Tutorials
February 2019
Reasons for Change
February 2019
•
•
•
Minor changes, to comply with the revision of the Flight Ops manuals.
Update of following tutorials:
• “2D approach”: On illustrations of PDF, FD bars are replaced by Flight
Path Director.
• “All Engine Flameout”: Removal of animation to ease the conversion to
PDF format.
• “Ground Speed Mini Function”: The description of the IAS target
computation is improved. A note, which highlights A320neo specificity,
is added.
• “Emergency Descent”: Removal of inappropriate illustrations of EWD
and ECAM Pages.
• “Unreliable air speed situation”: Introduction of the Reversible BUSS (If
Installed).
Introduction of the cockpit panels.
A320/A330
CLICK TOUEDIT
MTUTORIALS
ASTER TITLE STYLE
SE OF
The objective is to provide a good mental picturing before
a training exercise
When and how to use
tutorials
i
Navigation
i
Organization
of the Tutorials
i
Preventing identified
Risks (PIR)
i
XFTDN1USETUTO01 – OCT 2018
A320/A330
CLICK TOUEDIT
MTUTORIALS
ASTER TITLE STYLE
SE OF
The objective is to provide a good mental picturing before
a training exercise
When and how to use
tutorials
i
Navigation
i
Organization
of the Tutorials
i
Preventing identified
risks
i
XFTDN1USETUTO01 – OCT 2018
LICK
TO HOW
EDIT TO
MASTER
TITLE
STYLE
WC
HEN
AND
USE THE
TUTORIALS
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted if needed by the
tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.
Tutorials are used to assist debriefing after the session as required.
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LICK
TO HOW
EDIT TO
MASTER
TITLE
STYLE
WC
HEN
AND
USE THE
TUTORIALS
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted if needed by the
tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.
Tutorials are used to assist debriefing after the session as required.
BACK
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MASTER TITLE STYLE
NAVIGATION
Several buttons are used to navigate through the different pages of the tutorial.
The buttons are:
BACK
i
The BACK button is used to go back one step.
The i button is used to open an information page.
SOP
The SOP button is used to open a Standard Operating Procedure (SOP) page.
PROC
The PROC button is used to open a procedure (normal or abnormal) page.
NEXT PREV
The NEXT and PREV buttons are used to navigate within a procedure that is on
more than one page.
FLOW
The FLOW button is used to open an action flow page.
CALLOUTS
The CALLOUT button is used to open a callout page.
GOLD
The GOLD button is used to page with a reminder of the Golden Rules.
BACK
COLICK
TO EDITOF
MASTER
TITLE STYLE
RGANIZATION
THE TUTORIALS
– 1/3
Main slide
Slides must be read from top to bottom and from left to right.
Title of the Tutorial
Procedure steps
Complementary
information
Illustration
of the situation
Indication that the Tutorial
contains memory items
NEXT
COLICK
TO EDITOF
MASTER
TITLE STYLE
RGANIZATION
THE TUTORIALS
– 2/3 PREV NEXT
Procedure slide
Title of slide
Condition or information
Action
Callout
Link to more
information
Memory item
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TO EDITOF
MTHE
ASTER
TITLE STYLE
RGANIZATION
TUTORIALS
– 3/3 PREV
Information slides
Title
BACK button
Information
Title
Information box
BACK button
BACK
PREVENTING
CLICK
TO EDITIDENTIFIED
MASTER FROM
TITLERISKS
STYLE
(Refer to FCTM for definition and PIR list)
Possibility of injury to the
ground personnel.
Possibility of damage to the
aircraft.
Possibility of injury to
passengers.
The navigation may be
affected.
It may not be possible to
complete the initial flight.
The handling or control of the
aircraft may be affected.
BACK
A320/A330
FIRST FFS
FFS SAFETY EQUIPMENT
i
FFS COCKPIT FACILITY
i
XFTDO1FRSTFFS01 – OCT 2018
IRST E
FFS
FFS SFAFETY
QUIPMENT
 Emergency Stop
 Fire extinguishers
 Escape ropes
 Torch
BACK
FOCKPIT
IRST FFS
FFS C
FACILITY
 Seat, pedal and armrest adjustments:
• Seat
i
• Pedal
i
• Armrest
i
 Sliding table
 Cockpit lights
 Oxygen masks
 Hand mike, headset, RMP, ACP
BACK
FOCKPIT
IRST FFS
FFS C
FACILITY
SEAT ADLUSTMENTS
BACK
 Move the pedals full forward.
 Move the seat full forward
(Use either mechanical or electrical controls. Get familiar with both.).
 Adjust the seat vertically and horizontally according to sidestick position.
 Both surfaces must be visible by just looking up
and down.
EYE
REFERENCE
PANEL
FOCKPIT
IRST FFS
FFS C
FACILITY
PEDAL ADLUSTMENTS
 Put your feet “inside” the pedals.
 Apply full deflection of the pedal, then apply full
braking action.
 The leg should be almost fully extended at this point,
but there should not be any body movement or sliding
on the seat to achieve that position.
BACK
FOCKPIT
IRST FFS
FFS C
FACILITY
ARMREST ADLUSTMENTS
BACK
HEIGHT ADJUST: Button A
PITCH ADJUST: Button B
HEIGHT
INDICATION
PITCH
INDICATION
1
When your seat is adjusted:
• Position your arm like shown on the picture 1, slide it forward without
moving your wrist.
2
• If the armrest is correctly positioned, your hand should come naturally
around the side stick as shown on picture 2.
CLICK TO EDIT
MASTER
TITLE STYLE
GOLDEN
RULES
GOLDEN RULE #1
Fly, Navigate, Communicate
i
In that order, with the appropriate tasksharing.
GOLDEN RULE #2
Use the appropriate level of automation
at all times.
i
GOLDEN RULE #3
Understand the FMA at all times.
i
GOLDEN RULE #4
Take actions if things do not go as
expected.
i
A320/A330
XFTDN1GOLDRUL01 – OCT 2018
CLICK
TO
MASTER
TITLE STYLE
#1 F
LY,EDIT
NAVIGATE
, COMMUNICATE
BACK
Fly! Navigate! Communicate! The flight crew must perform these three actions in sequence and must use
appropriate task sharing in normal and abnormal operations, in manual flight or in flight with the AP engaged.
Fly the aircraft (Pitch, bank, airspeed, thrust, sideslip, heading, etc...)
 Achieve and maintain desired targets and flight path.
PM
Actively monitor the flight parameters
 Call out any excessive deviation.
Communicate
Navigate
Fly
PF
Situational awareness
Know where you
are...
Cabin Crew
Know where you
should be...
Know where you
should go...
Flight Crew
PF
PM
Know where the
weather, terrain and
obstacles are...
ATC
Ground crew
To ensure good communication, the flight crew should use standard phraseology and the
applicable callouts.
Always keep in mind the key message: Fly the aircraft! Fly the aircraft! Fly the aircraft!
#2 USE THE APPROPRIATE LEVEL OF
CLICK
TO EDIT MASTER TITLE STYLE
AUTOMATION AT ALL TIME
To use the appropriate level of automation at all times, the flight crew must:
Determine and select the appropriate level of automation, that can include manual flight.
Understand the operational effect of the selected level of automation.
Confirm that the aircraft reacts as expected.
BACK
C#3
LICK
TO EDIT MTHE
ASTER
UNDERSTAND
FMATITLE
AT ALLSTYLE
TIME
To ensure correct situational awareness at all times, the flight crew must:
Monitor the FMA.
Announce the FMA.
Confirm the FMA.
Understand the FMA.
BACK
#4 TAKE ACTIONS IF THINGS DO NOT
CLICK
TO EDIT MASTER TITLE STYLE
GO AS EXPECTED
If the aircraft does not follow the desired flight path, or the selected targets.
Take action !
PF
Change the level of automation
• Managed guidance  Selected guidance,
or
• Selected guidance  Manual flying.
PM
• Communicate with the PF
• Challenge the actions of the PF, if
necessary
• Take over, if necessary.
BACK
A320
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MASTER
TITLE STYLE
FLOW
PATTERNS
COCKPIT PREPARATION – OVHD PANEL
FLOW
DESCENT 10 000 ft
FLOW
COCKPIT PREPARATION – CTR INST PANEL
FLOW
AFTER LANDING
FLOW
COCKPIT PREPARATION – PEDESTAL
FLOW
EMERGENCY DESCENT
FLOW
COCKPIT PREPARATION – FINAL CKPT PREP
FLOW
REJECTED TAKEOFF
FLOW
AFTER START
FLOW
TAXI
FLOW
BEFORE TAKEOFF
FLOW
AFTER TAKEOFF
FLOW
CLIMB 10 000 ft
FLOW
DESCENT – FMS PREPARATION
FLOW
APPROACH BRIEFING
FLOW
REV14
EFTDB0FLOWPAT01 – OCT 2018
COCKPIT
PREPARATION
–PATTERNS
OVERHEAD
PANEL
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TO EDIT
MASTER
TITLE
STYLE
A320
FLOW
NEXT
BACK
MAINT PANEL…CHECK
PF
1
2
3
AUDIO SWITCHING…NORM
PA…RECEPT
During the scan sequence,
extinguish all white lights.
ENG FIRE..CHECK/TEST
MAINTENANCE panel
ALL LIGHTS…….CHECK OFF
* ALL IR MODE sel…NAV
ELEC PANEL……..CHECK
BAT………….…..…CHECK
CAPT & PURS/CAPT…AS
RQRD
* PACK FLOW….AS RQRD
CVR TEST pb...PRESS
*RCDR GND CTL…ON
VENT…CHECK
LDG ELEV………………….AUTO
PROBE/WINDOW HEAT…AUTO
STROBE ….…………..….…AUTO
BEACON ……………….……. OFF
REMAINING EXT LT … AS RQRD
 If secured stop or flight crew
change: Perform all actions
 Otherwise (transit stop) perform
only actions marked by * in QRH
* SIGNS …..... ON/AUTO
* EMER EXIT LT … ARM
PREPARATION
CENTER INSTRUMENT
PANEL
CCOCKPIT
LICK TO
EDIT M– ASTER
TITLE STYLE
PREV NEXT BACK
PF
*ISIS..……CHECK
1
3
*A/SKID & NW STRG sw........ON
2
*CLOCK..……CHECK/SET
COCKPIT
PREPARATION
– PEDESTAL
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EDIT
MASTER
TITLE STYLE PREV NEXT BACK
PF
2
SWITCHING PANEL... NORM
1
ACP.........CHECK
* ATC.....SET/STBY
*THRUST levers...IDLE
*ENG MASTER sw....OFF
*ENG MODE sel ……....NORM
CKPT DOOR......CHECK
* PARK BRK......AS RQRD
GRAVITY GEAR EXTN .........CHECK STOWED
3
PREPARATION
– FINAL
COCKPIT
PREPARATION
CCOCKPIT
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EDIT M
ASTER
TITLE
STYLE PREV NEXT BACK
FINAL COCKPIT
PREPARATION
When both pilots are seated:
PM
PF
FMS PREPARATION…………….CHECK
EFB / MCDU GREEN DOT......COMPARE
GLARESHIELD
1
CM1
1
PF
SOP
CM2
1
2
LATERAL
CONSOLES
INTRUMENT PANELS
SOP
2
PF
2
START
CLICK TO EDITAFTER
MASTER
TITLE STYLE PREV NEXT BACK
PF
PM
2 APU BLEED
3
WING ANTI-ICE 4
ENG ANTI-ICE
5
APU MASTER-SWITCH
6 STATUS 5
4 PITCH TRIM
ENG MODE SEL
1
GROUND
SPOILERS
1
2
3 FLAPS
RUDDER
TRIM
CLICK TO EDIT MTAXI
ASTER TITLE STYLE PREV NEXT BACK
PM
4
T.O MEMO
6
T.O CONFIG
5
RADAR / PWS
1
AUTO-BRAKE
3
TERR ON ND
2
ATC
BEFORE
TAKEOFF TITLE STYLE PREV NEXT BACK
CLICK TO EDIT
MASTER
PM
7
PACK 1 + 2
Performing this flow pattern and when appropriate:
APPROACH PATH...CLEARED OF TRAFFIC
6
TAKEOFF RUNWAY
5
EFB TRANSMITTING MODE
4
SLIDING TABLE
2
3
ENG MODE SEL
CABIN CREW
1
TCAS
AFTER
TAKEOFF TITLE STYLE PREV NEXT BACK
CLICK TO EDIT
MASTER
PM
ENG ANTI-ICE
4
1
APU BLEED / MASTER SW
3
2
ENG MODE SEL
TCAS
10 000 ft TITLE STYLE PREV NEXT BACK
CLICK TO EDITCLIMB
MASTER
PF
PM
LAND LIGHTS
3
1
2
SEAT BELTS
EFIS OPT
ECAM MEMO
4
NAVAIDS
5
SEC F-PLN
OPT / MAX ALT
FMS
PREPARATION
CLICK TODESCENT
EDIT –M
ASTER
TITLE STYLE PREV NEXT BACK
Insert lateral and vertical revisions for arrival, as needed.
