vEZY FLIGHT CREW OPERATING MANUAL
vEZY FLIGHT CREW OPERATING MANUAL
vEZY FLIGHT CREW OPERATING MANUAL
VERSION 1.0
Effective: 1st September 2017
1.0 10/04/2016
10/04/16
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Table of Contents
1.0 General ......................................................................................................................................6
1.1 Introduction ....................................................................................................................................... 6
1.2 Definitions .......................................................................................................................................... 6
2.0 Normal Procedures ...............................................................................................................8
2.1 Operating Limitations .....................................................................................................................8
2.2 Standard Operating Procedures .................................................................................................9
2.2.1 General ............................................................................................................................................................ 9
2.2.1.1 Normal Checklist .......................................................................................................................... 9
2.2.1.2 Use of the Automatics ............................................................................................................ 10
2.2.1.3 Noise Abatement Procedures ................................................................................................ 11
2.2.2 Flight Preparation ........................................................................................................................... 14
2.2.2.1 Booking a Flight.......................................................................................................................... 14
2.2.2.2 NOTAMS ........................................................................................................................................ 14
2.2.2.3 Operational Flight Plan Check .............................................................................................. 14
2.2.3 Preliminary Cockpit Preparation ............................................................................................... 14
2.2.4 Cockpit Preparation Procedure.................................................................................................16
2.2.4.1 Panel Scan Sequence ............................................................................................................... 17
2.2.4.2 Overhead Panel .......................................................................................................................... 18
2.2.4.3 Centre Instrument Panel ......................................................................................................... 21
2.2.4.4 Pedestal ......................................................................................................................................... 21
2.2.4.5 FMGS Initialization (DIFSRIPP) ............................................................................................. 22
2.2.4.6 Glareshield.................................................................................................................................... 24
2.2.4.7 Instrument Panels ..................................................................................................................... 25
2.2.4.8 Take-off Briefing........................................................................................................................ 25
2.2.4.9 Emergency Briefing ................................................................................................................. 26
2.2.5 Before Pushback / Start ............................................................................................................. 29
2.2.6 Engine Start ..................................................................................................................................... 30
2.2.7 After Start ...........................................................................................................................................31
2.2.8 Taxi ...................................................................................................................................................... 33
2.2.9 Line Up ................................................................................................................................................37
2.2.10 Take-Off ............................................................................................................................................. 38
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1.0 General
1.1 Introduction
The existence of the vEZY SOP is essential in maintaining the safe operation of our fleet. Our OM
tries to provide a common language for individuals who opt for an ‘as real as it gets’ approach in
flight simulation. They describe the skills and knowledge required to realistically complete a normal
procedure, briefing or manoeuvre. The OM should not be so complex that it is difficult to follow.
Equally, they must provide a means for vEZY to ensure that regulations are complied with and
repetitive errors are eradicated.
These SOPs, together with its associated documents, have been developed in response to prompt
and accurate feedback from our virtual pilots, VATSIM controllers and real world pilots.
1.2 Definitions
PF Pilot Flying (Is in control of the Aircraft)
PM Pilot Monitoring (Monitors the Aircraft systems
and assists the PF)
CM1 The crew member occupying the left-hand
seat.
CM2 The crew member occupying the right-hand
seat.
Commander The Commander has overall responsibility for
the safe operation of the aircraft in flight.
Hereinafter, the definitions mentioned above will be used, including the Pilot Flying will be referred
to as the ‘PF’ and the Pilot Monitoring will be referred to as the ‘PM’. Although vEZY tries to simulate
the real-world airline operations the best it can, it is understood that the aircraft will not always be
operated by two crew members. Therefore, pilots operating the aircraft as a single pilot should do
their best to complete all PF and PM duties where possible.
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Dry
Damp
38 Knots 38 Knots
Wet
- Wet Ice
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Note 2: Local airport limitations supersede those described here. Where a lower crosswind
limit exists according to the airfield documentation, the more limiting of the
structural limits and local limitations will be used.
Note 3: When a Crosswind of greater than 20knots exists a rolling, take-off is strongly
recommended.
