / Pressurization – Review
NAVAIDS – Clear Manually Tuned VORs
SEC F-PLN – Copy active FPLN or as req.
OPT / MAX ALT – Check 2
Terrain OFF & WX Radar on ND
T Tilt / Terrain WX Radar – Adjust Tilt 3
At 10000 ft or Highest MSA, whichever is later
T Twenty Thousand Feet WX Radar – Adjust Gain 4
ECON – Managed
Best L/D – Green Dot
Best ROC – Turbulence (thumb rule)
Speeds
Turbulence 5:
250 up till FL200
275/.76 above FL200

1. Call Outs: PF: “Set Standard”. PM: “Standard Set

Cross Checked, Passing FL__”. PF: “Checked”. On
STD, transponder does not transmit to ATC the
standard barometric reference. Transmission is based
on last QNH selected. Upon ATC notification of an
incorrect reference, select 1013 manually then set
STD. Transmitted aircraft altitude is not affected. Only
FCU selected altitude may be misinterpreted.

2. If ATC limits CRZ FL to a lower level than the one in

FMGS (higher is not an issue) then insert this lower
CRZ FL in PROG page otherwise there will be no
transition to cruise phase. Managed speed targets &
Mach are not modified & SOFT ALT mode will not be
available. FMA will display ALT instead of ALT CRZ.
Soft Altitude (managed guidance) corrects minor
deviations from Mach target by allowing + 50 feet
variation from the cruise flight level. This improves fuel
efficiency & passenger comfort & minimizes changes
in thrust. (basically, sacrifices altitude to maintain
Mach target instead of doing so by changing thrust).

3. Adjust tilt during climb for radars without auto tilt

function. With auto tilt, if weather display is ambiguous
or unexpected, use manual tilt in order to better
analyze the weather situation. In particular below FL
200, for situations with low-level weather, weather with
low reflectivity or in front of suspected active cells,
switch to manual mode and adjust tilt setting
downward until weather is detected or ground clutter
appears on upper part of display.

4. For radars with auto tilt, set GAIN back to CAL from
+4 when MULTISCAN selector is in AUTO & flying
above FL200.

5. Ref to QRH abnormal & emergency miscellaneous

section for severe turbulence procedure.

22
TOP OF CLIMB
PF PM
TOC Rate of Climb – Adjust TOC Fuel / Time – Note

ICAO: ICAO PANS-OPS Doc. 8168 (within or outside RVSM airspace): Rate of climb/descent to an assigned level,
especially with autopilot, should be less 1500 ft/min throughout the last 1000 feet when the pilot is made aware of
another aircraft at or approaching an adjacent level, unless otherwise instructed by ATC. This avoids unnecessary
ACAS II RAs. These procedures are to be specified by operators.
http://www.theairlinepilots.com/forumarchive/quickref/acas.pdf

PIA OM Part A – 6.6.3 – Level Off: To prevent divergence of assigned level, or undesirable “g‟ forces, it is important to
monitor closely the flight progress, especially when flying manually. Rate of climb/descent to be within 500/1000 ft/min
(not to exceed 1000 ft/min) in RVSM airspace when approaching the selected altitude or when changing flight levels.

Jeppesen - Air Traffic Control - UK Rules and Procedures – Maximum Rates of Climb and Descent: Approaching a
flight level the vertical closure speed should not be excessive. About 1500ft to a level, the vertical speed should be a
maximum of 1500ft per minute and ideally to between 1000ft per minute and 500ft per minute.

HOW TO REMEMBER WHAT YOU NEED FOR FLIGHT INTO RVSM CRUISING LEVELS

It’s all about Altitude & Maintaining it correctly Required Equipment

What is the source of altitude? ADR – So you need at least two.
What converts it into graphics for you to see? DMC – So you need at least two.
Where do you see the Altitude? PFD – So you need both of them.
How will you set the altitude you want to maintain? FCU – One channel is good enough.
How will you hold the altitude accurately? Autopilot – One is good enough.
Who will warn YOU, that you are not maintaining the altitude correctly? FWC – One is good enough.
Who will warn ATC, that you are not maintaining the altitude correctly? Transponder – One is good enough.

Items that need Dual channels have D (for Dual) in it. ADR, DMC, PFD.

HOW TO HANDLE FUEL TEMPERATURE

Fuel temperature will slowly reduce towards TAT. The rate of cooling of fuel can be expected to be in the order of
3°C/hour with a maximum of 12°C/hour in the most extreme conditions. If fuel temperature approaches the minimum
allowed, the ECAM outputs a caution. Consideration should be given to achieving a higher TAT by descending or
diverting to a warmer air mass. Below the tropopause, a 4000 ft descent gives a 7°C increase in TAT. In severe
cases, a descent to as low as 25000 ft may be required. Increasing Mach number will also increase TAT. An increase
of M0.01 produces approximately 0.7 °C increase in TAT. In either case, up to 1 hour may be required for fuel
temperature to stabilize. The crew should consider the fuel penalty associated with either of these actions.

23
CRUISE
PF PM
Antenna WX Radar – Adjust Tilt 1

A Altimeter Note hourly readings (RVSM req.)