Navaids selection or deselection. Check the idents on PFDs and NDs.
NAV ACCURACY monitoring during descent.
DES, APPR and GO AROUND pages to complete.
PERF APPR page: An erroneous entry of OAT or QNH may lead to undue
emergency descent (wrong Cabin Pressure Control (CPC) segment computation).
Check extra fuel to evaluate holding possibilities at destination.
Copy active F-PLN and revise the SEC F-PLN according
circumstances: alternative approach, circling, etc…
APPROACH
BRIEFINGTITLE STYLE PREV NEXT BACK
CLICK TO EDIT
MASTER
OBJECTIVE:
PF informs PM of his intended course of actions. It should be practical, relevant and
concise.
The following elements have to be taken into account when performing briefing.
1. A/C STATUS, NOTAM, Weather,
2. Fuel prediction,
3. Trajectory:
• Descent,
• Holding (if relevant),
• Approach,
• Go around,
4. Landing,
5. RADIONAV.
Note: Note: Management of the degraded guidance/navigation should be considered and reviewed in briefing.
DESCENT
10 000 ft TITLE STYLE PREV NEXT BACK
CLICK TO EDIT
MASTER
PF
PM
LAND LIGHTS
1
2
SEAT BELTS
EFIS
EFIS
3
1
LS
WHEN GPS PRIMARY LOST:
NAV ACCY
4
2
3
5
6
LS
RADIO NAV
ENG MODE SEL
AFTER
LANDING TITLE STYLE PREV NEXT BACK
CLICK TO EDIT
MASTER
PF
PM
ANTI-ICE
RADAR
PREDICTIVE
WINDSHEAR
7
6
APU
GROUND
SPOILERS
2 1
3
5
4
ENG MODE SEL
TCAS / ATC
FLAPS
EMERGENCY
DESCENT
CLICK TO EDIT
MASTER
TITLE STYLE PREV NEXT BACK
PF
PM
1
1
REJECTED
TAKEOFFTITLE STYLE PREV
CLICK TO EDIT
MASTER
CAPT
BACK
F/O
“STOP !”
« REVERSE GREEN »
1
« ECAM ACTIONS »
2
4
« DECEL »
3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1
PA: « ATTENTION! CREW AT STATION »
WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
3
3
4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED
PARKING BRAKE ON
2
A320/A330
IFR M
CHARTS
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ASTER TITLE STYLE
SUMMARY
Summary of IFR chart pages:
I.
General………….…… i
II.
Arrival………….…….. i
III.
Departure………………i
IV.
STAR………………… i
V.
SID…………………… i
VI.
Airport………………….i
VII.
Initial Approaches…… i
VIII. Final approaches…… i
XFSNN1E00NAVC01 – OCT 2018
MAIN
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GENERAL
NFORMATION
General Information
i
Radar Minimum Altitude
i
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MAIN
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EDIT MIASTER
TITLE STYLE
GENERAL
NFORMATION
ATIS
Frequency
Other General
Information
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MAIN
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TO
EDIT
MASTER
TITLE STYLE
ADAR
MINIMUM
ALTITUDE
Header
i
Altitude
Chart
i
BACK
MAIN
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TO
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TITLE STYLE
ADAR
MINIMUM
ALTITUDE
SHOW INFORMATION
BACK
i
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TO
EDIT
MASTER
TITLE STYLE
ADAR
MINIMUM
ALTITUDE
MAIN
MENU
Airport
Elevation
BACK
Transition
Altitude
Chart Title
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i
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MASTER
TITLE STYLE
ALTITUDE
CHART
SHOW INFORMATION
BACK
i
MAIN
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MASTER
TITLE STYLE
ALTITUDE
CHART
BACK
Minimum
Altitude on the
Red Area
Minimum
Altitude on the
Orange Area
Highest Terrain
on the Chart
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i
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ARRIVALS
NFORMATION
BACK
On this page of IFR CHARTS, you will find specific information about arrivals.
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i
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TITLE STYLE
ARRIVALS
NFORMATION
MAIN
MENU
BACK
On this page of IFR CHARTS, you will find specific information about arrivals.
Specific
Information for
Arrival Operations
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i
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DEPARTURE
INFORMATION
On this page of IFR CHARTS, you will find specific information about departures.
Noise Abatement
Departure Procedure
Other Departure
Information
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ASTER TITLE STYLE
STAR
STAR = STandard ARrival
STAR Charts
RNAV STAR Charts
Standard STAR Charts
i
i
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CHARTS
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Header
RNAV STAR
Information
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RNAV STAR
Chart
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CHARTS
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RNAV STAR INFORMATION
Arrival
Runway
Concerned
Additional
Information
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CHARTS
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RNAV STAR CHART
ESISI Arrival
i
NETRO Holding
i
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i
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CHARTS
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BACK
RNAV STAR CHART – ESISI ARRIVAL
Follow heading
159° for 38 nm…
…then,
turn right heading
208° for 17 nm.
Waypoints with
Constraints
FLY-OVER WPT
FLY-BY WPT
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i
CHARTS
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MASTER
TITLE STYLE
MAIN
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BACK
RNAV STAR CHART – NETRO HOLDING
Holding
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CHARTS
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MASTER
TITLE STYLE
MAIN
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BACK
RNAV STAR CHART
Follow heading
159° for 38 nm…
…then,
turn right heading
208° for 17 nm.
Holding
Constraints
Information
FLY-OVER WPT
FLY-BY WPT
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TANDARD
CHARTS
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Header
STAR
Information
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STAR
Chart
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MSA
i
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TANDARD
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STAR INFORMATION
Arrival
Runway
Concerned
Additional
Information
Reference
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TANDARD
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MINIMUM SECTOR ALTITUDE
Minimum Sector Altitude = 3000 ft.
With 2500 ft for the 10 first inner nautical miles.
25 nm circle centered around TOU VOR.
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CHARTS
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STAR CHART
AFRIC 6L Arrival
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ADIMO Holding
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TANDARD
CHARTS
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STAR CHART – AFRIC ARRIVAL
Follow heading 222°
during 23 nm
Minimum
Altitude on this
Segment
then,
turn right heading
266° for 21 nm.
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i
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TANDARD
CHARTS
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ASTER
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BACK
STAR CHART – HOLDING
Holding
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TANDARD
CHARTS
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ASTER
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BACK
STAR CHART
Follow heading 222°
during 23 nm
Minimum
Altitudes
Holding
then,
turn right heading
266° for 21 nm.
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i
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SIDMCASTER
HARTS TITLE STYLE
SID = Standard Instrument Departure
SID Charts
RNAV SID Charts
Standard SID Charts
i
i
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SID
CHARTS
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Header
RNAV SID
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SID
CHARTS
Altitude/Speed
Constraints
Departure
Trajectory
Climb gradient
Constraints
Initial Level
Clearance
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STANDARD
SID CHARTS
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Header
Standard
SID Charts
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SID Procedure
Description
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STANDARD
SID CHARTS
MEN 5H Departure
BACK
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Follow
heading
323° until
TOU VOR
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STANDARD
SID CHARTS
BACK
At BISBI WPT, turn left
heading 043°
Turn right heading 065°
Minimum
Performances
required for these
Departures
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i
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MASTER
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AIRPORT
CHARTS
Airport Charts
Gates Coordinates
Airport Chart
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i
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ASTER TITLE STYLE
ATES M
COORDINATES
Gates
Coordinates
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AIRPORT
CHARTS
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Header
Communication
Frequencies
Airport Plan
i
Additional Runway
Information
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AIRPORT
CHARTS
- AIRPORT
PLAN
SHOW INFORMATION
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TITLE
STYLE
AIRPORT
CHARTS
- AIRPORT
PLAN
MAIN
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BACK
Runway
Elevation
Runway
Length
Taxiway Name
Runway QFU
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AIRPORT
CHARTS
- ADDITIONAL
RUNWAY
INFORMATION
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BACK
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MASTER
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AIRPORT
CHARTS
- ADDITIONAL
RUNWAY
INFORMATION
PAPI
Information
BACK
Runway
Length/Width
Low Visibility
Procedure
Information.
Runway Visual Range (RVR)
HIRL: High Intensity Runway Light
CL: Center Light
Distances between two lights:
HIRL: 60m; CL: 15m
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APPROACH
PROCEDURE
MAIN
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ILS or LOC
RNAV (GNSS)
VOR
VPT
Initial
Approach
Initial
Approach
Initial
Approach
Approach
i
i
i
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Final
Approach
Final
Approach
Final
Approach
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LOC M
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NITIAL ATITLE
PPROACH
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Header
Approach
Information
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Chart
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Final Approach
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LOC M
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PPROACH
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APPROACH INFORMATION
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APPROACH INFORMATION
Communication
Frequencies
LOC Frequency
&
Approach Course
Reminder of Airport
and Runway Altitudes
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ILSTO
OR EDIT
LOC M
– IASTER
NITIAL ATITLE
PPROACH
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ILSTO
OR EDIT
LOC M
– IASTER
NITIAL ATITLE
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Instrument Required
for this Approach
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APPROACH INFORMATION
11-1B FINAL
Approach Chart
Highest Terrain on
the Chart
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ILSTO
OREDIT
LOCM
– ASTER
FINAL APPROACH
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Header
Approach
Information
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Chart
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i
Initial Approach
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ILSTO
OREDIT
LOCM
– ASTER
FINAL APPROACH
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OREDIT
LOCM
– ASTER
FINAL APPROACH
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BACK
APPROACH INFORMATION
ILS/LOC
Information
Communication
Frequencies
Missed Approach
Procedure Description
Refer to Lateral
Profile Chart
i
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OREDIT
LOCM
– ASTER
FINAL APPROACH
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Lateral Profile
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OREDIT
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Missed Approach Procedure
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OREDIT
LOCM
– ASTER
FINAL APPROACH
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OREDIT
LOCM
– ASTER
FINAL APPROACH
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TITLE STYLE BACK TO APPR INFO
LATERAL PROFILE – MISSED APPROACH
Holding after the
Missed Approach
Procedure
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OREDIT
LOCM
– ASTER
FINAL APPROACH
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LATERAL PROFILE – MISSED APPROACH
Holding after the
Missed Approach
Procedure
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OREDIT
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– ASTER
FINAL APPROACH
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OREDIT
LOCM
– ASTER
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BACK TO LATERAL PROFILE
VERTICAL PROFILE
Go-Around Immediate
Trajectory Reminder
ILS Glide-Slope
or
Descent Angle
Minima and RVR
Related to Aircraft
Category and
Approach Type
References
(LACTF: Large Aircraft)
Circle-to-Land
Minima
HIDE INFORMATION
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CLICK
TO(GNSS)
EDIT M–ASTER
STYLE
RNAV
INITIAL TITLE
APPROACH
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Header
Approach
Information
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Initial Approach
Chart
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Final Approach
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RNAV
INITIAL TITLE
APPROACH
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TO(GNSS)
EDIT M–ASTER
STYLE
APPROACH INFORMATION
To Compare with PFD
Information.