- Checklists used in the daily operation of the flight. The checklist is used to
confirm all flows and procedures by the crew have been successfully
completed.
The vEZY normal checklist is a controlled document with an effective date. All aircraft and
crew must be operating with the latest version of the Normal Checklist. The checklist is
called for by the PF stating, “BEFORE START CHECKLIST TO THE LINE”. The PM will action
the checklist by first reading the checklist title once again before reading the checklist
items. The Checklist is read in a challenge and response manner. For example, the PM will
read “COCKPIT PREP”. The PF will then read the response. “COMPLETE”. Some checklist
items require both crew to respond, in that situation the PF will respond first followed by
the PM.
The normal checklist is not a ‘TO DO’ checklist. The crew must have performed the
necessary flows and procedures before running the checklist.
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HDG – The Aircraft will maintain the selected heading as set on the FCU.
NAV – The Aircraft will fly to the next waypoint sequenced in the flight plan page of the
MCDU. If there is a discrepancy the aircraft will automatically revert to HDG mode and a
triple click will be heard to signify a downgrade in automation.
DES – The aircraft will fly a 3-degree descent profile from the calculated top of descent
(TOD). If the DES mode is engaged before reaching the calculated TOD then the aircraft
will maintain a 1000ft/min decent rate until the ‘ideal’ 3-degree profile is intercepted.
OP DES – The Auto thrust will command THR IDLE and the aircraft will pitch to maintain the
selected speed. OP DES also will disregard any altitude constraints preprogramed into the
flight plan.
CLB – The aircraft will maintain and fly the most efficient climb profile.
OP CLB – The aircraft will disregard any altitude constraints and climb at the aircrafts
designated climb thrust setting. THR CLB will be displayed on the FMA.
VS XXXXft/min – The aircraft will maintain the selected vertical descent rate. Note: If ALT is
not in blue (Armed) on the FMA, the aircraft will not intercept the selected altitude. In that
case DES or OP DES is recommended unless flying a selected approach.
TRACK – This function is only available if TRACK/FPA is selected on the FCU. The normal
Flight Directors will be replaced by a “Bird” to replicate the aircrafts flight path angle. Track
mode will maintain a constant horizontal flight path regardless of the wind or conditions.
FPA – The aircraft will fly the selected Flight Path angle. This mode replaces vertical speed
when the TRACK/FPA button is selected on the FCU. The units are degrees.
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Once you have decided on a destination to fly to and you have booked the flight, you will
be shown the flight details page. Here you can find the Call sign, Flight Plan route, Cost
Index, Flight Level, latest METAR/TAF.
2.2.2.2 NOTAMS
The Flight crew should examine the NOTAMs for any unserviceable nav. aids, closed
runways, downgraded approach capabilities that may affect the flight. To prevent damage
to the aircraft it is not recommended to depart from runways that have NOTAMs about
damage.
COCKPIT PREPERATION
ENG MASTERS CHECK OFF
ENG MODE SEL CHECK NORM
WEATHER RADAR OFF
L/G LEVER DOWN
BOTH WIPER SELECTORS OFF
BAT CHECK/AUTO
EXT PWR ON
APU FIRE CHECK/TEST
APU AS RQRD
WHEN APU AVAIL (IF APPLICIBLE)
EXT PWR AS RQRD
COCKPIT LIGHTS AS RWRD
ECAM RCL PB PRESS
ECAM OXY PRES/HYD QTY/ENG OIL CHECK
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Checking that the Weather Radar Power Supply is OFF, the WINDSHEAR selector is OFF
and the GAIN knob is set to AUTO/CAL. Set the TILT to +5.0 for Take Off.
- BAT – CHECK/AUTO
Switch BAT 1 and 2 ON. The OFF lights do not illuminate until at least one battery is on or
EXT PWR is connected.
- EXT PWR – ON
If the AVAIL light is illuminated on the overhead panel, select the EXT PWR to on.
Check that the APU switch is IN and GUARDED. Check the agent lights are not illuminated.
Press the Fire Test button. The Switch should illuminate RED and the AGENT and DISCH
light should be on. Check the CRC (Continuous Repetitive Chime) is heard and the Master
Warning Light is illuminated on both sides of the glare shield. An ECAM APU FIRE should be
show on the lower ECAM display.