ACAS TCAS – Set to ALL

B Boundaries FIR Entry / Exit Time or other Area Procedures

C Company Departure Message – Send 2

D Documentation Flight Plan, Logbook, Debrief – Complete

ECAM Memo and SD Pages – Review

E
Enroute Enroute Alternates / ETP 3

F Fuel Fuel Score – Every 30 mins

G Gain (WX Radar) Check 4

H High Altitude Winds Wind Data Entries – Check 5

UP Performance: DOWN Performance (if FMGS fails):

Vertical • Step Flight Level • Green Dot Speed 6
Inflight Performance • Single Engine Ceiling
I
• Waypoint Track & Distance
Lateral
• NAV Accuracy 7

Inhaled Oxygen? O2 Mask – Check Stowed

1. For radars with auto tilt function, if display is ambiguous or unexpected, use manual tilt for a better analysis. In
particular below FL 200, for situations with low-level weather, weather with low reflectivity or in front of suspected
active cells, switch to manual mode and adjust tilt setting downward until weather is detected or ground clutter appears
on the upper part of the display. Regardless of auto or manual tilt, a range of 80nm for PF ND and 160nm for PM ND
is a good combination for weather awareness (use shorter ranges for short-distance weather). Over water flights have
no ground returns so as an initial setting, following approx. tilt settings can be used for radars without auto tilt function:
-6o for 40nm, -2o for 80nm and -1o for 160 or 320nm.

2. Departure message to company can also be relayed during climb (time permitting, above 10,000 feet, outside TMA)
comprising of: Blocks off and Airborne time, ETA, Actual ZFW and any special message or reason of delay.

3. Note down actual weather for enroute alternates on flight plan. Suitable airport pairs should be entered on the ETP
page for FMS to calculate the ETP that can be inserted as Place/Distance point in SEC F-PLN for enroute diversions.
Single engine cruise distance in still air, ISA conditions is 350nm.

4. For radars with auto tilt function, set GAIN to CAL above FL200 or +4 below FL200, if MULTISCAN is set to AUTO.

5. When there is a difference of either 30o or 30 knots for the wind data and 5 o C for temperature deviation.

6. Green dot speed can also be manually calculated as below:

A) Below 20,000 feet = (2 × weight in tons) + 85.
B) For every 1000 ft above 20000 = 1 + A.
e.g. At 20,000 feet and 60 tons, green dot = (2 x 60) + 85 = 205. At 25000 feet it is 205 + 5 = 210.

7. Perform NAV accuracy check if: “GPS Primary Lost” appears on ND, PROG
page displays “LOW” accuracy, “NAV ACCUR DOWNGRAD” appears on MCDU
or in “IRS Only Navigation”. If error < 3nm then FM position is reliable, if not then
use raw data for navigation. In case of significant mismatch between display and
real position use raw data navigation (possibly switching to ROSE VOR, so as not to be misled by FM data).

All alphabets have one item to do except the vowels!

24
DESCENT PREPARATION

PF PM

Check – Weather / Type of Approaches 1

Planning Confirm – Landing Performance Check – Landing Performance 3

AUTOBRAKE – AS REQ 2 FLAPS – GPWS LDG FLAP 3 If Not FULL

FMS

• F-PLN A (DES WINDS / ARRIVAL) 4

• RAD NAV
• PROG (BRG / DIST TO RWY)
• PERF:
o CRUISE (cabin descent rate)
o DES (Mach / Speed)
Preparation o APPR:
▪ QNH
▪ Temperature
▪ Destination Wind 5
▪ Minimum
▪ Landing CONF
o GO-AROUND:
▪ Thrust reduction
▪ Acceleration altitude
• FUEL PREDICTION
• SEC F-PLN (Alternate Runway etc.)

ECAM
• Landing Elevation – Check

Approach Briefing

Obtain from ATC

Descent Clearance Cleared Altitude – Set on FCU
TCAS – Set to Below 6

1. Obtain destination & alternate weather approx.15 mins before TOD. Check fuel predictions for destination & alternate
to estimate any extra holding time available. Also give arrival message to company (ETA, a/c status, requests etc.)

2. LO – Long runways, MED – Short or contaminated runways. Pedal braking may be considered on very long runways
if it is anticipated that braking will not be needed or on very short runways to apply full manual braking without delay.

3. On WET runways (condition GOOD), crew may select REV IDLE, if inflight landing distance assessment is computed
with (i) “MEDIUM–POOR” performance (ii) “No Reverser Credit” and the assessment result is within the LDA. Best
combination to reduce fuel and brake wear is CONF3 + REV Idle + Autobrake LO. If landing distance is a priority then
consider Flaps FULL + REV Max + Autobrake MED. Riding the brakes by overriding the autobrake or using autobrake
MED with CONF3 and REV IDLE increases brake oxidation (which may be severe).

4. The FMS may have deleted the altitude constraints that are at or above the CRZ FL. If a TOO STEEP PATH message
is displayed after the final descent point, do not use FINAL APP guidance for approach.