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RNAV
INITIAL TITLE
APPROACH
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TO(GNSS)
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STYLE
BACK
CHART
SHOW INFORMATION
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INITIAL TITLE
APPROACH
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TO(GNSS)
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STYLE
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CHART
Waypoints with
Constraints
IAF
Initial
Approach
Trajectory
IF
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TITLE
STYLE
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FINAL A
PPROACH
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Approach
Information
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Final Approach
Chart
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i
Initial Approach
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RNAV
FINAL A
PPROACH
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RNAV
FINAL A
PPROACH
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TITLE
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APPROACH INFORMATION
Communication
Frequencies
Missed Approach
Procedure
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RNAV
FINAL A
PPROACH
CLICK
TO(GNSS)
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TITLE
STYLE
BACK
CHART
Minima Depending
on type of
Approach and
Aircraft Category
Final Approach
i
Missed Approach Procedure
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RNAV
FINAL A
PPROACH
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TO(GNSS)
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TITLE
STYLE
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FINAL APPROACH
IF
Platform
Altitude
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FINAL A
PPROACH
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TO(GNSS)
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TITLE
STYLE
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FINAL APPROACH
IF
Platform
Altitude
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FINAL A
PPROACH
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TO(GNSS)
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TITLE
STYLE
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FINAL A
PPROACH
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TO(GNSS)
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TITLE
STYLE
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MISSED APPROACH PROCEDURE
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EDIT
MASTER
TITLE STYLE
VOR
– INITIAL
APPROACH
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Initial Approach
Chart
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VOR
– INITIAL
APPROACH
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NETRO Approach
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Approach constraints
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– INITIAL
APPROACH
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BACK
NETRO APPROACH
Follow 12 nm TOU
DME ARC
Final Approach
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VOR
– INITIAL
APPROACH
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APPROACH CONSTRAINTS
Required Instrument
for this Approach
Constraints
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MASTER
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VOR
– INITIAL
APPROACH
MAIN
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Required Instrument
for this Approach
Follow 12 nm TOU
DME ARC
Constraints
Final Approach
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MENU
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EDIT
ASTER
TITLE STYLE
VOR
– FM
INAL
APPROACH
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Identical to VOR/ILS Final Approach
Constant Descent
Final Approach
i
Initial approach
MAIN
MENU
CISUAL
LICKMTO
EDIT MW
ASTER
TITLE STYLE
V
ANOEUVRING
ITH PRESCRIBED
TRACKS
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CISUAL
LICKMTO
EDIT MW
ASTER
TITLE STYLE
V
ANOEUVRING
ITH PRESCRIBED
TRACKS
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Airport
Elevation
Go-Around
Trajectory
Approach
Trajectory
Missed Approach
Directives
Minima and RVR
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TO EDIT MASTER
TITLE
STYLE
COMPUTERIZED
FLIGHT
PLAN
Operational data
i
Alternate Airport
i
Fuel Calculation
i
A/C Estimated Weights
i
Flight Plan Route
Time & Fuel Records
i
Navigation Log
i
XFSNN1E00CPLN01 – OCT 2018
CLICK TO
EDIT MASTERDATA
TITLE STYLE
OPERATIONAL
Aircraft Type
Call Sign
Mach Number
BACK
Route
Average wind component
and temperature for route
CLICK TOFUEL
EDIT TIME
MASTER
TITLE STYLE
& DATA
Calculations to destination
TF = Trip Fuel
Time to destination
Cruise FL to destination
Nautical Miles & Nautical
Air Miles to Destination
i
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ASTER TITLE STYLE
FUEL
BACK
Fuel Time & Data i
Fuel Calculation
i
Compare with MCDU Page
i
CLICK
TO EDITMILES
MASTER
TITLE
STYLE
GROUND
& AIR
MILES
BACK
Trip distance to be compared with the
MCDU F-PLN Page
Nautical Air Miles (NAM) is
the ground distance (NM)
corrected by the wind effect
In the example :
GROUND distance = 200 NM
Wind -100 KT
AIR distance = 257 NM
CLICK TO FUEL
EDIT M
ASTER TITLE STYLE
PLANNING
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX
DEST = Trip Fuel (TF)*
RESV = Contingency Fuel (CF)
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR)
XTR = Extra Fuel
ETPX = ETOPS Fuel Reserve
TOF = Take Off Fuel
TAXI = Taxi Fuel
BLOCK = Total Fuel (Q)
*Trip fuel (TF) is the amount of fuel
needed from takeoff to landing.
Calculate TOF
→
BACK
CLICK TO FUEL
EDIT M
ASTER TITLE STYLE
PLANNING
BACK
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX
TF
+ CF
+ AF
+ FR
+ Extra Fuel
+ ETPX
----------------= TOF
DEST = Trip Fuel (TF)
RESV = Contingency Fuel (CF)
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR)
XTR = Extra Fuel
ETPX = ETOPS Fuel Reserve
TOF = Take Off Fuel
TAXI = Taxi Fuel
BLOCK = Total Fuel (Q)
Calculate Q
→
001867
+ 000093
+ 001446
+ 001009
+ 000000
+ 000000
-------------= 004415
CLICK TO FUEL
EDIT M
ASTER TITLE STYLE
PLANNING
BACK
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX
DEST = Trip Fuel (TF)
RESV = Contingency Fuel (CF)
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR)
XTR = Extra Fuel
ETPX = ETOPS Fuel Reserve
TOF = Take Off Fuel
TAXI = Taxi Fuel
BLOCK = Total Fuel (Q)
TF
+ CF
+ AF
+ FR
+ Extra Fuel
+ ETPX
----------------= TOF
+ TAXI
----------------=Q
001867
+ 000093
+ 001446
+ 001009
+ 000000
+ 000000
-------------= 004415
+ 000200
------------= 004615
CLICK COMPARE
TO EDIT MASTER
TITLE STYLE
WITH MCDU
BACK
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
Calculate Weights
i
Compare with MCDU Page
BACK
i
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
BACK
Calculate EZFW →
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
BACK
Calculate ETOW →
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
BASIC WT
+ EPLD
----------------= EZFW
039000
+ 015200
--------------= 054200
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
BACK
Calculate ELAW →
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
BASIC WT
+ EPLD
----------------= EZFW
+ TOF
----------------= ETOW
039000
+ 015200
--------------= 054200
+ 004415
--------------= 058615
CLICKA/C
TOESTIMATED
EDIT MASTER
TITLE STYLE
WEIGHTS
MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
BASIC WT
+ EPLD
----------------= EZFW
+ TOF
----------------= ETOW
- EB/O
----------------= ELAW
039000
+ 015200
--------------= 054200
+ 004415
--------------= 058615
- 001867
--------------= 056748
BACK
CLICK COMPARE
TO EDIT MASTER
TITLE STYLE
WITH MCDU
BACK
FLIGHT
PLAN ROUTE
CLICK TO
EDIT MASTER TITLE STYLE
TIME & FUEL RECORDS
DEP airport
Route
SID
BACK
DEST airport
STAR
Flight Plan Route
Time & Fuel Records
Vertical Profile
Records
CLICK TONAVIGATION
EDIT MASTER
TITLE STYLE
LOG
WIND
Outside Air Temp / Shear
Ground / Air Distance from previous waypoint
Remaining Ground / Air Distance to destination
BACK
i
Waypoints
Airways
Estimated Time to reach the waypoint
Cumulated Time from departure
Flight Level
MORA
MORA:
Minimum Off
Route Altitude
True Air Speed
Ground Speed
In True / Magnetic Track
Out True / Magnetic Track
Records
i
CLICK TONAVIGATION
EDIT MASTER
TITLE STYLE
LOG
This is the flight route:
- The aircraft reaches its top of descent (TOD) 1 minutes after GAI.
- The remaining air distance at the TOD is 119 Nautical Miles to destination.
- The outside temperature is -47 degrees (M=Minus), and the wind at FL310 is
coming from 278 degrees at 33 knots.
- According to the flight plan, the aircraft should still be carrying 3 tons of fuel at this
point.
BACK
CLICK TONAVIGATION
EDIT MASTER
TITLE STYLE
LOG
BACK
Records
Based on actual takeoff time => e.g. 13:00
Estimated Time to be filled
after takeoff
Actual Time & Fuel data to be filled
when passing the waypoint
13:00
13:11