- APU – AS RQRD
The vEZY policy is that the APU is started 10 minutes before push back. The APU uses fuel
and makes lots of noise. Most airports have strict regulations on when the APU can be
started and when it should be shut down. The use of EXT PWR is advised wherever
possible.
Set the cockpit lighting as desired. The DOME light should be ON as it is the only light
source in the EMER ELEC configuration. The DOME should be set to DIM for take-off.
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The button needs to be pressed for 3 seconds or more. It will recall any cleared ECAM
items from the previous sector.
The Oxygen level refers to the CREW oxygen quantity which can be found on the DOOR
ECAM PAGE. On the HYD ECAM PAGE check that the hydraulic quantities are within the
min and max levels on the indications. Check the ENG ECAM PAGE for the ENG Oil
quantities. The Minimum amount of ENG OIL to dispatch is 9.5qts + 0.5 per 30minutes of
flight time.
Check that the flaps are retracted and the commanded flap lever position matches the
EWD indications on the upper ECAM.
- PARKING BRAKE – ON
Check the parking brake handle is SET, on the centre pedestal and that ‘PARK BRAKE ON’ is
displayed on the EWD (Engine Warning Display) on the UPPER ECAM.
Check that that the ACCU PRESS is in the green band. If it is not in the green band then the
YELLOW ELEC PUMP can be switched on. NOTE: THIS PRESSURIZES THE HYDRAULIC
SYSTEM. MAKE SURE THE AREA IS CLEAR.
PF PM
OVERHEAD PANEL
ALL WHITE LIGHTS EXTINGUISH AIRFIELD WEATHER OBTAIN
RCDR GND CTRL ON DEPARTURE CLEARANCE OBTAIN
CVR TEST
EVAC CAPT
ADIRS NAV
EXTERIOR LIGHTS AS RQRD
SIGNS SET
PROBE/WINDOW HEAT AUTO
LDG ELEV AUTO
PACK FLOW AS RQRD
PACK 2 AS RQRD
BAT CHECK
FUEL PUMPS ON
ENG FIRE CHECK/TEST
AUDIO SWITCH NORM
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Loudspeaker – ON
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- EVAC - CAPT
Set the switch to CAPT. This allows the evacuation command to only be
commanded from the flight deck. The Cabin Crew can command an evacuation
from the Forward Attendant Panel, however in CAPT, no audio evacuation
command will be heard in the cabin if commanded from the cabin crew.
STROBE – AUTO
BEACON – OFF
WING – OFF
NAV – POS 1 / 2
- SIGNS – SET
Set the following:
NO SMOKING – AUTO
- PACK 2 – AS RQRD
Switch PACK 2 OFF unless abnormally hot and humid conditions exist that require
two pack operations.
- BAT – CHECK
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BAT 1 + 2 – OFF
BAT 1 + 2 – ON
Check the Amps on the ELEC page to not exceed 60A within 10ses.
- FUEL PUMPS – ON
Switch all fuel pumps ON EXCEPT the CTR FUEL PUMPS if fuelling is not complete.
Check that both ENG 1 and ENG 2 FIRE Push Buttons are IN and
GUARDED.
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Check that no circuit breakers are out of position and that all guarded maintenance
switches are guarded.
- CLOCK – SET/ADJUST
Check / Select GPS is set. Check time and if necessary, adjust to UTC time. Zero
the CHRONO.
2.2.4.4 Pedestal
- ACP 1 – CHECK
Set the following on the ACP. Repeat these steps for ACP 2.
VHF 1 – LISTEN
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IRS ALIGN (On some older Models IRS ALIGN needs to be Selected)
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- FLIGHTPLAN (F-PLN)
Manually enter the route and check against Charts/ND PLAN Mode and Flight Plan.
The Following needs to be entered:
EOSID (This is a route which takes you to a nearby nav. aid to hold with
a return to the original airfield in case of an ENG FAIL)
NEXT SECTOR (If it is a short sector, prepare the next sector in the SEC
F-PLN).