5. Do not insert gust value. Ground Speed Mini function (manage speed mode) takes into account instantaneous gust.

6. Just prior to TOD, cycling fasten seat belt sign twice gives a clue to the cabin crew about descent phase.

25
APPROACH BRIEFING
AIRCRAFT Technical Status
Weather
AIRFIELD (DEST & ALT) Terminal information – NOTAMS etc.
Fuel – Extra Holding

• NAV Frequencies
• Routing and Constraints
STAR
• Transition Level
• MSA

• NAV Frequencies
• Approach and Minima
• Transition Level
APPRPOACH
• MSA
• Obstacles
• Restricted / Prohibited areas

• ATC Procedure
GOAROUND
• Aircraft Procedure

Dimensions (Length, Width, Distance beyond G/S)

RUNWAY Surface Condition
Lighting

TAXI Routing and Parking

Weather (Circumnavigation etc.)

SPECIAL PROCEDURES Terrain
Failures (Communication, MEL etc.)

26
DESCENT 1
PF PM
MCDU PROG / PERF DES F-PLN
Managed – If Not then:
Speeds o 0.78 / 300 till FL100
o 250 below FL100
T Twenty Thousand Feet WX Radar – Adjust Gain 2
Terrain ON ND
T Tilt WX Radar – Adjust Tilt
At 10000 ft or Highest MSA, whichever is earlier
Call – “Ten Thousand Ft Checks” Call – “Ten Thousand Feet”
Landing Lights – Set
Seat Belts – ON
EFIS – CSTR EFIS – CSTR
T Ten Thousand Feet LS – As Required
3
LS – As Required

NAV Accuracy – Check 4 RAD NAV – Selected / Identified

ENG MODE – As Req
ECAM Status – Check 5
T Transition Level Set QNH

Checklist

1. Approaching assigned level, monitor ROD

(reduce to 1000 fpm or less). For a change of 1000
feet or less, descent rate not more than 500 fpm.
Max ROD: 2000 fpm when descending below 5000
feet AGL and 1000 fpm below 2000 feet AGL.

2. For radars with auto tilt function, set GAIN to +4,

when MULTISCAN selector is set to AUTO & when
flying below FL200. If display is ambiguous or
unexpected, use manual tilt for a better analysis. In
particular below FL200, for situations with low-level
weather, weather with low reflectivity or in front of
suspected active cells, switch to manual mode &
adjust tilt setting downward until weather is
detected or ground return appears on upper part of
ND. For radars without auto tilt function, adjust tilt
to keep ground returns on top of the ND. For
approach keep tilt to 4o to avoid ground clutter.

3. Check LOC/GS scales & deviations and also

IDENT on PFD. If wrong or no ident, check the
audio ident.

4. If GPS Primary function is not available,

crosscheck NAV ACCURACY using the PROG
page (BRG /DIST computed data), and the ND
(VOR /DME raw data).

5. Especially any aspect affecting the approach

and landing.

HOLDING SPEEDS: See Jeppesen – Air Traffic Control – Flight Procedures (Doc 8168) – Holding Procedures.
27
APPROACH

Four things you cannot afford not to think about while transitioning to the approach phase:
• Speed control (Green Dot) – Verify auto deceleration or carry it out manually (make yourself comfortable).
• Arming the Approach (APPR Pb) – Forget and see what happens.
• Configuration (Flaps / Gears) – Plan your points on the chart beforehand where you will take flaps / gears.
• Go around altitude setting (on FCU) – Plan ahead, it wasn’t raining when Noah made the ark.

TYPE OF APPROACHES

Decelerated Approach: Refers to an approach where aircraft reaches 1000 feet in landing configuration at VAPP. In
most cases, this equates to aircraft being in CONF1 and S speed at the FAF. This technique is recommended for ILS
and FINAL APP (vertical managed guidance).

Early Stabilized Approach: Refers to an approach where the aircraft reaches FAF in landing configuration at VAPP.
This technique is recommended for non-precision approaches (LOC FPA, NAV FPA and TRK FPA). To get a valuable
deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should enter VAPP as a speed constraint
at the FAF.

Discontinued Approach

When at or above the FCU selected altitude:

• GO AROUND, or
*
• Discontinued Approach Technique
o Announce “CANCEL APPROACH”
o Disarm AP/FD Approach Mode – APPR / LOC Pb
o Select Lateral Mode – NAV / HDG
o Select Vertical Mode – VS / LEVEL OFF
o Select and Adjust – SPEED

When below the FCU selected altitude,

• GO AROUND

* Since thrust levers are not set to TOGA, FMS does not engage the Go-Around phase and remains in the approach
phase. It does not string the previous approach in the active F-PLN. Flying over, or close to the airport will sequence
the destination waypoint and therefore there will be no “destination” in F-PLN. Lateral revision will then be required
to redefine the destination.
28
STANDARD ILS APPROACH 1
PF PM
Approach Phase 2
Activate or Set Green Dot Speed NAV Accuracy – Check 3
APPR – Press
Intercept Heading
AP – Engage Both
LOC / GS Check Armed / Captured 4
3NM from FDP FLAPS 1 – S SPEED 5
GS * GO AROUND ALTITUDE – SET
At 2000 Ft AGL (min) 6 FLAPS 2 – F SPEED 7
• L/G Down – Select
• Auto Brake – Confirm / Change Mode
When Flaps 2 L/G DOWN – Order • Lights:
o Nose – TO
o Turnoff – ON
• Ground Spoilers – Arm
Flaps 3 – Select
When L/G Down FLAPS 3 – Order ECAM – Check Wheel Page 8
Triple Indicator – Check Residual Pressure 9
FLAPS FULL 10 – TARGET SPEED
• Cabin Crew – Advise 11
When Flaps 3 • Landing Memo – Check No Blue
• A/THR – Speed Mode or OFF
• Wing Anti-Ice – OFF 12