13:12 0.4 4.1
13:16
13:17
13:34
13:39
14:00
CLICK TO
EDIT MASTER
TITLE STYLE
ALTERNATE
AIRPORT
Marseille-Provence (LFML) is offered as alternate to Montpellier-Méditerranée (LFMT).
To land at Marseille-Provence, the aircraft has to fly an additional 180
nautical miles, which will take an estimated 35 minutes.
The aircraft will fly at FL280 and need around 1 446 kilos of fuel to reach
the airport.
BACK
50VU
HIGH VOLTAGE INSIDE
3
HA
3
3
COM
3
3
3
5
HF1
ACTUATION
3
3
LIGHTING
XFMR ICE IND
115V.5V & STBY
ESS BUS COMP LT
CIDS
FLT ATTND PNL
ESS1
ESS2
H
PASSENGER
CTL & WARN
3
3
10
CKPT
DOME
LT
CTL
AC BUS
8XP
MONG
3
3
3
3
10
ELT
G
TEST/RESET
ON
A
R
M
E
D
FWS
CHAIN
TOP
F
1
CKPT DOOR CONT
E
54VU
3
3
5
AOA
1
AVNCS VENT
CTL
7
3
3
1/
2
3
DME
1
10
3
5
3
3
3
3
3
3
3
3
DMC3
SWTG
DMC1
SWTG
DMC3
STBY
SPLY
DMC1
SPLY
ECAM
CTL
PNL
CTL
3
3
3
5
3
3
EIS
FLOW PACK TEMP CAB
CTL & CTL1 SYS2 PRESS
CTL1
IND1
28 VD
7/
1
3
2
10
3
CIDS
SDF
DIR 1 ESS DIR 2 ESS
5
3
LGCIU
SYS1
Y BRK
PRESS
IND
7/
3
5
AUTO FLT
1
2
SEC1
NORM
SPLY
THS
ACTR
MOT2
FCDC1
SPLY
ELAC1
NORM
SPLY
3
7/
3
10
3
7/
7/
5
3
7/
B
2
2
1
HP FUEL SOV
A
ENGINE
1&2
IGN
SYS A
1
2
FADEC A
& EIU 1 & EIU 2
7/
1
2
1
2
1
2
FIRE DET
LOOP A LOOP B
2
1
3
C
FUEL
BLOW OFF
PUMP
3
3
2
X FEED
VALVE
MOT1
XKR VALVE1
WING
L
R
D
APU
SLT FLP
1 POS
IND
FUEL
LP VALVE
MOT1
ENG1
ENG2
3
3
SLT
FLP
CTL & MONG
SYS1
B
54VU
SMOKE
FQI
CHAN CONFIG
1 PUMP CTL
3
3
5
15
15
3
3
3
3
3
3
3
3
3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
READING LT
A
AUDIO SWITCHING
NORM
CAPT
3
BRT
OFF
DATA LOADING SELECTOR
NEXT
TOILET
OCCPD
ON
E
VALVE
Y
ENG2
FCU
1
1
3
HYD HYD PWR FIRE
PRESS B WARN
G
XMTR
& CTL
ENG1
FAC 1
26VAC 28VDC
ON
HYD
5
FMGC
1
2
SPLY
RAT
CTL
MCDU
1
1
CVR
3
3
3
FLIGHT CONTROLS
ON
F
HYD
L/G
OFF
ENG
FADEC GND PWR
1
COM
ENG 1
MONG
CTL
3
OFF
OFF
APU
OK
X FEED
VALVE
BAT
3
LEAK MEASUREMENT VALVES
Y
B
AUTO EXTING
RESET
TEST
AIR BLEED
RAM
AIR
INLET
A
U
T
O
HYD
G
ON
G
NAV
3
AIR COND
WING
MONG
CTL
C
VOR
1
AIR COND
ANTI ICE
53VU
MMR
1
VOR/ADF
DME
RMI
3
5
ATC
1
STBY
INST
ON
BLUE PUMP
OVRD
RMP
1
CLOCK
NORM
SPLY
ON
H
VHF
1
CAPT
LOUD
SPKR
AVIONICS
COMPT LT
ON
3
ADIRU 3
SWTG
SPLY
3
ECAM DU
UPPER
SPLY
SWTG
PFD CAPT
SPLY
SWTG
3
3
NAV & PROBES
3
PROBES
PITOT
PHC
1
1
3
BRT
3
ANTI ICE
RAIN
RPLNT
CAPT
D
1/
2
1&2
ADIRU 1
1
28VDC
& A0A1
SPLY ESS BUS 115 VAC 26VAC
3
3
5
READING LT
OFF
3
ND CAPT
SPLY SWTG
BOT
3
7
1/
2
SDAC
3
2
MID
7
1/
2
2
1
SYNC
26VAC
AC ESS BUS
FWC1
SPLY
STRIKE
7
SVCE INT
OVRD
FAULT
ADF
1
NAV
ACP CAPT ACP F/O
CIDS
SELCAL
BITE
INT1 AUDIO INT2 AUDIO INT
DEU B
DEU A ESS
ESS
LINE 1
LINE 1 AVNCS 3&5OCCPNT 1+2
3
5
O
N
OXYGEN
TMR RESET
NAV
COM
DIR ESS
1
2
HA
5
ELEC
EMER LT
CABIN
3
CVR
HEAD SET
COM
OXYGEN
CREW
OXY
SPLY
PREV
F/O
3
ON
S
Y
S
OFF
SEL CTL
56VU
GND HF
DATALINK
OVRD
27VU
PA
IN USE
CALL
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
ON
VOICE
RESET
PA
MKR
LS
ADF 1
INT
RAD
VOR 1 VOR 2
26VU
ADIRS
ON BAT
IR3
IR2
FAULT
FAULT
OFF
OFF
OFF
NAV
F
I
R
E
NAV
NAV
OFF
ENG 1
AGENT 1
IR1
FAULT
ATT OFF
ATT OFF
AGENT 2
SQUIB
SQUIB
DISCH
DISCH
FIRE
TEST
APU
PUSH
F
I
R
E
SQUIB
DISCH
DISCH
FIRE
TEST
SQUIB
DISCH
AGENT 2
SQUIB
PUSH
ATT
ENG 2
AGENT 1
FIRE
TEST
PUSH
BLUE
ADR3
ADR2
FAULT
FAULT
FAULT
OFF
OFF
OFF
FLT CTL
ELAC 1
SEC 1
FAC 1
FAULT
FAULT
FAULT
OFF
OFF
OFF
VHF2
VHF3
SEL
HF2
GEN 1 LINE
RAT
&
EMER GEN
SMOKE
FAULT
A
U
T
O
OFF
GPWS
TER
SYS
FAULT
FAULT
OFF
OFF
FLAP
MODE
LDG
FLAP 3
OFF
OFF
ON
CVR ERASE
A
U
T
O
ON
2
PUMP 1
MODE SEL
FAULT
FAULT
OFF
OFF
OFF
MAN
2
BAT 2
FAULT
OFF
27.9 v
GEN 1
APU GEN
FAULT
FAULT
OFF
OFF
OFF
COCKPIT
1015
FAC 2
FAULT
FAULT
OFF
OFF
OFF
OFF
HOT AIR
AFT ISOL VALVE
FAULT
FAULT
E
L
E
C
AC BUS 2
IDG 2
GEN 2
AVAIL
FAULT
ON
OFF
OFF
HOT
OFF
RAM AIR
ENG 1 BLEED START
OFF
PACK 2
A
I
R
C
O
N
D
FAULT
OFF
AUTO
GND HP APU BLEED
FAULT
START
OPEN
SHUT
ENG 2 BLEED
FAULT
FAULT
ON
ON
OFF
ANTI ICE
PROBE/WINDOW
HEAT
ENG 2
FAULT
ON
ON
STROBE
ON
EXT LT WING
BEACON
ON
A
U
T
O
COLD
ON
OFF
OFF
R
NOSE
LAND
L
ON
VOR.D
NDB
FWD
OFF
TAXI
OFF
40
20
HDG TRK
ON
HDG
TRK
SPD
MACH
160
VOR1
ADF2
VOR2
EXTRACT
A
U
T
O
FAULT
OVRD
OFF
ENG
ON
ON
2
BRT
ON
RAIN RPLNT
WIPER
ANN LT
OFF
TEST
DIM
BRT
OFF
DIM
SLOW
FAST
EMER EXIT LT
ON
ARM
OFF
V / S FPA
-----
ARPT
UP
1000
METRIC
ALT
AP 2
NDB
40
20
PUSH
TO
LEVEL
OFF
VOR.D
10
WPT
CSTR
B A R O
ROSE NAV
ARC
VOR
80
160 LS
DM
ADF1
LIMIT
PULL UP
MAN
FLX
56
GPWS
PFD/ND
XFR
PFD
OFF
BRT
OFF
7000
151
148
10
32
33
34
35
1990 325º
3.6 NM
14:02
VOR1
ADF2
LS
TN
BUGS -TEST-
TOU
15
0
31
32
6
2
0' 00''
1
33
10
3
1990
LFBO
32L
VOR1
TOU
QNH 1015
34
60
+
80
000
90.1
°C
M
4.6 NM
10
000
ADF2
TN
M
ATT
RST
BARO
500 VU
HOT
MED
MAX
A/SKID &
N/W STRG
DECEL
DECEL
DECEL
ON
ON
ON
ON
AUTO/BRK
LO
ILS APP
0 TAS
GS
30
29
RST
F
32
33
MIN
UTC
GPS
17: 05 00
SET
T.O INHIBIT
LDG LT
SEC
DATE
GPWS
G/S
1FD2
A/THR
ND
7000
060
10
1
OFF
10
TOU
15
INT
0' 00''
10
VOR1
TOU
LFBO
32L
M
4.6 NM
ON
1990
PFD
PFD/ND
XFR
6
2
010
BRT
OFF
TRAFFIC SELECTOR CONSOLE/FLOOR
BRT
40
20
5 00
OFF
OFF
15
10
ADF2
TN
M
+0.0°
2
0
31
32
6
2
000
1
33
QNH 1015
34
3
UP
F .USED
KG
207
215
OIL
14.0
QT
14.0
45
PSI
45
65
°C
65
1.6
0.3
VIB N1
1.6
0.3
3
BRT
DIM
N2
MSG-
PGE-
MSG+
PGE+
BRT
DIM
TAT +10 °C
SAT +10 °C
ISA
-5 °C
FM 1
SPEED
G/S
LOC
CAT3
GS 146 TAS 145
060/29
4000
180
ILS
AP1+2
DUAL
1 FD 2
BARO 700 A/THR
20
20
10
10
30
29
ILS 32L
33 34
32
31
LFBO32L 325
35
4.1 NM
12 : 43
0
1
160
40
19 20
140
10
10
15
DIR
PROG
PERF
INIT
DATA
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PLN
ATC
COM
15
LFBO
32L
10
10
1410
100
TBN
109.30
4.3 NM 31
VOR1
TOU
QNH 1020
33
32
34
CAPT
3
VOR2
TOU
FI32L
8.7NM
35
8.7NM
AIR
PORT
F
A
I
L
F
M
1
2
3
4
5
6
7
8
9
0
+
/-
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
U
V
W
X
Y
Z
/
SP
OVFY
CLR
129.300
SEL
CG
15
AM
CG
20
STBY NAV
BARO 950 A/THR
20
10
60
24
5
21
18
34
MECH
ATT
HF2
INT
CAB
35
2
UP
CG 1
25 UP
CG
30
PA
LS
ADF 1
DOOR
WHEEL
F/CTL
STS
RCL
ALL
CLR
CG
35
ADF 2
111VU
INTEG LT
MAIN PNL & PED
TO
GA
TO
GA
FLX
MCT
FLX
MCT
45
CL
DIR
PROG
PERF
INIT
DATA
RAD
NAV
FUEL
PRED
SEC
F-PLN
ATC
COM
MCDU
MENU
A
B
C
D
F
G
H
I
J
K
L
M
N
O
UP
CL
40
35
30
3 15
UP
CG
2 20
UP
0
20
0
R
15
R
10
1
DN
F
F
4
5
6
7
8
9
0
+
8.7NM
BRT
OFF
M
M
VOR2
TOU
8.7NM
OFF
1 MAX 2
WXOFF
AUTO DN
OFF
5
AUTO
10
5
ENG
MASTER 1
ENG
1
ON
OFF
MODE
NORM
CRANK
15
15
PWS
VOR 32L
GS 146 TAS 143
062/29
33
VOR1 117.70
CRS 326º
M TOU
0
30
4000
27
020
60
24
16 40
20
015
1/2
1/2
FULL
FULL
NORM
2
31
32
33
QNH 1020
34
35
21
VOR1
TOU
8.1NM
M
M
VOR2
TOU
8.1NM
1.2
EPR
FF KG/H
3040
464
10
4
82. 6
1
EGT
°C
1.4
4
1. 296
FF KG/H
3040
464
N1
%
FLX
1.6
1. 296
10
N2 %
82. 6
89. 0
S
FOB:
ON
GLS
BFO
ADF
OFF
CALL
CALL
CALL
CALL
MECH
ATT
VHF1
VHF2
VHF3
HF1
HF2
INT
CAB
ON
VOICE
RESET
PA
MKR
LS
ADF 1
FLOOD LT
F
6700 KG
2
T.O AUTO BRK
SIGNS ON
SPLRS ARM
FLAPS T.O
T.O CONFIG NORMAL
T.O INHIBIT
IGNITION
LDG LT
ENGINES
80
F.USED
KG
80
14.0
OIL
QT
14 .0
90
PSI
90
145
°C
145
0 .8
1 .2
VIB N1
N2
0 .8
1 .2
ADF 2
DFDR 112VU
AIDS
PED
OFF
1
1.6
1. 296
2
DN
ON
IGN
START
1.4
89. 0
CALL
STBY
ENG
2
FIRE
FAULT
RUD TRIM
NOSE
PARKING BRK
1
OFF
AUTO
EVENT
PRINT
BRT
ON
2
ATC
FAIL
ATC
2606
1
2
3
4
5
6
7
0
CLR THRT
ON
ALT RPTG
NOSE
R
0
1
1
2
2
3
3L
FULL
FULL
OFF
PULL & TURN
LOCK
PARK BRK
< < MDDU READY > >
GRAVITY
GEAR
EXTN
PULL
&
TURN
10
18
1140
100
1.2
1
N2 %
RAD
VOR 1 VOR 2
MASTER 2
FIRE
FAULT
L 0.0 L
+20
5
08
10
15
10
CLR
ILS
ON
IDENT
ALL ABV STBY TA TA/RA
BLW
NAC
°C
0
TAT +25
SAT +25
ISA +10
°C
°C
°C
13 H 28
400
GW
50000 KG
114VU
RET
9
120
12
140
OVFY
101.750
VOR
ON
M
C
D
U
M
E
N
U
INT
GEAR
10
SP
AM
ON
2
30
408
VU
RET
GEAR
20
10
6
20
/
HF2
0 CG
3
160
Z
1 CG
UP 25
UNLOCK
VOR
SELECTED
Y
STBY NAV
COCKPIT DOOR
OPEN
FAULT
180
T
X
SEL
CG
41
RESET
AP2
1 FD 2
S
W
118.020
OFF
SPEED
BRAKES
BARO 950 A/THR
R
V
STBY/CRS
GNDSPLRS ARMED
TRACK
Q
HF1
BRT
SYS
FPA-3.1º
P
LOAD
1
E
U
VHF3
3
DN
MULTISCAN
GCS
OFF
GAIN
TILT
TILT
WX/TURB
AUTO OFF
AUTO 5
15
-3 CAL MAN
MAP MAN
WX
AUTO
-6 1
+42
UP
-9
+8
5
10
MODE
0
+
TURB
-12
15 DN
GAIN +12
WX+T
MAP UP
MIN
MAX
PWS
0
AUTO
SPEED
/-
ON
N1 MODE
2
DIM
ACTIVE
NAV
CG
41
3
DN
3
VHF2
35
0
2
VHF1
1
DN CG
5
1
BRT
ENG
MAN START
1
F-PLN
AIR
PORT
25
0
INT
OFF
10
15
VOR1
TOU
QNH 1020
33
CALL
HF1
MKR
COND
FM 2
TCAS
32
CALL
VHF3
RESET
APU
RDY
FUEL
ATC
31
CALL
VHF2
ON
VOICE
HYD
9
08
10
1140
100
CALL
RAD
VOR 1 VOR 2
ELEC
IND
6
10
OFF
VHF1
FLOOD LT
015
120
ADF
CALL
MAIN PNL
16 40
20
140
BFO
PRESS
CG
3
UP
2
DN
27
020
12
10
VOR1 117.70
CRS 326º
M TOU
0
ON
GLS
3
VOR
MANAGED
20
160
33
30
V/DEV 4000
180
VOR 32L
GS 146 TAS 143
062/29
ILS
BLEED
A/THR
AP2
1 FD 2
FINAL APP
VOR
ENG
A/THR
NAV
FM 1
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CAPT
F
M
LOAD
HF2
PGE-
F
A
I
L
UP
PRINT
ACTIVE ATC : LFBO CTL
PGE+
ECAM / ND XFR
NORM
F/O
F/O
3
M
C
D
U
M
E
N
U
118.100
HF1
BRT
0
BRAKES
PSIX1000
MSG+
EMER
CANC
CLR
PRESS
4
3
MSG-
135VU
EIS DMC
NORM
CAPT
3
BRT
DIM
OFF
F/O
3
T.O
CONFIG
LOWER DISPLAY
BRT
MCDU
MENU
A
VHF3
CAPT
3
ECAM
STBY/CRS
VHF2
17 H 05
AIR DATA
NORM
F/O
3
UPPER DISPLAY
ACTIVE
VHF1
SPEED
ATT HDG
NORM
1
GW 54700 KG
SWITCHING
FM 2
OFF
08
015
RDY
TOU
00
120
IND
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1
DOWN
PRINT
ACTIVE ATC : LFBO CTL
ACCU
0
HANDSET
A320 TAKEOFF
FOR TRAINING ONLY
UJL15421-06
REF: UJL15421
OCTOBER 2015
SLEW
IAE engines