ALTN/TIME (If you have not entered an alternate routing from your
destination to your alternate, manually enter the ALTN fuel here from
the flight plan. This will give accurate EXTRA fuel indications)
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- PROG
On the PROG page check the following:
Cruising Level and OPT Level match expected levels from Flight Plan.
GPS Primary
Bearing and Distance from Runway Threshold (in case of the need for
an immediate return, such as an inextinguishable engine fire, the
bearing and distance from the runway threshold can be very useful.)
- PERFORMANCE (PERF)
On the PERF page enter the NADP Procedure at the THR RED/ACC. If the airport
elevation was 340ft and the airport operated NADP 2 departures, the THR
RED/ACC would read “1340/1340”. If the Airport operated NADP 1 departures, the
THR RED/ACC would read “1340/3340”.
Additionally, check the ENG OUT ACC is 1000ft AAL. Such as 1340ft in the example
above.
V Speeds are entered after both pilots have checked the LOAD/TRIM Calculations.
Note: In AEROSOFT’s AIRBUS. Entering “ 1 / “ in the THS section of the PERF page
automatically enters the V Speeds from the given Gross Weight.
ALTIMETERS – CHECK
Check the barometric reading on all 3 altimeters. There should be a discrepancy no
bigger than 25ft when on the ground.
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- LOUDSPEAKER – AS RQRD
- PFD – CHECK
Check that the PFD/ND have not be swapped. Check for correct ‘picture’.
- ND – CHECK
Cross check ND indications with standby compass. Check the initial heading/track
matches what is expected.
The take-off briefing is for the PF to inform the PM how he intends to fly the
aircraft in Normal and Abnormal situations. Before starting the briefing both pilots
should have individually familiarized themselves with what has been entered in the
MCDU. The briefing should be interactive and open questions should be asked. The
take-off briefing conforms with a structure of WANT, DATA, NIT-A, INIT-B, “TOP-
HAT”. Top-Hat refers to the order in the way we brief the different pages of the
MCDU.
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DATA – A/C Status Page. (Variant, Engine Model, Database Cycle, PERF Factor)
INIT B – Fuel Amount (Matches the Upper ECAM), TOW is above/below MLW?
TOPHAT:
PROG – Cruising Level, Optimum Level, Max Rec Level, GPS Primary, NAV
Accuracy High, Bearing and Distance from Threshold.
FUEL PRED – Check the EFOB at destination is above CNR on Flight Plan.
Check Extra amount and Alternate Fuel is as expected.
SEC F-PLN – Confirm intentions of the SEC F-PLN. EOSID, Next Sector etc.
Discuss Taxi routings and OETD intentions. Once the briefing is complete, it is good
airmanship to ask the other crew member has any questions.
Emergency Evacuation
The Emergency briefing shall be conducted by the crew member who will be Pilot
Flying for the sector. An emergency briefing needs to be carried out on the First
sector of the day and any other sector this has noteworthy actions in the event of a
failure during the take-off or after take-off. In the event of a RTO the captain will
assume control with the words “STOP”.
PF - “Between 100knots and V1 we will only stop for the following items:
ANY FIRE
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ENGINE FAILURE
PF – “As Captain I / you will decide and shout “STOP” and your actions will be….”
CALL “STOP”
ONCE THE A/C HAS STOPPED I WILL SET THE PARKING BRAKE.
PF – “After V1 the take-off will continue. If an engine has failed, you will call ENGINE
FAILURE but not identify which engine has failed. I will rotate slower than normal
towards 12.5 degrees. The only actions below 400ft AGL will be to raise the gear
once a positive rate of climb exists. Remind me that TOGA thrust is available if we
have performed a FLEX take-off.
Once the aircraft is safely climbing away I will add rudder trim until minimal rudder
input is required, then engage the autopilot and pull HDG to maintain runway
heading.
Above 400ft AGL I will say “Read ECAM”. You will read the title of the ECAM item.
Once I am happy that the failure exists I will call “My Radio’s, ECAM actions”. You will
then read the ECAM item title once more before executing the ECAM steps. The
ECAM actions are complete and the engine is ‘secure’ in the following conditions:
ENG FIRE – Once the Fire is out or both fire agents have been fired.