Checklist 13

At 1000 Ft (IMC or VMC) Call – Checked 14 One Thousand – Monitor / Announce

At Minimum + 100 One Hundred Above – Monitor / Announce
At Minimum Continue / Go Around – Announce MINIMUM – Monitor / Announce
1. For CAT1, set DA/DH into MDA field on PERF APPR page (altitude reference will be taken from pressure altimeter).
2. APPR phase activates automatically when overflying DECEL pseudo waypoint in NAV mode. In HDG MODE activate
it manually on PERF DES page, approximately 15 NM from touchdown (20 NM as per SOP).
3. If GPS Primary is lost. If NAV accuracy is low, at least one ND must be in ROSE LS / VOR depending on the approach.
4. Glide interception from above: (1) APPR Pb pressed (2) Set FCU ALT above aircraft altitude (3) V/S Mode @ 1500-
2000 fpm. Above 2000 speed will increase towards VFE. At VFE, AP will maintain VFE but reduce VS without mode
reversion. Gear down and Flaps 2 will give the best rate of descent. (4) At GS* set missed approach altitude.
5. For decelerated approaches, FLAPS 1 should be selected at least 3nm before the final descent point and a/c to be
established on final descent with FLAPS 1 & S speed at or above 2000 ft AGL. If tailwind > 20 knots or glide slope angle
is > 3.5o then an early stabilized approach is recommended.
6. Speed brakes not recommended below 2000 feet.
7. Intercepting the flight path below 2000 feet AGL, select Flaps 2 at one dot below flight path.
8. One green triangle (and also “LDG GEAR DN” MEMO message) is sufficient to indicate gear down-locked.
9. Alternate braking test at lowering gear may leave residual pressure. Apply residual braking procedure in that case.
10. Retract speed brakes before selecting full flaps. To minimize flaps wear, extend flaps at VFE-15 when possible.
11. “Cabin Crew at your Stations for Landing”.
12. “ON” only in severe icing (5mm+ accretion). With ice accretion, min speed should be VLS+10 in all CONF & VLS+5
in Full CONF. If there is ice accretion & wing anti-ice is not operative, then min speed should be VLS+10 / Green dot.
13. Landing memo appears below 2000 feet. After go-around if the aircraft does not climb above 2200 feet RA, then on
the subsequent approach it will appear below 800 feet RA.
14. By 1000 feet approach must be stabilized. SPEED: +10 / -5 Knots (if predicted tailwind at landing > 10kts, decelerated
approach not permitted) – PITCH: +10 o / -2.5 o – BANK: 7 o – SINK RATE: 1000 fpm – LOC / GLIDE: ½ dot. Hands on
thrust levers & sidestick with THRUST NOT BELOW the required minimum. All briefings & CHECKLISTS COMPLETED.
29
AUTOLAND WARNING

FLASHES when:

• The aircraft is close to the ground (<200ft), and

• AP is supposed to land the aircraft (engaged in LAND or FLARE mode), and
• Something from the following happens:
o AP does not do what it is supposed to do:
➢ Disengages
➢ Long Flare
o LOC problem (above 15 feet):
➢ LOC deviation exceeds ¼ dot (scale flashes)
➢ LOC signal is lost (FD vertical bar flashes)
o GLIDE problem (above 100 feet):
➢ GLIDE deviation exceeds 1 dot (scale flashes)
➢ GLIDE signal is lost (FD horizontal bar flashes)
o RA Problem:
➢ They don’t agree (difference greater than 15ft)

GO AROUND
PF PM
Thrust Levers – TOGA 1
Initial Actions Flaps – One Notch Up
Rotation – Perform 2
Simultaneously If Full then 3, If 3 then 2
Announce – Go Around, Flaps
FMA Announce 3
Positive Climb L/G UP
NAV / HDG – As Required 4
FCU
AP – As Required 5
Thrust Reduction ALT Thrust Levers – CL

• F Speed – Flaps 1 Select

• Target Speed – Green Dot 6 No Stopping at Flaps 2

Acceleration ALT • F Speed – Flaps 1 Order • S Speed – Flaps 0 Select

• S Speed – Flaps 0 Order • Ground Spoilers – Disarm

• Lights – Nose/Turnoff OFF 7

Checklist After Takeoff / Climb Checklist – Down to the Line 8

1. TOGA detent engages the go around phase with associated AP/FD modes. If TOGA thrust is not required then
thrust levers can be retarded after briefly putting them in TOGA detent. CL detent gives the benefit of A/THR.
2. Initially pitch 15o with all engine operating and approximately 12.5o with one engine, thereafter follow FD SRS.
3. MAN TOGA / SRS / GA TRK / A/THR in Blue.
4. Minimum 100 feet.
5. Go-around can be flown with both autopilots. Engagement of any other mode disengages AP2.
6. If speed does not increase, then check and pull the ALT knob.
7. Other lights as per policy.
8. “NAV” to follow missed approach, “Activate APP Phase” to prepare for a second approach.