FLAPS
BRT
LOUD SPEAKER
DIM
80
RST
ET MIN
HR
RWY
NAV
SRS
CLB
151
148
0
TN
ON
RUN
STP
00: 05
35
MAN
FLX
56
040
SET
HR/MO MIN/DY SEC/Y
34
1990 325º
3.6 NM
14:02
TERR ON ND
CHR
CHR
00: 00
2
ENGINE
31
97.3
3500
T.O AUTO BRK
SIGNS ON
SPLRS ARM
FLAPS T.O
T.O CONFIG NORMAL
1015
TERR ON ND
UNLK
OFF
6700 KG
FOB:
10
+0.0°
56 °C
S
5 00
15
10
400 VU
BRK FAN
UNLK
FD
ON
730
N2
%
FF
KG/H
010
10
40
FLX
90.1%
90.1
EGT
97.3
LS
6
N1
%
3500
5 00
2
10
730
40
20
040
6
UNLK
AUTO
LAND
MASTER
CAUT
F/O
VOR2
OFF
LDG GEAR
250KT
220KT
230KT
215KT
200KT
185KT
177KT
0
10
OFF
MAX
31
30
29
1
ILS APP
0 TAS
GS
6
2
010
060
CONSOLE/FLOOR TRAFFIC SELECTOR
BRT
DIM
OFF
1FD2
A/THR
ND
BRT
LOUD SPEAKER
RWY
NAV
SRS
CLB
280
EXT
RET
1
1+ F
VFE
2
3
FULL
SIDE STICK PRIORITY
PULL
STD
OFF
SPD (IAS)
KT/ M67
VLE
VLO
MASTER
WARN
h Pa
in Hg
PLAN
320
APPR
CHRONO
1015
401 VU
301 VU
CAB FANS
A
U
T
O
FAULT
MAN START
1
OFF
A/THR
LOC
OFF
OFF
100
DISCH
VENTILATION
BLOWER
DITCHING
4
6
SIGNS
LVL / CH
7000
V/S
FPA
AP 1
320
ADF1
LS
ALT
HDG V/S
TRK FPA
80
PLAN 10
BRT
OFF
NO PORTABLE
SEAT BELTS ELEC DEVICE
ON
ON
A
U
T
O
OFF
OFF
AVAIL
LAT
---
8
SMOKE
DISCH
0
INT LT
DOME
DISCH
AFT
TEST
SMOKE
25VU
2
OFF
START
T.O
RETRACT
---
ARPT
STBY COMPASS
-2
14
12
10
MASTER SW
ON
OFF
ON
OVHD INTEG LT
LDG ELEV AUTO
A
U
T
O
FAULT
ON
APU
NAV & LOGO
ON
MODE SEL
UP
HOT
CARGO SMOKE
DISCH
OVRD
CABIN PRESS
MAN V/S CTL
A
U
T
O
ON
FAULT
OFF
RWY TURN OFF
ON
PULL
STD
CAPT
OFF
30VU
PACK 2
X BLEED
PACK 1
FAULT
FAULT
LS
22 VU
CARGO
FAULT
HOT AIR
HOT COLD
PACK 1
ENG 1
ROSE NAV
ARC
VOR
h Pa
24 VU
SEC 3
FAULT
OFF
ON
WPT
FLT CTL
SEC 2
AFT CABIN
HOT COLD
COLD
SPD MACH
CSTR
OFF
FAULT
FAULT
OFF
B A R O
ADF
ELAC 2
EXT PWR
FWD CABIN
WING
FAST
131 VU
BFO
FAULT
HI
FAULT
OFF
FD
35VU
DC BUS 2
ALTN
A
U
T
O
ON
GLS
AC ESS FEED
AC ESS BUS
CALL
SLOW
MASTER
CAUT
2
BUS TIE
LO
ON
AUTO
LAND
OFF
1
EMER
WIPER
in Hg
OFF
OFF
AC BUS 1
IDG 1
A
I
R
C
O
N
D
CREW
SUPPLY
AFT
RAIN RPLNT
SIDE STICK PRIORITY
FAULT
OFF
ILS
F
U
E
L
OFF
FWD
MASTER
WARN
FAULT
FAULT
NORM
SYS ON
CALLS
CHRONO
1
FAULT
BAT 1
PACK FLOW
CVR TEST
PASSENGER
A
U
T
O
GALY & CAB
A
U
T
OFF
O
R TK PUMPS
PUMP 2
27.8 v
DC BUS 1
BAT
A
U
T
O
VOR
AFT
OXYGEN
MASK MAN ON
CTR TK
FAULT
FAULT
G/S
MODE
RCDR
GND CTL
MECH
L TK PUMPS
1
E
L
E
C
CAPT
MAN ON
OFF
OPEN
CTR TK
OFF
EMER ELEC PWR
EMER GEN TEST
ON
ENG 2
FAULT
COMMERCIAL
ON
FAULT
FAULT
X FEED
APU
AM
H
Y
D
ELEC PUMP
ENG 2 PUMP
ON
CAPT & PURS
HORN SHUT OFF
EVAC
OFF
OFF
OFF
LOAD
STBY NAV
NAV
A
U
T
O
FAULT
A
U
T
O
FAULT
ENG 1
21VU
EVAC
COMMAND
FAULT
F
U
E
L
23VU
ELEC PUMP
ENG 1 PUMP
118.000
40VU
YELLOW
RAT MAN ON
H
Y
D
STBY/CRS
ACARS
HF1
PTU
ADR1
ACTIVE
VHF1
AGENT
GREEN
ADF 2
45VU
MAX
CLICK C
TO
EDIT MPREPARATION
ASTER TITLE STYLE
OCKPIT
COCKPIT
PREPARATION
SOP
FLOW
PF
PM
A320
SAFETY EXTERIOR
INSPECTION
(Follow QRH)
PRELIMINARY
COCKPIT PREP
(Follow QRH)
EXTERIOR
WALKAROUND
FINAL COCKPIT
PREPARATION
SOP
FLOW
TAKEOFF
BRIEFING
SOP
Do not pressurize any hydraulic
system without clearance from
ground personnel.
EFTDB1COCKPRE01 – OCT 2018
CLICK TOCOCKPIT
EDIT MPREPARATION
ASTER TITLE STYLE
BACK
COCKPIT
PREPARATION
PF
OVERHEAD PANEL
1
1
SOP
FLOW
CENTER
INSTRUMENT PANEL
2
SOP
FLOW
PEDESTAL
3
2
SOP
FLOW
FMS PREPARATION
4
4
SOP
3
OCKPIT PREPARATION
CLICK TO CEDIT
MASTER TITLE STYLE
BACK
OVERHEAD PANEL
MAINT PANEL…CHECK
PF
1
2
3
AUDIO SWITCHING…NORM
PA…RECEPT
During the scan sequence,
extinguish all white lights.
ENG FIRE..CHECK/TEST
MAINTENANCE panel
ALL LIGHTS…….CHECK OFF
* ALL IR MODE sel…NAV
ELEC PANEL……..CHECK
BAT………….…..…CHECK
CAPT & PURS/CAPT…AS
RQRD
* PACK FLOW….AS RQRD
CVR TEST pb...PRESS
*RCDR GND CTL…ON
VENT…CHECK
LDG ELEV………………….AUTO
PROBE/WINDOW HEAT…AUTO
STROBE ….…………..….…AUTO
BEACON ……………….……. OFF
REMAINING EXT LT … AS RQRD
 If secured stop or flight crew
change: Perform all actions
 Otherwise (transit stop) perform
only actions marked by * in QRH
* SIGNS …..... ON/AUTO
* EMER EXIT LT … ARM
OCKPIT PREPARATION
CLICK TO CEDIT
MASTER TITLE STYLE
CENTER INSTRUMENT PANEL
PF
*ISIS..……CHECK
1
3 *A/SKID & NW STRG sw........ON
2
*CLOCK..……CHECK/SET
BACK
OCKPIT PREPARATION
CLICK TO CEDIT
MASTER TITLE STYLE
BACK
PEDESTAL
PF
2
SWITCHING PANEL... NORM
1
ACP.........CHECK
* ATC.....SET/STBY
*THRUST levers...IDLE
*ENG MASTER sw....OFF
*ENG MODE sel ……....NORM
CKPT DOOR......CHECK
* PARK BRK......AS RQRD
GRAVITY GEAR EXTN .........CHECK STOWED
3
OCKPIT PREPARATION
CLICK TO CEDIT
MASTER TITLE STYLE
FMS PREPARATION
PF
RMP..................................................................SET
*AIRFIELD DATA.......................................OBTAIN
*NAV CHART CLIPBOARD ..................PREPARE
*FMS.......................................................PREPARE
On MCDU, “D-I-F-R-I-P”:
CHECK
1. STATUS PAGE
FILL:
2. INIT A PAGE
3. F.PLN A PAGE
4. SEC F.PLN PAGE
5. RAD NAV PAGE
6. INIT B PAGE
7. PERF PAGES
i
PM
BACK
OCKPIT PREPARATION
CLICK TO CEDIT
MASTER TITLE STYLE
FMS PREPARATION
F-PLN A PAGE
 Check the F-PLAN by using the ND PLAN mode versus the computerized F-PLAN.
 Check DIST TO DEST. Compare it with the total distance computed for the flight with
the computerized F-PLN. Any discrepancy may affect the fuel management.
 Should the FM include an erroneous information (including the constraints) the aircraft
will follow an unwanted trajectory. Crosschecking with the charts allows to prevent it
(SID, STARS, etc…).
BACK
CLICKFTO
MASTER
TITLE STYLE
INALEDIT
COCKPIT
PREPARATION
BACK
FINAL COCKPIT
PREPARATION
When both pilots are seated:
PM
PF
FMS PREPARATION ................. CHECK
EFB / MCDU GREEN DOT .... COMPARE
GLARESHIELD
1
CM1
1
PF
SOP
CM2
1
2
LATERAL
CONSOLES
INTRUMENT PANELS
SOP
2
PF
2
FINAL COCKPIT PREPARATION
CLICK TO
EDIT MASTER TITLE STYLE
PF
GLARESHIELD
BACK
PM
When both crewmembers are seated:
*BARO REF......................................................SET
*BARO REF......................................................SET
*FD........................................................CHECK ON
*FD........................................................CHECK ON
*LS...........................................................AS RQRD
*LS...........................................................AS RQRD
*ND mode and range.............................AS RQRD
*ND mode and range.............................AS RQRD
*EFIS OPTIONS ……………………………. CSTR
*EFIS OPTIONS ……………………………. CSTR
*ADF/VOR selector................................AS RQRD
*ADF/VOR selector................................AS RQRD
*FCU............................................................... SET
FINAL COCKPIT PREPARATION
CLICK TO
EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS
PF
PM
OXYGEN MASK.............................................TEST i
BACK
OXYGEN MASK.............................................TEST
PFD-ND brightness…………………...…..ADJUST i
PFD-ND brightness…………………...…..ADJUST
LOUDSPEAKER knob....................................SET
LOUDSPEAKER knob....................................SET
*PFD / ND...................................................CHECK
*PFD / ND...................................................CHECK
*IRS ALIGN……………………………..……CHECK
*LDG ELEV (ECAM)………………CHECK AUTO
i
*ECAM STATUS……………………………CHECK
FINAL COCKPIT PREPARATION
CLICK TO
EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS
OXYGEN MASK … TEST
BACK
 OXYGEN MASK TEST:
To prevent hearing damage to ground mechanics connected to the
intercom system, inform them that a loud noise may be heard in the
headset when performing this test.
 CAUTION:
After testing the O2 masks, or after stowage, verify:
- the N / 100% selector is locked down at 100% position and
- the
EMERGENCY
pressure
selector
is
NOT
EMERGENCY position (permanent overpressure).
turned
right
to
FINAL COCKPIT PREPARATION
CLICK TO
EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS
INSTRUMENT PANEL:
ND BRIGHTNESS KNOB… AS RQRD
 Check the ND outer ring is set to maximum brightness (radar/terrain display).
 When the flight crew does not correctly adjust the brightness of the weather or
terrain image, the visibility of the data is reduced on the ND.
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FINAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
PF
PM
ECP / ADIRS
On the ECAM control panel:
* PRESS pb…………………..…..…………….………PRESS
BACK
On the MCDU:
* IRS ALIGN…………..……………………..…………CHECK
CAB PRESS SD page:
DATA key……………….…………………....…....………….PRESS
LDG ELEV AUTO…………….………….…..CHECK DISPLAYED
POSITION MONITOR page…………….…..…………….DISPLAY
* STS pb…………………….…………..………………PRESS
STATUS page:
INOP SYS……………..……...CHECK COMPATIBLE WITH MEL
IRS………..….…CHECK NAV MODE & DIST LESS THAN 5 NM
OCKPIT PREPARATION
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MASTER TITLE STYLE
PF
TAKEOFF BRIEFING
PM
TAKEOFF BRIEFING............................PERFORM
TAKEOFF BRIEFING
1. Miscellaneous
Aircraft technical status, NOTAMs, weather, expected taxi clearance, packs,...
2. MCDU INIT B page
Block fuel versus FOB on SD, estimated TOW, extra fuel, ...
3. MCDU PERF T.O page
T.O runway, T.O configuration, Thrust setting, V1, VR, V2 versus PFD, TRANS altitude, THR RED/ACCEL
altitudes, ...