ENG FAIL (With Damage) – Once the FIRE PB is pressed and at least
one fire agent is fired.
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Once the engine is ‘secure’ and we are above 1000ft AGL I will push VS on the FCU
to level off. We will then accelerate and once above ‘S’ speed retract the flaps to 0.
Approaching ‘Green Dot’ speed I will pull ALT for OP CLB and select an altitude
above MSA.
I will then ask you to inform ATC and continue all ECAM items until the actions are
complete. Once all items are complete you will say “ECAM Actions complete, my
radios”.
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PF PM
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Note: Engine 1 is normally started first. The decision to perform a OETD (One Engine Taxi
Departure) can be made as late as until the start of the push.
ENGINE START
PF PM
ENG START MONITOR
ENG MODE SEL IGN/START
START ENG 1 ANNOUNCE
ENG 1 MASTER ON
ENG IDLE PARAMETERS CHECK
REPEAT PROCESS FOR ENG 2 START
- ENG MASTER – ON
Wait until all amber crosses on the upper ECAM are gone before selecting the ENG
master to ON.
The ENG Start Process is complete when the GREY N2 Background disappears.
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PF PM
ENG MODE SEL NORM
APU BLEED OFF
APU MASTER OFF (IF NO OETD
ANTI ICE AS RQRD
Y ELEC PUMP ON (IF OETD)
GND SPLRS ARM
RUD TRIM ZERO
FLAPS SET
PITCH TRIM SET
IF NO OETD
ECAM STATUS CHECK ECAM STATUS CHECK
GROUND CREW CLEAR TO DISCONNECT
AFTER START CHECKLIST
IF OETD
GROUND CREW CLEAR TO DISCONNECT
If continuous ignition is required for take-off the ENG MODE selector will need to be
recycled before switching from START to IGN.
If possible, the engines should be running at idle or near idle for 3 minutes - to
prevent thermal shock and to extend the life of the engines - before the take-off is
performed.
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Icing conditions exist when the OAT is less than 10ºC and there is visible moisture
present. (Rain, Snow, Clouds, Fog, Sleet, Standing Water, Slush)
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2.2.8 Taxi
The Pilot Flying (PF) will perform the taxi unless the commander decides otherwise for operational
reasons.
PF PM
TAXI CLEARANCE OBTAINED TAXI CLEARANCE OBTAIN
NOSE LIGHT TAXI
PARKING BRAKE OFF
THRUST LEVERS AS REQUIRED
BRAKES CHECK
IF OETD AT A SUITABLE POINT (STRAIGHT LINE)
ENG 2 START ANNOUNCE ANNOUNCE
Y ELEC PUMP OFF
APU BLEED ON
ENG MODE SEL IGN/START
ENG 2 START ANNOUNCE
CHRONO START
ENG MODE SEL NORM
APU BLEED OFF
APU MASTER OFF
ANTI ICE AS RQRD
ECAM STATUS CHECK
ECAM STATUS CHECK
AFTER START CHECKLIST
IN ALL CASES
FLT CTL CHECK FLT CTL CHECK
AUTO BRAKE MAX
FD’S CHECK ON
FCU ALT/HDG SET
WEATHER RADAR ON/AUTO
ATC CODE CONFIRM
TO CONFIG TEST
PEDS BRIEFING REQUEST
PEDS BRIEFING COMPLETE
BEFORE TAKE-OFF CHECKLIST DOWN TO THE LINE
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Switch the Taxi light to ON. During night time operations RWY TURN OFF lights
may be used also.
- BRAKES – CHECK
Once the aircraft starts moving, check that the aircraft slows down when the brake
pedals are pressed.
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During the Rudder check the PM will rest is feet on the rudder pedals and “follow
through” the check with PF.
The PM will then complete the above checks using his/her side stick but silently.
The rudder check is not performed again by the PM.