30
RNAV (GNSS) APPROACH 1 – FINAL APP GUIDANCE 2
PF PM
• Aircraft Equipment – Check 3

• GPS Primary Availability – Check for RNAV(GNSS) Approach

Descent Prep
• F-PLN A – Set and Compare MCDU & Charted Paths 4
Go Around Strategy – Review 5 Weather – Check OAT and QNH 6
• GPS Primary – Check Availability 7
10,000 Feet • NAV Accuracy – Check 8
• BARO Ref – Set 9
• APPR – Press 11
o APP NAV – Check armed / engaged
o FINAL – Check armed 12

Cleared for • Configuration:

Approach10 o Intercept/base leg – Flaps 1
o 5nm from FDP – Flaps 2
o 4nm from FDP – L/G Down
o 3nm from FDP – Flaps 3
o 2nm from FDP – Flaps Full
• FINAL APP – Check Engaged
Final Descent
• Go Around Altitude – Set
Point (FDP)
• Flight Parameters – Monitor 13
Minimum + 100 ONE HUNDRED ABOVE – Monitor / Announce
Announce:
• Continue:
➢ AP – OFF, FD – As Required 14
Minimum MINIMUM – Monitor / Announce
➢ TRK FPA – Select
➢ Runway Track – Check Set (if req.)
• Go Around:

1. ICAO PBN Equivalence: RNP APCH = RNAV (GNSS) & RNP AR APCH = RNAV (RNP).
2. For RNAV/GNSS approaches with LNAV & LNAV/VNAV minima & for conventional VOR/NDB approaches.
3. PRO-SPO-51 RNP APCH.
4. Set VAPP at FDP. If “Too Steep Path” message appears after FDP, don’t use FINAL APP guidance, use NAV/TRK FPA.
MCDU & charted path tolerances are: 0.1o for vertical path & 1o for lateral track. For radio NAVAID approach; 3o for lateral
track.
5. Degraded Nav Management: For RNAV(GNSS) with LNAV & LNAV/VNAV minima: Continue if GPS primary is lost on
1 ND only or NAV accuracy is downgraded on 1 FMGS only, otherwise discontinue. Also discontinue for position disagree.
For VOR/NDB: Continue with raw data in NAV FPA for unsat vertical guidance & TRK FPA for unsat lateral guidance.
6. If OAT < Min Charted Temperature then no vertical managed guidance. For Altitude Temperature Correction see FCOM
– PER-OPD-GEN. For RNAV (GNSS) approach with LNAV VNAV minima, use of QNH from a remote station is prohibited.
7. On at least 1 FMS for RNAV(GNSS).
8. In case of low accuracy use TRK FPA mode.
9. Maximum discrepancy between altimeters is 100ft.
10. Set FDP altitude constraint on FCU and engage managed descent.
11. It is recommended to arm this mode when the TO waypoint is the FDP. If pressed earlier, FINAL APP mode may
engage. As a consequence, resulting speed and altitude management in FINAL APP may be inappropriate before FDP.
12. At FDP, a blue arrow on ND indicates that FINAL APP engagement conditions are met.
13. For RNAV(GNSS) XTK error not >0.1nm, discontinue if XTK > 0.3nm. With LNAV/VNAV minima, VDEV not >1/2 dot
(50ft), discontinue if VDEV >3/4 dot (75ft). For conventional NAVAID check distance vs altitude raw data.
14. If FD guidance (Minima – MAP) is not relevant or followed then FD off. After MAP disregard FD as it reverts to HDG/VS.
31
RNAV (GNSS) APPROACH – FPA GUIDANCE 1
PF PM
• Aircraft Equipment – Check 2
• GPS Primary Availability – Check for RNAV(GNSS) Approach
Descent Prep
• F-PLN A – Compare MCDU & Charted Paths 3

Go Around Strategy – Review 4

• GPS Primary – Check Availability 5

10,000 Feet
• NAV Accuracy – Check 6
• Lateral Guidance – Set (NAV / LOC)

On Final • Call for Flaps 1

Intercept HDG • TRK/FPA – Select
• Lateral Path – Intercept

5 NM from FDP – Flaps 2

4 NM from FDP – L/G Down
Before Final 3 NM from FDP – Flaps 3
Descent Point 7 2 NM from FDP – Flaps Full
1 NM from FDP – FPA Set
0.3 NM from FDP – FPA Engage + GA Altitude Set (when below GA altitude)

After Final • Position / Flightpath – Adjust

Descent Point • Flight Parameters – Monitor 8

Minimum + 100 One Hundred Above – Monitor / Announce

Announce:
• Continue:
Minimum 9 ➢ AP, FD – OFF MINIMUM – Monitor / Announce
➢ Runway Track – Check Set (if req.)
• Go Around:

1. For RNAV(GNSS) approaches using mixed NAV FPA guidance with LNAV minima only and for conventional
VOR/NDB approaches using mixed NAV FPA or TRK FPA guidance. Also, for LOC only and BC approaches. Use
TRK FPA if approach is not stored in database or nav accuracy is low.