4. MCDU F-PLN page
SID, initial ALT/FL, MSA, Navaids (if necessary using MCDU RADNAV page) … i
5. Abnormal Operations
Before V1, After V1, contingency procedure, SEC F-PLN, decision, ...
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OCKPIT PREPARATION
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MASTER TITLE STYLE
TAKEOFF BRIEFING
MCDU F-PLN PAGE
 The PF uses the FMS pages while the PM crosschecks with the charts.
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A320/A330
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MASTER
TITLE
STYLE
BEFORE
- ENGINE
START
- AFTER
START
PF
PM
BEFORE PUSHBACK OR START
CLEARANCE
SOP
“ BEFORE START C/L ”
“ DOWN TO THE LINE ”
AT PUSHBACK / START UP
CLEARANCE and DURING PUSHBACK
“ BELOW THE LINE ”
SOP
ATC
“ BEFORE START C/L COMPLETE ”
AFTER START
SOP
FLOW
“ AFTER START C/L ”
“ AFTER START C/L COMPLETE ”
XFTDB1ENGSTAR01 – OCT 2018
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BEFORE
OR
STARTTITLE
UP CLEARANCE
PF
BACK
PM
LOADSHEET…………………..……..…….....…….CHECK
ZFW / ZFWCG / FOB.……………….…..…..……..CHECK
(A330) LOADSHEET CG and ECAM CG………..CHECK
LOADSHEET……..…..............……...…….……….CHECK
ZFW / ZFWCG / FOB....……..……..……….………CHECK
If takeoff conditions changed:
FINAL TAKEOFF PERF DATA..……………RECOMPUTE
FMS T.O DATA……..............CHECK / REVISE AS RQRD
FINAL TAKEOFF PERF DATA..……………RECOMPUTE
REVISED FMS T.O DATA…….............….CROSSCHECK
EFB/MCDU GREEN DOT………………………COMPARE
SEATING POSITION……………....……..……..…ADJUST
FMS PERF TAKEOFF PAGE…………..……..…..SELECT
SEATING POSITION…….…..……………...…..…ADJUST
FMS F-PLN PAGE…………….……......……....….SELECT
EXT PWR.………..………..……......CHECK AVAIL A320 A330
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i
EXT PWR DISCONNECTION..…….…REQUEST
CALL: “ GROUND FROM COCKPIT ”
GND MECH: “ COCKPIT FROM GROUND ”
MECH
REQUEST: “ REMOVE EXTERNAL ___ ”
GND MECH: “ EXTERNAL ___ REMOVED ”
“ BEFORE START C/L ”
BEFORE START C/L……………………………..PERFORM
“ DOWN TO THE LINE ”
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BEFORE
OR
STARTTITLE
UP CLEARANCE
EXT POWER……..…..…CHECK AVAIL
 Check the AVAIL light, before requesting the external power disconnection.
 Requesting to disconnect the external power when it is ON may severely
injure the ground engineer.
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BEFORE
OR
STARTTITLE
UP CLEARANCE
EXT POWER……..…..…CHECK AVAIL
 Check the AVAIL light, before requesting the external power disconnection.
AVAIL
 Requesting to disconnect the external power when it is ON may severely
injure the ground engineer.
BACK
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TO EDIT/ M
ASTER
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AT PUSHBACK
START
UP TITLE
CLEARANCE
PF
BACK
PM
PUSHBACK/START UP CLEARANCE….…..…....OBTAIN
ATC………………….…SET FOR AIRPORT OPERATIONS ATC
WINDOWS and DOORS…….………..….CHECK CLOSED
SLIDES …………………….............……….CHECK ARMED
WINDOWS and DOORS……...…….....…CHECK CLOSED
SLIDES…………………………………........CHECK ARMED
BEACON sw..……..………………………………………ON
THR LEVERS…………………………....……………..…IDLE
ACCU PRESS……………………....…..…………..…CHECK
NW STRG DISC MEMO…..................CHECK DISPLAYED
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“ BELOW THE LINE ”
“ BEFORE START C/L COMPLETE ”
“ GROUND FROM COCKPIT, CLEARED FOR PUSH ”
PF
GND MECH: “ COCKPIT FROM GROUND, RELEASE BRAKES ”
PARKING BRAKE.……………..………………...............OFF
“ BRAKES RELEASED, READY TO PUSH ”
During pushback, automatic engine start sequence:
A320
A330
SOP
SOP
When pushback is completed:
GND MECH: “ SET BRAKES ”
PARKING BRAKE…………..……….……………………..ON
BRAKE PRESS………………..................................CHECK
“ BRAKES SET ”
i
MECH
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ASTER
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AT PUSHBACK
START
UP TITLE
CLEARANCE
NW STRG DISC MEMO……..…..…CHECK DISPLAY
Do not perform the pushback if “NW STRG DISC” not displayed on the ECAM MEMO to
avoid damages to the nose landing gear.
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AT PUSHBACK
START
UP TITLE
CLEARANCE
BRAKE PRESS……..…..…CHECK
 When PARKING BRAKE is ON:
• PARK BRK MEMO is displayed
• Check brake pressure
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• The ACCU PRESS must be in the green band.
 If during engine start with PARK BRK ON, the aircraft moves, immediately release the PARKING BRK handle to
restore pedals braking.
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MASTER
ENGINE
STARTTITLE STYLE
PF
PM
“ CLEAR TO START? ”
GND MECH: “ CLEAR TO START ”
PF
ENG MODE SEL.........………..………..…....…..IGN/START
“ STARTING ENGINE TWO ”
ENG MASTER SW 2………………..…..…………...…….ON
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE ONE ”
REPEAT START SEQUENCE FOR ENG 1
i
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MASTER
ENGINE
STARTTITLE STYLE
PF
PM
“ CLEAR TO START? ”
GND MECH: “ CLEAR TO START ”
PF
ENG START SEL........………..………..…....…..IGN/START
“ STARTING ENGINE ONE ”
ENG MASTER 1………………..…..…………...………….ON
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE TWO ”
REPEAT START SEQUENCE FOR ENG 2
i
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MASTER
ENGINE
STARTTITLE STYLE
STARTING THE ENGINES
BACK
 Note for all engine types:
• ENG 2 is started first because it powers the Yellow hydraulic system, which pressurizes the parking brake.
 Additional note for CFM engines only:
• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses and messages have disappeared on the
engine parameters (upper ECAM display).
 Additional note for IAE engines only:
• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses, except on N1 and N2, and messages have
disappeared on the engine parameters (upper ECAM display).
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MASTER
ENGINE
STARTTITLE STYLE
STARTING THE ENGINES
BACK
 Note for all engine types:
• ENG 1 is started first because it powers the blue hydraulic system, which pressurizes the parking brake.
 Additional note for PW and RR engines only:
• DO NOT SET the ENG MASTER switch ON before all amber crosses and messages have disappeared on engine
parameters (upper ECAM display).
 Additional note for GE engines only:
Set ENG START sel to
IGN START.
Wait for 3 sec.
Set ENG MASTER
switch to ON.
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MASTER
AFTER
START TITLE STYLE
PF
BACK
PM
1. ENG MODE/START SEL….……………….……….NORM
End of START sequence: Signal for PM actions.
2. APU BLEED…………….………….……………..…….OFF
1. GROUND SPOILERS .….……………………….……ARM
3. ENG ANTI ICE…………………….……………..AS RQRD
2. RUD TRIM……………………....…………………….ZERO
4. WING ANTI ICE…………….……….……….…..AS RQRD
3. FLAPS……………………………..…SET FOR TAKEOFF
5. APU MASTER SW…………….…….….……….AS RQRD
4. PITCH TRIM…………………………..…………….…..SET
(A330 OPTION) NWS TOWING FAULT LT….CHECK OFF
6. ECAM STATUS…………………………….…….…CHECK
i
5. ECAM STATUS…………………………………..…CHECK
If “STS” reminder is displayed:
STS pb………………………………………………..PRESS
STS pb………………………………………………..PRESS
After the flow pattern:
NW STEER DISC MEMO……....CHECK NOT DISPLAYED
“ CLEAR TO DISCONNECT, HAND SIGNALS ON
PF
LEFT/RIGHT ”
GND MECH: “ DISCONNECTING, HAND SIGNALS ON LEFT/RIGHT ”.
“ AFTER START C/L ”
AFTER START C/L……..…………………………PERFORM
“ AFTER START C/L COMPLETE ”
i
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MASTER
AFTER
START TITLE STYLE
A320
PITCH TRIM……..…..…SET
 Set the pitch trim position using the Takeoff CG
value in order to avoid up/down THS position
mistakes.
 The Takeoff CG value must be within the green
band limits.
 Crosscheck Takeoff CG value with load and trim
sheet.
A330
PITCH TRIM……..…..…CHECK
 As soon as the three hydraulic systems are available, the THS is
automatically set to the takeoff value.
 Check Takeoff CG on the pitch trim wheel.
 For this purpose, use the actual CG indicated on the ECAM.
 If necessary, set the Take off CG on the pitch trim wheel.
 The Takeoff CG value must be within the green band limits.
BACK
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MASTER
AFTER
START TITLE STYLE
NWS TOWING FAULT LT (OPTION)......CHECK OFF
BACK
If nosewheel steering has exceeded 93°
Illumination of the red
oversteer warning light.
FAULT
NO GO
Maintenance action required.
FAULT
AFTER
START TITLE STYLE
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MASTER
AFTER START FLOW PATTERN
BACK
PM
PM
PF
PF
2 APU BLEED
3
WING ANTI-ICE 4
ENG ANTI-ICE
5
APU MASTER-SWITCH
6 STATUS 5
4 PITCH TRIM
(A320) ENG MODE SEL
(A330) ENG START SEL
1
GROUND
SPOILERS
1
2
3 FLAPS
RUDDER
TRIM
A320
CLICKTTO
MASTER
TITLE STYLE
AXIEDIT
- BEFORE
TAKEOFF
TAXI INITIATION
SOP
Taxi Speed
BEFORE TAKEOFF
TAXI
SOP
FLOW
SOP
FLOW
i
When TAKEOFF clearance obtained:
180¨ turn on RWY
i
“ BEFORE TAKEOFF C/L ”
“ BELOW THE LINE ”
EFTDB1TAXI00001 – OCT 2018
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ASTER TITLE STYLE
TAXIM
INITIATION
PF
BACK
PM
Before Taxiing:
TAXI CLEARANCE..………….……….…....…..….…OBTAIN
When Taxi clearance obtained:
“ CLEAR LEFT (RIGHT) SIDE ”
NOSE sw..………………….…..………….…...…………TAXI
RWY TURN OFF sw……………………………….………ON
PARKING BRAKE handle...…………......…...….…..….OFF
“ CLEAR RIGHT (LEFT) SIDE ”
BRAKE PRESSURE………..…….…...….CHECK AT ZERO
THRUST LEVERS…………………..……………...AS RQRD
“ BRAKE CHECK ”
Press gently the brake pedals to ensure that the aircraft slows down
BRAKES…………………………..……………..….....CHECK
TILLER or RUDDER PEDALS……………..USE AS RQRD
“ FLIGHT CONTROL CHECK ”
FLIGHT CONTROLS……..……………………......…CHECK
FLIGHT CONTROLS......……………………….……CHECK
ATC
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TITLE STYLE
AXI
PF
When ATC clearance obtained:
BACK
PM
ATC CLEARANCE..………….……….….....…..….CONFIRM
If T.O conditions changed:
FINAL T.O PERF DATA………………………..RECOMPUTE
FINAL T.O PERF DATA……………………….RECOMPUTE
FMS T.O DATA……………………………………..….REVISE
FMS REVISED T.O PERF DATA.…………...CROSSCHECK
EFB / MCDU GREEN DOT...……………………...COMPARE
FLAPS lever………………………………AS APPROPRIATE
FMS F-PLAN/SPD……………………….………..……CHECK
FCU ALT/HDG………………………………….……..…….SET
BOTH FD………………………………………….….…..…..ON
PFD/ND…………………………………………………CHECK
T.O BRIEFING………………………………………CONFIRM
Report only changes that have occurred since gate T.O
briefing
TERR ON ND…………………..…………………...AS RQRD
CABIN REPORT……………………….………….…RECEIVE
“ BEFORE T.O C/L ”
PFD/ND…………………………………………………CHECK
1. RADAR / PWS…..…..…………………………..AS RQRD
2. ATC………..……..…….CONFIRM / SET FOR TAKEOFF
3. TERR ON ND…….…...………….………………AS RQRD
4. AUTO BRK……..…………....................................…MAX
5. T.O CONFIG pb….……………..…………….………TEST
6. T.O MEMO……..….………....…..…….CHECK NO BLUE
CABIN REPORT…………………………….….…..RECEIVE
BEFORE T.O C/L down to the line……………COMPLETE
“ DOWN TO THE LINE ”
ATC
AXI
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TITLE STYLE
TAXI flow pattern
BACK
PM
4
T.O MEMO
T.O CONFIG
RADAR / PWS
1
6
AUTO-BRAKE
3
TERR ON ND
2
ATC
5
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MASTER
TITLE STYLE
BEFORE
TAKEOFF
PF
BACK
PM
If the brake fans are running:
BRAKE TEMP……...………………..………………….CHECK
BRAKE FAN……...………………..………………………..OFF
TAKEOFF/LINE UP CLEARANCE……....…….….…OBTAIN ATC
EXTERIOR LIGHTS………………………….……………SET
i
1. TCAS………..…..……...…...……..………....TA or TA/RA
APPROACH PATH ……….…..…..CLEARED OF TRAFFIC
APPROACH PATH………......CLEARED OF TRAFFIC
2. CABIN CREW………………....……..………...….ADVISE
3. ENG MODE SEL…....………………..……........AS RQRD
SLIDING TABLE……………………………….......STOWED
4. SLIDING TABLE………….….……..……...........STOWED
ALL EFB TRANSMITTING MODE………………AS RQRD*
5. ALL EFB TRANSMITTING MODE……...……AS RQRD*
THRUST BUMP (if installed).……………………AS RQRD
TAKEOFF RUNWAY…………………………….…CONFIRM
6. TAKEOFF RUNWAY.…………..…………….….CONFIRM
7. PACKS 1 + 2………………………………..…....AS RQRD
“ BELOW THE LINE ”
BEFORE T.O C/L below the line……………….COMPLETE
“ BEFORE TAKEOFF C/L COMPLETE ”
*ALL EFB Transmitting mode: Select the Airplane mode on your tablet connection parameters
BEFORE
TAKEOFF
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MASTER
TITLE STYLE
EXTERIOR LIGHTS
RWY TURN OFF sw….… ON
 When entering the runway:
STROBE sw……………... ON
 When entering the runway and takeoff clearance received:
NOSE sw………………… T.O
LAND LIGHTS sw……..... ON
Note: The PF may ask the PM to set the exterior lights.