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o PERFORMANCE:
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2.2.9 Line Up
PF PM
APPROACH PATH CLEAR CHECK
APPROACH PATH CLEAR CHECK
LIGHTS AS RQRD
PACKS OFF
ANTI ICE AS RQRD
ATC TA/RA
BRAKE FANS OFF
BEFORE TAKE-OFF CHECKLIST BELOW THE LINE
STROBES – ON
LANDNIG LIGHTS – ON
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2.2.10 Take-Off
Take-off
PF PM
ANNOUNCE TAKE-OFF
BRAKES RELEASE
CHRONO START CHRONO START
THRUST LEVERS TOGA/FLEX
THE CAPTAIN PLACES HAND ON THRUST LEVERS UNTIL V1
DIRECTIONAL CONTROL USE RUDDER
PFD/ND SCAN
FMA ANNOUNCE PFD/ND CHECK
-BELOW 80KT N1 CHECK
ANNOUNCE THRUST SET
PFD/ND SCAN
PARAMETERS
*AT 100 KT ANNOUNCE ONE HUNDRED KNOTS
ANNOUNCE CHECKED
*AT V1 ANNOUNCE V1
*AT VR ANNOUNCE ROTATE
ROTATION PERFORM
*WHEN V/S POSITIVE ANNOUNCE POSITIVE CLIMB
LDG GEAR UP ORDER LDG GEAR UP SELECT
AP AS RQRD
FMA ANNOUNCE
-AT THR RED ALT:
THRUST LEVERS CL
FMA ANNOUNCE PACK 1 AND 2 ON
*AT ACCEL ALT
FMA ANNOUNCE
*AT F SPEED:
FLAPS 1 ORDER FLAPS 1 SELECT
*AT S SPEED:
FLAPS 0 ORDER FLAPS 0 SELECT
GND SPOILERS DISARM
EXTERIOR LIGHTS SET
SEAT BELT SIGNS CYCLE
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cycles the seat belts sign OFF and ON to release the cabin crew.
LAND LIGHTS..................................................................................... RETRACT
BRAKES ..............................................................................................RELEASE
THRUST LEVERS ..........................................................................FLX or TOGA
• The PF rapidly increases thrust to about 70% N1 then progressively to reach
take-off thrust by 40kts ground speed, while maintaining sidestick full forward
up to 80 kt.
Release the sidestick gradually to reach neutral at 100 kt.
• Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his/her
hand on the thrust levers until the aircraft reaches V1.
Note: ENG SD page replaces WHEEL SD page on the ECAM lower display.
DIRECTIONAL CONTROL............................................................USE RUDDER
At 130kts (wheel speed), the connection between nose-wheel steering and the
rudder pedals is removed. Therefore, in strong crosswinds, more rudder input will
be required at this point to prevent the aircraft from turning into the wind.
CHRONO .................................................................................................. START
PFD/ND................................................................................................ MONITOR
Check the Flight Mode Annunciator on the PFD.
FMA ..................................................................................................ANNOUNCE
PF will announce FMAs:
• SRS.
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After Take-off
PF PM
APU AS RQRD
BLEED/MASTER
SWITCH
ENG MODE SEL AS RQRD
ANTI ICE AS RQRD
Climb
PF PM
MCDU PERF CLB MCDU FLT. PLAN
FCU/FMGS SET IF AP ON FCU/FMGS SET IF AP OFF
ENG ANTI ICE AS RQRD
RADAR TILT ADJUST
*LATEST AT TRANSITION
ALTITUDE:
SET STD ANNOUNCE BARO REF PULL
BARO REF PULL ALTIMITER CHECK ANNOUNCE
ALITIMITER CHECK ANNOUNCE
*BY 10.000 FT:
*AT 10.000 FT LAND LIGHTS RETRACT
SEAT BELT AS RQRD
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2.2.13 General
Below FL100/10,000ft and during periods of high workload cockpit activity and
conversation will be limited to those actions and statements appropriate to the
safe conduct of the flight. Below FL100 both pilots will have their seats adjusted to
the manual flight handling position.
PF will call all FMA changes and new selected altitudes
e.g.: “THR CLB/OP CLB FL 250 BLUE”.