2. PRO-SPO-51 RNP APCH.

3. Set VAPP at FDP. Disregard V/DEV info (yoyo) on PFD if “Too Steep Path” message appears after FDP. MCDU &
charted lateral path tolerance in NAV FPA is 1o for RNAV (GNSS) and 3o for conventional radio NAVAID approach. In
all other cases use TRK FPA mode.

4. Degraded Navigation Management: For RNAV(GNSS) with LNAV: Continue if GPS primary is lost on one ND only
or nav accuracy is downgraded on one FMGS only, otherwise discontinue. Also discontinue for position disagree and
when XTK error is >0.3 NM. For VOR/NDB in NAV FPA: Continue with raw data in TRK FPA for unsat lateral guidance.

5. On at least 1 FMS for RNAV(GNSS).

6. In case of low accuracy use TRK mode.

7. It is recommended to use early stabilized approach technique for vertically selected approaches.

8. For NAV FPA XTK error not >0.1nm. For LOC/BC lateral guidance not > ½ dot. For TRK mode, lateral limit is ½ dot
or 2.5o for VOR & 5o for NDB. Cross check distance vs altitude and raw data in case of conventional NAVAID.

9. To prevent descending below MDA(H) add 50 feet margin for all NPA including where DA/MDA(H) is given. This
shall not be applicable where LNAV/VNAV minima is used. (Ref: Bulletin FLTOPS/SI/1/Thu Jan 03 2019).

32
SUMMARY OF RNAV (GNSS) APPROACH WITH FINAL APP OR FPA GUIDANCE

To avoid an overwhelming number of steps, a simplified common procedure to understand and fly
an RNAV GNSS approach by using either FPA guidance or Final Approach guidance is as follows:
• Approach at Green Dot speed.

• On final intercept heading or base leg, select Flaps 1 and fly the S Speed.

• Lateral Guidance – NAV / LOC to capture the centerline.

• 2 min before FDP, start configuring for flaps 2, gears down, flaps 3 and flaps full.
If S speed is around 180-190 knots, 2 mins would be roughly 6 nm. This is more flexible (especially
for a last-minute change in approach) than the typical 5,4,3,2,1 method as you don’t have to go heads
down in FMS and Charts to plan and visualize your deceleration and configuration points. Just
knowing the ETA of FDP would be enough.

• 1 nm from FDP:

o For FPA Guidance:

▪ Select TRK / FPA.
▪ Set required FPA.
▪ Engage FPA at 0.3 nm from FDP.

o For Final APP Guidance:

▪ Arm APPR
▪ Check Arming / Engagement.

• GA Altitude Set when below GA altitude.

RNP APCH / RNAV(GNSS)

RNP APCH operations correspond to RNAV(GNSS) or RNAV(GPS) operations. The minimum
equipment required to start RNP APCH operations is:
• One FMGC
• One GPS
• Two IRS
• One MCDU
• One FD
• One PFD on the PF side
• Two NDs (temporary display of ND info via PFD/ND switch is permitted on PM side)
• Two FCU channels.

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VOR APPROACH IN (TRK / FPA) SELECTED MODE

Radar Vectors:

• On Final Intercept Heading:

o TRK/FPA
o Rose VOR (PF), NAV (PM)
o Flaps 1

Note: Make the “V” for VOR

• On Final Inbound Leg before FDP:

o 5 NM from FDP – Flaps 2

o 4 NM from FDP – L/G Down
o 3 NM from FDP – Flaps 3
o 2 NM from FDP – Flaps Full
o 1 NM from FDP – FPA Set
o 0.3 NM from FDP – FPA Engage + GA Altitude Set (below GA altitude)

• On Final Inbound Leg after FDP:

o Flight Parameters – Monitor (distance vs altitude and raw data)

o Position / Flightpath – Adjust

• At Minimums (if landing):

o AP – OFF
o FD – OFF
o RWY TRK – Check Set

Overhead VOR:

• Activate approach phase.

• 3nm short of overhead position – Make the “V” for VOR as mentioned above.

• 5nm from FDP on inbound track – Carry out the steps mentioned above.

• Approximately 1nm before the end of the outbound leg, set inbound course on RAD NAV page for both pilots.

• At the start of procedure turn, maintain procedure turn altitude until established on inbound course (half the full-
scale deflection for VOR and +-5° for NDB).

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CIRCLING APPROACH

• Higher of the following:

o Published minima on charts.
o MDH 600 ft AGL, Visibility 2400 meters.
Prerequisites
• F-PLN – Approach & Missed Approach Procedure
• SEC F-PLN – Copy Active F-PLN & Revise Runway 1

• Speed – F Speed (also insert it as a constraint at FAF)

Approach
• Configuration – L/G Down, CONF 3 & Spoilers Armed

• MDA
o Level off and set G/A altitude
o Select TRK FPA and proceed to downwind (45o for 30s)
• Downwind – Activate SEC F-PLN
Circling • Abeam Threshold – Check time 3 sec/100 feet
• Before Descending to Runway – AP/FD OFF
• Landing Configuration – As appropriate (ensuring early stabilization)
• Landing Checklist – Complete

1. When SEC F-PLN is activated, the G/A procedure in the FMS is associated with landing runway and not with
instrument approach, therefore if visual references are lost, initiate a go around using selected guidance, following the
missed approach of the initial instrument approach (unless otherwise specified).The transition from the visual (circling)
maneuver to the missed approach should be initiated by a climbing turn, within the circling area, towards the landing
runway, to return to the circling altitude or higher, immediately followed by interception and execution of the missed
approach procedure.