BACK
BEFORE
TAKEOFF
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MASTER
TITLE STYLE
BEFORE TAKEOFF flow pattern
BACK
PM
7
PACK 1 + 2
Performing this flow pattern and when appropriate:
APPROACH PATH...CLEARED OF TRAFFIC
6
TAKEOFF RUNWAY
5
EFB TRANSMITTING MODE
4
SLIDING TABLE
2
3
ENG MODE SEL
CABIN CREW
1
TCAS
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ASTER
TITLE STYLE
DEG M
TURN
RUNWAY
BEFORE
TON
AKEOFF
The standard width of a runway is 45 m. However the A320 only needs
a runway width of 30m for a 180°turn.
This is for CM1. For CM2, the procedure is symmetrical.
3
When the CM1 is physically
over the runway edge, turn
right applying full tiller
deflection.
25°
If needed, use asymmetrical
thrust to maintain between
5kt and 8kt.
No brake pivot is allowed.
Turn left, maintaining 25°
divergence from the runway axis.
2
Taxi on the right hand side of the
1
runway.
BACK
CLICKTTO
MASTER
TITLE STYLE
AXIEDIT
- BEFORE
TAKEOFF
TAXI SPEED
On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow
the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt.
BACK
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MASTER TITLE STYLE
THRUST
SETTING
T.O RUN
LIFT OFF
THRUST
REDUCTION
SOP
SOP
SOP
SOP
CALLOUTS
ACCELERATION AFTER T.O
SOP
SOP
TRANSITION
SOP
FLOW
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CROSSWIND/
SOP
TAILWIND
CLIMB Speed
FLAPS 0
FLAPS 1
L/G UP
Thrust
setting
A320
V1
VR
TRANSITION
ALTITUDE
THR levers
CLB
ACCELERATION
ALTITUDE
Pitch
THRUST
REDUCTION
ALTITUDE
EFTDB2TAKEOFF01 – OCT 2018
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MASTER
TITLE STYLE
THRUST
SETTING
PF
BACK
PM
If the crosswind is at or below 20 kt and there is no tailwind:
“ TAKEOFF ”
THURST LEVERS……………….........50% N1 or 1.05 EPR
Apply half forward sidestick
BRAKES…………....……………………………....RELEASE
THRUST LEVERS……………………..…..…. FLX or TOGA
CHRONO……………......…..….……….....................START
The Captain places his hand on the thrust levers until V1:
DIRECTIONAL CONTROL……...…………....USE RUDDER
PFD (FMA) and ND (a/c on centreline)……...…MONITOR
“ MAN FLEX 45, SRS, RUNWAY,
AUTO THRUST BLUE ”
GOLDEN RULE #3
“ CHECKED ”
Understand the FMA at all times.
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MASTER
TAKEOFF
RUN TITLE STYLE
PF
Before reaching 80kt:
LIMIT
LIMIT
BACK
PM
TAKEOFF N1 or EPR.…………………CHECK
LIMIT
“ THRUST SET ”
At 80kts release gradually the sidestick to reach neutral at 100kts.
PFD and ENG indications…………………..……MONITOR
At 100kt:
SAME SPEED INDICATION
“ ONE HUNDRED KNOTS ”
100 kt……........………………...……….....…….……CHECK
“ CHECKED ”
At V1:
At VR:
ROTATION…………………….....……….………..PERFORM
i
“ V1 ”
“ ROTATE ”
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MASTER
TAKEOFF
RUN TITLE STYLE
ROTATION
Initiate the rotation with a continuous rotation rate about 3 degrees/seconds,
towards a pitch attitude of 15 deg.
In strong wind conditions, small lateral inputs may be used, if necessary.
After lift-off, follow the SRS pitch command bar.
_______________________________________________________________________________
Minimize lateral inputs on ground and during rotation to avoid spoiler extension.
BACK
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ASTER
IFT
OFF TITLE STYLE
PF
BACK
PM
When Vertical Speed positive and Radio Altitude increases:
“ POSITIVE CLIMB ”
“ GEAR UP ”
LANDING GEAR ….………………………....……....….…….….UP
“ GEAR UP ”
“ NAV ”
“ CHECKED ”
i
Above 100 ft AGL and at least 5 seconds after lift-off:
AP………………………...……….......…......…......AS RQRD
“ AP1 ”
“ CHECKED ”
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ASTER
IFT
OFF TITLE STYLE
FMA
 If NAV is armed, NAV mode engages at 30 ft:
Callout : “ NAV “
 If NAV is not armed, RWY TRK mode engages:
Callout : “ RWY TRK “
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MREDUCTION
ASTER TITLE STYLE
HRUST
PF
BACK
PM
At THR RED ALT (LVR CLB flashes on FMA):
THRUST LEVERS…………………………….………........CL
“ THRUST CLIMB, AUTO THRUST ”
“ CHECKED ”
If takeoff was performed with packs off:
PACKS 1 and 2…..………….……....…………………..…ON
PACKS 1 and 2…ON: Select PACK 2 on, at least 10 s after PACK 1 is selected on, for passenger comfort.
CLICK TO EDIT
MASTER TITLE STYLE
ACCELERATION
PF
BACK
PM
At acceleration altitude:
“ CLIMB, ALT BLUE ”
“ CHECKED ”
At F speed with positive speed trend:
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1…………………………………..…………..SELECT
“ FLAPS 1 ”
1+F
At S speed with positive speed trend:
“ FLAPS 0 ”
“ SPEED CHECKED ”
FLAPS 0………………………..……………………..SELECT
“ FLAPS 0 ”
GROUND SPOILERS ..………………………..........DISARM
EXTERIOR LIGHTS…………………….…….….……….SET
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MASTER
TITLE STYLE
AFTER
TAKE OFF
PF
BACK
PM
If APU was used for takeoff:
APU BLEED…..................................................................…OFF
APU MASTER SW...........................................................….OFF
ENG MODE SEL……………….….….......................…AS RQRD
If the takeoff was performed with the TA ONLY mode:
TCAS………...……………………………………………..….TA/RA
ANTI ICE………....…...…………………….....................AS RQRD
“ AFTER TAKEOFF/CLIMB C/L”
AFTER T.O/CLIMB C/L down to the line..…………COMPLETE
“ DOWN TO THE LINE ”
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MASTER TITLE STYLE
AFTER TAKEOFF FLOW PATTERN
BACK
PM
ENG ANTI-ICE
4
1
APU BLEED / MASTER SW
3
2
ENG MODE SEL
TCAS
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MASTER
TITLE STYLE
TRANSITION
ALT
PF
BACK
PM
At transition altitude:
“ SET STANDARD ”
BARO REF………...…………......…….....SET STANDARD
BARO REF………...…………......…….....SET STANDARD
“ STANDARD CROSSCHECKED ”
“ PASSING FL ___ NOW ”
ALTITUDE……….....……………………………….….CHECK
“ CHECKED ”
“ BELOW THE LINE ”
AFTER T.O /CLIMB C/L below to the line......COMPLETE
“ AFTER T.O / CLIMB C/L COMPLETE ”
RADAR…………..….…..…....ADJUST AS APPROPRIATE
ENG ANTI ICE………........……………..….………AS RQRD
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EDIT M
TITLE
TAKEOFF
– ASTER
CALLOUT
1/2 STYLE
PF
“ MAN TOGA (or MAN FLX
XX), SRS, RWY, A/THR blue ”
NEXT
BACK
“ AP 1(2) on "
“ Checked “
“ Gear UP "
FMA Changes
announce
FMA Changes
announce
“ Takeoff "
“ Checked " “ Thrust set "
“ 100 kt ”
“ V1 "
“ Rotate "
“ Positive
climb "
“ Gear UP "
“ Checked "
“ Checked "
PM
L/G UP
VR
V1
THR levers
CLB
ACCELERATION
ALTITUDE
Pitch
THRUST
REDUCTION
ALTITUDE
Thrust
setting
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EDIT M
TITLE
TAKEOFF
– ASTER
CALLOUT
2/2 STYLE
PREV
PF
FMA Changes
announce
“ Checked "
“ Flaps 1 "
“ Flaps 0 "
“ Speed checked”
“Flaps 1 "
“ After
T/O/CLIMB C/L "
“ Speed checked”
“Flaps 0 "
“ Set STD "
“ Down to
the line ”
“ Checked "
“ STD cross-checked “
“ Passing FL__ NOW "
PM
CLIMB Speed
FLAPS 0
FLAPS 1
ACCELERATION
ALTITUDE
TRANSITION
ALTITUDE
“ Below the line "
“ After T.O/CLB
C/L complete "
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TITLE STYLE
CROSSWIND
/ TAILWIND
PF
PM
If the crosswind is greater than 20 kt or in case of tailwind:
THURST LEVERS……………….........50% N1 or 1.05 EPR
Apply full forward sidestick until the airspeed reaches 80 kts.
BRAKES……………………..…..………………….RELEASE
THRUST LEVERS……………………..…..…. FLX or TOGA
Rapidly increase thrust to about 70% N1 or 1.15 EPR, then
progressively in order to reach takeoff thrust at about 40 kt (GS).
BACK
A320/A330
CLICK TO EDIT C
MLIMB
ASTER TITLE STYLE
CLIMB
SOP
CRUISE CAPTURE
FLOW
SOP
ALT CRZ
XFTDN2CLIMB0001 – OCT 2018
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MASTER
CLIMB
/ FL100TITLE STYLE
PF
BACK
PM
Passing 10 000 ft:
1. LAND LIGHTS………………..........…….…..……..….OFF
2. SEAT BELTS ..............…..…………….…..…...AS RQRD
EFIS OPTION…………………….….....................AS RQRD
3. EFIS OPTION …………..…...........…….….......AS RQRD
4. ECAM MEMO ..............……………….…..…..….REVIEW
NAVAIDS…..….….......……………..…CLEAR
5.
SEC F-PLN PAGE…….….………..AS RQRD
OPT/MAX ALT…..………………….…CHECK
The OPEN CLB mode disregards all altitude constraints up to the FCU selected altitude
Do not use the V/S mode without setting a target as climb will not stop.
CLICK TO EDIT
MASTER
CLIMB
/ FL100TITLE STYLE
CLIMB 10 000 FT FLOW PATTERN
PF
LAND LIGHTS
3
PM
1
2
SEAT BELTS
EFIS OPT
ECAM MEMO
BACK
4
NAVAIDS
5
SEC F-PLN
OPT / MAX ALT
CLICK
STYLE
ENDTO
OFEDIT
CLIMBM-ASTER
CRUISETITLE
CAPTURE
PF
PM
“ ALT (CRUISE) STAR ”
“ CHECKED ”
“ ALT (CRUISE) ”
“ CHECKED ”
Transition to CRZ Phase
i
Soft ALT & A/THR Modes
i
BACK
CLICK
STYLE
ENDTO
OFEDIT
CLIMBM-ASTER
CRUISETITLE
CAPTURE
Transition to CRZ Phase
 Final ATC clearance at or above intended CRZ FL:
Final ATC clearance
Automatically updated.