PM will check own side FMA and respond: “CHECKED”
2.2.14 Cruise
Cruise
PF PM
ECAM MEMO/SYS PAGES REVIEW OFP COMPLETE
FLIGHT PROGRESS CHECK FLIGHT MONITOR
PROGRESS
FUEL MONITOR ACARS DELAY, COMPLETE
SVC MSG, (AS
REQ)
NAV ACCURACY CHECK
RADAR ALT ADJUST
CABIN TEMP MONITOR
Descent Preparation
PF PM
LDG ELEV CHECK LANDING CONFIRM
PERFORMANCE
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FMGS PREPARE
GPWS LDG FLAP 3 AS RQRD
APPR BRIEFING PERFORM FMGS CHECK
DESCENT OBTAIN
CLEARANCE
ANTI ICE AS RQRD
A speed limit of 250kts below 10000ft is the defaulted speed, in the managed
speed descent profile. The flight crew may delete or modify it if necessary or
desired on the VERT REV at DEST page. 250kt must not be exceeded outside of
Class A or C airspace except under ATC instruction.
Enter the QNH, temperature, and wind at destination. In accordance with QRH
FPE-IFL VAPP Determination Without Failure may be increased to a maximum
value of VLS + 15kts in the case of strong or gusty crosswind greater than 20 kt.
Landing performance must be checked to consider the speed increment.
During the approach, if the VAPP < VLS + 3 then the VAPP should be corrected to
make VAPP = VLS + 5.
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Crew should check the landing performance prior to briefing and ensure that:
• FLAP 3* is selected in the LDG CONFIG of the PERF APP page.
• that the GPWS LDG FLAP 3 pb is selected ON.
Whenever landing performance is limited FULL FLAP and Full Reverse should be
used.
• Flap 3 landing will reduce noise on the approach and save fuel.
• In the case of a Flap 3 approach the landing checklist is actioned after the
selection of Flap 3 and the landing memo is available on ECAM.
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FLIGHT CREW OPERATING MANUAL VERSION 1.0
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2.2.16 Descent
Descent
PF PM
DESCENT INITIATE
DESCENT MONITOR ECAM STATUS CHECK
SPEEDBRAKES AS RQRD ENG MODE SEL AS RQRD
RADAR TILT ADJUST
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APPROACH C/L
By 10,000 ft:
EFIS OPTION CSTR EFIS OPTION CSTR
LS push button AS RQRD LS push button AS RQRD
NAV ACCURACY CHECK LAND LIGHTS AS RQRD
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FLIGHT CREW OPERATING MANUAL VERSION 1.0
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2.2.17 Approach
Approach General
PF PM
At green dot:
FLAP 1 OREDER
FLAP 1 SELECT
Beginning of Radio
Altimeter
RAD ALT LIVE CONFIRM
At 2,000ft above TDZE
min.
FLAP 2 ORDER
FLAP 2 SELECT
When at Flap 2: LDG GEAR LEVER SELECT DOWN
LDG GEAR DOWN
ORDER
AUTO BRAKE AS RQRD
GRND SPOILERS ARM
EXTERIOR LIGHT AS RQRD
When L/G down, below
VFE:
FLAP 3 ORDER
FLAP 3 SELECT
FLAP FULL ORDER
FLAP FULL SELECT
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Secondary Flt Plan – Copy of Active Flt Plan with a revision for the landing runway
and relevant airfield data.
The instrument approach is flown with APPR Mode engaged for an ILS if
applicable, Gear Down, Flaps 3, A/THR and both APs engaged and FDs on.
Normal instrument approach operating procedures are used up to the point where
the aircraft levels at MDA/H. For landing in CONF. 3 following a circling approach fly
a selected speed to maintain F speed until established on final for the landing
runway.
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FLIGHT CREW OPERATING MANUAL VERSION 1.0
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Equipment Required
• 1 FMS.
• 1 GPS or 2 DME to update FM position.
• Additional requirement if indicated on the approach chart.
Descent Preparation
For approach data insertion in the FMS, keep the BARO/MDA field empty on the
PERF APPR Page.
Descent
For RNAV VISUAL approaches requiring GPS, check that GPS PRIMARY is
available on at least 1 FMS.
Final Approach
The flight crew must disconnect the AP at the latest at the Minimum Use Height
of the AP.