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VISUAL APPROACH
A visual approach shall ONLY be accepted if following criteria is met:

o Visibility is more than 5 km.

o Positive contact with the ground.
o Vertical distance from cloud base at least 2000ft.
o Any other proceeding traffic is in sight.
o During day only.

VISUAL APPROACH (TAKEOFF AND LANDING)

• Select ND mode selector to Rose NAV & RANGE 10 NM.
• Landing runway should be selected on MCDU, however visual references must be used for flying.
• After Airborne – LG UP & Pull Heading
• Climb to 1500 feet circuit height.
• Select Flaps 1 & Activate Approach.
• After T/O Checklist.
• FDs OFF – Bird ON – Set Downwind Track.
• Consider wind vector (top left corner of ND) for bank angle selection. In headwind bank less (about 15 o) and for
tailwind bank more (about 25 o) so that the downwind is at about 2.5 – 3 nm (margin of inner range circle).
• Approach Checklist.
• Abeam threshold check time for 45 secs (3 sec/100 feet, +1 sec for wind).
• Approaching end of downwind – Flaps 2
• End of downwind turning for base – Gears down and then Flaps 3
• On base leg descend at about 300-400 fpm and Flaps Full
• Landing checklist
• Stabilize by 500 feet.
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LANDING 1
PF PM
Flare – Perform 2
Approx. 30 Feet Attitude – Monitor 4
Thrust – Idle 3
Spoilers – Check / Announce:
“SPOILERS / NO SPOILERS” 6
Touchdown 5 Reverse – Idle or Max
Reversers – Check Announce:
“REVERSE GREEN / NO REVERSE”
Deceleration – Check / Announce:
Brakes As Required 7
“DECEL / NO DECEL”

70 Knots Thrust Levers – Reverse Idle “70 KNOTS” – Announce 8

Taxi Speed Reversers – Stow 9

Before 20 Knots Autobrake – Disengage

1. Line Captain to perform landing if (1) crosswind > 15 knots (2) contaminated or slippery runway (3) any abnormality
(4) Cloud base is such that either runway or its lighting is visible from not less than 1000 ft above runway threshold for
a non-precision approach and not less than 500 ft for a precision approach.

2. Typical pitch increment in the flare is approximately 4°, which leads to -1° flight path angle associated with a 10 knots
speed decay. Do not allow the aeroplane to float.

3. In manual landing “Retard” call out is triggered at 20 feet as a reminder to retard thrust levers to idle. At the latest,
thrust levers shall be at IDLE detent upon touchdown. Ground spoilers are inhibited if this is not done.

4. Pitch <10o and Bank <7o. PM to call “PITCH, PITCH” if pitch reaches 10o. Tailstrike occurs if pitch >13.5 (11.5 with
gears compressed). PM to call “BANK, BANK” if bank angle reaches 7o. Wingtip or engine scrape occurs if roll >20 (16
with gears compressed).

5. A landing should not be attempted immediately after high bounce, as thrust may be required to soften the second
touchdown and the remaining runway length may not be sufficient to stop the aircraft.

6. If no spoilers: Verify both levers at idle or reverse detent. Set both levers to max reverse and fully press brake pedals.
If spoilers not armed: Reverse thrust selection will extend them.

7. Autobrake is not activated if ground spoilers are not activated.

8. If FO is PF, he will transfer control to Captain and will assume PM duties.

9. On snow-covered grounds stow at 25 kts and for autoland stow reversers at the end of rollout along with disengaging
the autopilot. Do not move thrust levers beyond FWD IDLE position.

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AFTER LANDING
CM1 CM2
Ground Spoilers Disarm Cue to start the procedure
• Radar – OFF
• PWS – OFF
• Engine Mode Selector – Norm
• Flaps – Retract 2
Exterior Lights – Set 1 • TCAS – Standby
• ATC – AS required
• APU – Start 3
• Anti-ice – As required 4
• Brake Temperature – Check 5

Checklist 6

1. Strobe AUTO after vacating runway,

Landing lights retract, Others as required.

2. a) Cold Weather Check: Set flaps 0 except

if approach was in icing conditions or runway
is contaminated. Ground crew will have to
check for obstructing ice before retraction.

b) Hot Weather Check: On ground, hot

weather may cause overheating to be
detected around the bleed ducts in the
wings, resulting in “AIR L (R) WING LEAK”
warnings. This can be avoided by keeping
the slats in Configuration 1 when the OAT is
above 30°C. In case of terminating flights
where securing aircraft C/L is to be
completed, flaps should be retracted to
position 0.

3. Delay as long as possible. Use 1 Pack if

possible and change packs between flights
to avoid wear on 1 pack.

4. Ground operation in icing conditions for

more than 30 minutes require ice shedding
procedure.