Method
• The autopilot is not used.
• Both FDs are OFF.
• FPV use is recommended.
• A/THR use is recommended with managed speed.
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FLIGHT CREW OPERATING MANUAL VERSION 1.0
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Bear in mind the possible risk of optical illusions due to hindered night vision.
The flight plan selected on the MCDU should include the selection of the landing
runway. The downwind leg may also be part of the flight plan. This may be a useful
indication of the aircraft position in the circuit on the ND. However, visual
references must be used.
The speed trend arrow and FPV help the flight crew make timely and correct thrust
settings (if in manual thrust), and approach path corrections. Avoid descending
through the correct approach path with idle thrust. (Late recognition of this
situation without a prompt thrust increase may lead to considerable speed decay
and altitude loss.)
Avoid any tendency to “duck under” in the late stages of the approach.
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Landing
PF PM
At 20ft: CHECK
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A320
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A320
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2.2.25 Go-around
Go Around
PF PM
THRUST LEVERS TOGA
ROTATION PERFORM
FMA ANNOUNCE
THRUST LEVERS CL
At GA accel. altitude:
After Landing
PF PM
LAND LIGHTS RETRACT
STROBE LIGHTS AUTO
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be observed.
Note: 1. After landing, the thrust reversers are to be stowed and idle forward
Three minutes is to be timed from the selection of idle
reverse thrust (the cooling time is valid at any time the engine is
2. The PM will then action the required items, with confirmation from
the PF, including the ‘At parking’ items.
The final decision to taxi in on a single engine will remain with the Commander
after compliance with the restrictions above and with due consideration to aircraft
Crews should be aware of possible high-power requirement (>40% N1) with high
No less than 3 minutes after high thrust operations, and when taxiing in a straight
line:
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temperature.
Brake fans should be used to manage brake temperatures, ideally brake fan
selection should be delayed for around 5 minutes (to allow thermal stabilisation)
or done just before stopping on the gate (to prevent blowing carbon brake dust on
2.3.0 Parking
Parking
CM1 CM2
PA “CABIN
CREW DISARM
DOORS FOR
APPROACHING STAND… ARRIVAL”
ANTI ICE OFF
APU BLEED ON
PARKING BRAKE ACCU
PRESS CHECK Y ELEC PUMP OFF
PARKING BRK ON
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CM1 CM2
DU’s DIM
ADIRS OFF
OXY CREW SUPPLY OFF
EXTERIOR LIGHTS OFF
APU BLEED OFF
APU MASTER SW OFF
EMER EXIT LIGHT OFF
NO SMOKING OFF
EXT PWR AS RQRD
EXT PWR AS RQRD
BAT 1 + 2 OFF
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All actions performed on the FCU and MCDU must be checked on the PFD and
ND (e.g. “FL 360 Blue“ “FL 150 Magenta”). Ensure that the correct FCU knob is
Set
The “SET” command means using an FCU knob to set a value, but not to change
Example:
• “SET FL __”.
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Manage/Pull
The “MANAGE” command means pushing an FCU knob to engage, or arm, a
The “PULL” command means pulling an FCU knob to engage, a selected mode
or target. Example:
Arm
The “ARM __” command means arming a system by pushing the specified FCU
ON/OFF
The simple ON or OFF command is used for the Autopilot, Flight Directors,
FMA
All armed modes are announced by calling out their associated colour (blue,
All active modes are announced without calling out the colour (green, white), e.g.
“NAV”, “ALT”.
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Altitude
The PM calls out “ONE THOUSAND TO GO” when passing 1000 ft before the
When PF sets the FCU altitude below the relevant Safety Altitude and announces
the altitude set from the FMA, PM responds with “CHECKED – BELOW SAFETY
ALTITUDE”.
acknowledgement.
“I HAVE CONTROL” is either the command that the other pilot is to pass control
and assume PM duties; or the acknowledgement by the other pilot that he has
assumed PF duties. In the abnormal case of taking over during manual flight this
“YOU HAVE CONTROL” is either the command that the other pilot is to take
control and assume PF duties; or the acknowledgement by the other pilot that he
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