5. Delay brake fans for at least 5 min after

landing or before stopping at the gate
(whichever occurs first). If turnaround time is
short or brake temperature is likely to exceed
500°C, use brake fans disregarding the
above restriction. If one brake temp exceeds
900oC, maintenance action is due. Other
indications for required maintenance actions are a significant difference in brake temperature between wheels of same
gear e.g. One wheel indicating 600°C while all others less than 450°C implies brake binding or permanent brake
application on that wheel. Conversely, one wheel at or below 60°C whereas others beyond 210°C, implies potential loss
of braking on that wheel.

6. This checklist is not “Challenge and Response” type and is to be done silently.

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PARKING 1
CM1 CM2
ACCU Pressure – Check 3 Anti-Ice – OFF

Parked at Gate 2 Parking Brakes – ON 4 APU:

o Available – APU Bleed ON 5
Brake Pressure Indicator – Check o Not Available – EXT PWR ON
Engines Engine Master Switch – Both OFF 6 Engine Parameters – Monitor
Beacon – OFF
Cabin Crew – Advise on PA 7
Seat Belts – OFF
Slides – Check Disarmed
Misc. Do Items
Fuel Pumps – OFF
Exterior Lights – As Req. ATC – Standby
Brake Fan – OFF when not required
Confirm – Chocks in Place
Ground Contact
Parking Brake – As Required 8

Checklist

I IRS – Check Performance 9

Performance Monitoring F Fuel Quantity – Check 10
E ECAM – Check Status
Display Units Dim
Report 11 Severe Icing Conditions

1. Prior to performing this, consider “Ground Operations in Heavy Rain” (PRO-NOR-SUP-ADVWXR). In heavy rain,
water may enter the avionics ventilation system via the skin air inlet valve. EXTRACT Pb to OVRD will close the inlet
valve but will cause reduction in cooling. So, packs should be on for air-conditioning to compensate the cooling reduction.
2. On entering the apron, taxi speed should not exceed 5 knots & taxi lights OFF on final turn to parking stand.
3. In case of low pressure, chocks are required before engine 1 shutdown.
4. If one brake temperature is >500oC (or 350 with fans on), avoid parking brakes unless necessary.
5. Just before engine shutdown to avoid exhaust fumes.
6. No less than 3 minutes after high thrust operation. Check engine parameters decreasing.
7. "Cabin Crew Prepare for Arrival, Disarm Door Slides and Cross Check". In case of U/S APU and if there is any delay
in connecting the GPU, carry out disarming announcement before engine shutdown.
8. Release after chocks on, if one brake temperature above 300oC (150 with fans on). If necessary (slippery tarmac),
keep parking brake on. With a flat nose gear tire, keep parking brake on, to avoid aircraft yawing at brake release.
9. NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete). On MCDU POSITION
MONITOR page, read the deviation of each IRS position from the FMGC position and check that the value does not
exceed the limits mentioned in FCOM PRO-NOR-SOP-22, Parking Procedures (graph shown on the next page).
10. FOB + FU = Departure Fuel. If not (unusual discrepancy) then maintenance action is due. On terminating flights,
mention arrival fuel in tech log & time of this entry (min 5 minutes after engine shutdown for fuel quantity on gauges to
settle down) for fuel control monitoring (Circular Ref: FLTOPS/SI/10/FriApr192019).
11. Report severe icing conditions in logbook, requiring inspections of “engines fan acoustic panels” during walkaround.
In icing conditions with OAT < +3°C, record “Taxi in Time” in logbook for determining the remaining allowed taxi-out time
for the next flight.

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40
SECURING THE AIRCRAFT 1
CM1 CM2
Oxygen Crew Supply – OFF

Exterior Lights – OFF

Maintenance Bus – As required 4

Parking Brake – Check ON 2

Do Items APU – Bleed and Master switch OFF 5

ADIRS – All IR Mode Selectors OFF 3
Emergency Exit Lights and Signs – OFF

External Power – As Required

Battery – 1 & 2 OFF 6

Checklist 7

1. Prior to this, adverse weather supplementary procedures (PRO-NOR-SUP-ADVWXR) should be taken into account.

2. Keep it on to reduce the hydraulic leak rate.

3. To avoid damage to Rudder Travel Limit Unit mechanical stop, the SLATS/FLAPS should be retracted before all
ADIRS are set to OFF simultaneously. After ADIRS shutdown wait 10s before electrical shutdown, for ADIRS to
memorize the most recent data.

4. If ELEC power is required for servicing, set overhead MAINT BUS sw (FWD Cabin) ON, before setting a/c power off.

5. APU & Packs to be kept ON for disembarkation or if transit time is less than 2 hrs. If there are local restrictions or
GPU & AC van are available at no extra cost, APU will be shut down after GPU & AC van have been connected.

6. Wait till APU flap is closed (about 2 min after the APU AVAIL light goes out) otherwise it may cause smoke in the
cabin during the next flight. With batteries off and APU running, APU fire extinguishing is not available.

7. This checklist is “Read and Do” type.

POST FLIGHT EXTERIOR INSPECTION – BY CM2

Disclaimer: "A320 Normal Procedures" are personal notes of the undersigned for training only. These notes do not sanction
any pilot to violate his/her Company's Standard Operating Procedures, Aircraft Manuals or Manufacturer's
Recommendations.

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