No action required.
BACK
PROG
CRZ FL
Intended FL
 Final ATC clearance below intended CRZ FL:
Intended FL
Final ATC clearance
CRZ FL must be updated by the crew.
Otherwise there is no transition into CRZ
phase: The managed speed targets and
Mach are not modified, and SOFT mode
is not available.
CLICK
STYLE
ENDTO
OFEDIT
CLIMBM-ASTER
CRUISETITLE
CAPTURE
SOFT MODES
The A320 Soft Altitude Mode and the A330 A/THR Soft Mode…
BACK
 Minimise thrust variations,
 Improve fuel economy, and
 Improve passenger comfort.
A320 SOFT ALTITUDE MODE
CRUISE FL CAPTURED
and MACH STABILIZED
2 min
FMGS SOFT ALTITUDE MODE:
The SOFT ALTITUDE Mode corrects minor deviations from
MACH target by allowing an altitude range of +/- 50 ft.
+/- 50 ft
A330 A/THR SOFT MODE
The A/THR SOFT Mode corrects minor deviations from
MACH target by allowing a speed range of +/- 3 kt.
+/- 3 kt
CLICK TO EDITCMRUISE
ASTER TITLE STYLE
PF
PM
Periodically:
ECAM MEMO / SD PAGES……………………....REVIEW
FLIGHT PROGRESS……..…………………......…CHECK
FUEL………………………………………….…..MONITOR
NAV ACCURACY......................…………..…...MONITOR
i
RADAR ....………...………..ADJUST AS APPROPRIATE
A320/A330
LEVEL CHANGE
i
OFFSET
i
XFTDN2CRUISE001 – OCT 2018
CLICK TO EDIT C
MRUISE
ASTER TITLE STYLE
BACK
NAV ACCURACY
PROG
 When GPS PRIMARY available: No NAV ACCURACY check is required.
 When GPS PRIMARY is lost on both sides:
Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm
with raw data comparison.
If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) estimate the position error: i
If position error is ≤ 3 NM, FM position is reliable: Use ARC or ROSE NAV on ND and managed lateral guidance.
If position error is > 3 NM, use raw data for navigation and monitoring. If significant mismatch use selected guidance.
A320/A330
CLICK TO EDIT C
MRUISE
ASTER TITLE STYLE
ESTIMATE THE POSITION ERROR
BACK
METHOD:
PROG
• Use an auto tuned radio NAVAID (VOR/DME, VOR...), or
tune it manually using the RADNAV page.
• Display this radio NAVAID on the ND, and read its
bearing and DME distance (raw data).
• Enter its ident on the BRG/DIST TO field of the PROG
page (FM computed data).
• Compare raw and FM data to evaluate the position error.
GPS PRIMARY LOST
CLICK TO EDIT
MASTER
LEVEL
CHANGETITLE STYLE
PF
BACK
PM
New ATC clearance: FL280
FCU ALTITUDE.…………………..........…SET AND PUSH
“ THRUST CLIMB, CLIMB, ALT BLUE”
“FL280 BLUE”
“ CHECKED ”
The new FCU FL must be lower than the REC MAX alt
 When climbing using FD modes…
FCU selected FL
Current CRZ FL
 When descending using FD modes…
Current CRZ FL
i
FCU selected FL
CRZ FL
changes to
the new
FCU FL
CLICK TO EDIT
MASTER
LEVEL
CHANGETITLE STYLE
BACK
WHEN DESCENDING USING FD MODES…
A/C at more than 200 NM from DEST
A/C at less than 200 NM from DEST
DESTINATION
DESTINATION
Current CRZ FL
FCU selected FL
DESCENT
Phase
Activation
CRZ FL
changes to
the new
FCU FL
CLICK TO EDIT O
MFFSET
ASTER TITLE STYLE
PF
PM
In case of ATC request, or when adverse weather conditions are expected ahead:
LATERAL REV at P POS or any WPT.……..……...PRESS
OFFSET PAGE …………………………………..…SELECT
OFFSET PAGE ………………..……………………….…FILL
i
When cleared to resume own navigation:
CANCEL THE OFFSET
OFFSET function
CB
OFFSET
DISTANCE
INTERCEPT
ANGLE
OFFSET TRACK
TWO methods for offset cancellation
according to ATC clearance.
CLR the OFFSET
value.
Press the
OFFSET DELETE
prompt.
BACK
CLICK TO EDIT O
MFFSET
ASTER TITLE STYLE
OFFSET PAGE
BEWARE of entering an OFFSET when the A/C is too close to the TO WPT:
FMGS may refuse to accept it:
BACK
A320/A330
CLICK TO EDITDESCENT
MASTER TITLE STYLE
DESCENT PREPARATION
DESCENT
SOP
SOP
BARO
REFERENCE
SOP
AT 10 000ft
SOP
FLOW
T/D
Approximately 15 min
Transition level
10 000 ft
XFTDN3DESCENT01 – OCT 2018
CLICK TO
EDIT MPREPARATION
ASTER TITLE STYLE
DESCENT
PF
BACK
PM
WEATHER AND LANDING INFORMATION….…..OBTAIN
NAV CHARTS CLIPBOARD………….…………..PREPARE
NAV CHARTS CLIPBOARD………….…………..PREPARE
LANDING PERFORMANCE…..….………….......CONFIRM
FMS ……………….................………..….…….….PREPARE
i
LANDING PERFORMANCE ……………….............CHECK
i
FMS PREPARATION .............……….…………...CHECK
LDG ELEV …………………………….…….……..….CHECK
AUTO BRK…….………………….….……..………AS RQRD
APPR BRIEFING…..…….…………....................PERFORM i
TERR ON ND……………..…………….………..…AS RQRD
TERR ON ND …….………………………………..AS RQRD
RADAR.……………….….…...ADJUST AS APPROPRIATE
ENG ANTI ICE ……………..................................AS RQRD
WING ANTI ICE …………………………..………..AS RQRD
CLICK TO
EDIT MPREPARATION
ASTER TITLE STYLE
DESCENT
LANDING PERFORMANCE
BACK
Perform an in-flight landing performance assessment if the landing conditions changed compared:
 With the landing computation at dispatch, or
 With a previous computation
(e.g. runway change, weather conditions changed, in-flight failure affecting performance, diversion).
CLICK TO
EDIT MPREPARATION
ASTER TITLE STYLE
DESCENT
FMS PREPARATION
Insert lateral and vertical revisions for arrival, as needed.
Navaids selection or deselection. Check the idents on PFDs and NDs.
NAV ACCURACY monitoring during descent.
DES, APPR and GO AROUND pages to complete.
PERF APPR page: An erroneous entry of OAT or QNH may lead to undue emergency
descent (wrong Cabin Pressure Control (CPC) segment computation).
Check extra fuel to evaluate holding possibilities at destination.
Copy active F-PLN and revise the SEC F-PLN according
circumstances: alternative approach, circling, etc…
BACK
CLICK TO
EDIT MPREPARATION
ASTER TITLE STYLE
DESCENT
APPROACH BRIEFING
OBJECTIVE:
PF informs PM of intended course of actions.
It should be practical, relevant and concise.
The following elements have to be taken into account when performing briefing.
1. A/C STATUS, NOTAM, Weather.
2. Fuel prediction.
3. Trajectory:
• Descent.
• Holding (if relevant).
• Approach.
• Go around.
Note: Management of the degraded guidance/navigation should be
considered and reviewed in briefing.
4. Landing.
5. RADIO Aids.
BACK
CLICK TO EDITDM
ASTER TITLE STYLE
ESCENT
PF
BACK
PM
Descent Initiation:
DESCENT CLEARANCE ………….……….…….....OBTAIN
ALT ON FCU…………………..….………….SET and PUSH
“ THRUST IDLE, DESCENT,
ALT BLUE, FL220 BLUE ”
“ CHECKED ”
 Early descent initiation:
 Late descent initiation:
i
i
Descent monitoring:
MCDU ...………………………....…..…...............F-PLN
MCDU …..…………….…………….PROG/PERF DESCENT
DESCENT ..........................................MONITOR / ADJUST i
DESCENT MONITORING
PROG
i
OR
PERF
DES
CLICK TO EDITDM
ASTER TITLE STYLE
ESCENT
EARLY DESCENT INITIATION
BACK
The SPD decreases toward the lower limit of managed SPD range
Predicted shallow
converging
path ~1 000 ft/mn.
Highest value of:
Descent speed limit altitude (e.g.: 10 000 ft)
or
Destination altitude +5 000 ft.
Predicted shallow converging
path ~500 ft/mn.
IAF
CLICK TO EDITDM
ASTER TITLE STYLE
ESCENT
LATE DESCENT INITIATION
BACK
The SPD increases toward the upper limit of managed SPD range.
T/D
Predicted path capture assuming:
 Idle thrust
 ½ SPD Brakes
IAF
CLICK TO EDITDM
ASTER TITLE STYLE
ESCENT
SPEEDBRAKES
In MANAGED DESCENT (DES): Do not use the speed brakes because the A/THR may
increase thrust to remain on the computed profile
Use a SELECTED DESCENT (OPEN DES) with speed brakes extended if you intend to
increase your rate of descent.
BACK
CLICK TO EDITDM
ASTER TITLE STYLE
ESCENT
DESCENT MONITORING
BACK
 On ND:
Predicted
interception of
descent path
In HDG or TRK mode, the ENERGY CIRCLE represents the required distance to land from the aircraft altitude down to the airport elevation,
taking into account the deceleration down to Vapp.
CBLICK
TO
EDIT MASTER
TITLE L
STYLE
ARO R
EFERENCE
– TRANSITION
EVEL
PF
BACK
PM
When approaching transition level and when cleared for an altitude:
“ SET QNH 1011 ”
BARO REF ...…...……...……..SET QNH / CROSSCHECK
BARO REF ...…...……...……..SET QNH / CROSSCHECK
“ QNH 1011 CROSS-CHECKED ”
“ PASSING ____ ft NOW ”
“CHECKED”
ECAM STATUS…………….….……….…….....…….CHECK
For approaches using FINAL APP guidance:
The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy between altimeters is 100 ft.
CLICK TO EDIT
MASTER
AT 10
000 FT TITLE STYLE
PF
BACK
PM
Passing 10 000 ft:
1. LAND LIGHTS ……………………..……………..…....ON
2. SEAT BELTS…...........................…….........................ON
1. EFIS CSTR pb……….……...………............................ON
3. EFIS CSTR pb………………..…………………..…......ON
2. LS pb………..……………………..……….....….AS RQRD
4. LS pb ……………………..…...………….……...AS RQRD
• For RNAV(GNSS) approach:
5. RADIO NAV…........................SELECTED / IDENTIFIED
• For A320:
3. GPS PRIMARY…...……………………..……….…CHECK
6. ENG MODE SEL...………….…..…………...AS RQRD
• For A330:
• For others approaches:
6. ENG START SEL...……….…..……………...AS RQRD
3. NAV ACCURACY.……………………..……….…CHECK i
“ APPROACH C/L ”
APPROACH
C/L…………………………....…COMPLETE
APPROACH
C/L…………………………………COMPLETE
“ APPROACH C/L COMPLETE ”
CLICK TO EDIT
MASTER
AT 10
000 FT TITLE STYLE
NAV ACCURACY…CHECK
 When GPS PRIMARY available: No NAV ACCURACY check is required.
BACK
PROG
 When GPS PRIMARY is lost on both sides: (RNAV (GNSS) APCH not allowed in that
case).
Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm
with raw data comparison.
If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) estimate the position error.
CLICK TO EDIT
MASTER TITLE STYLE
DESCENT
DESCENT 10 000ft FLOW PATTERN
PF
LAND LIGHTS
1
2
3
1
LS
WHEN GPS PRIMARY LOST:
NAV ACCY
PM
SEAT BELTS
EFIS
EFIS
4
2
3
5
6
BACK
LS
RADIO NAV
(A320) ENG MODE SEL
(A330) ENG START SEL
CLICK TO EDIT
MASTER TITLE
STYLE
i
2D APPROACH
INTERMEDIATE APPROACH
Aircraft configuration management
SOP
FINAL APPROACH
INITIAL APP
INTERMEDIATE APPROACH
SOP
SOP
SOP
-
-S
°
FLAPS 1
-F
FLAPS 2
VAPP
L/G Down
FLAPS 3
Flaps Full
or
Fly an early stabilized approach.
IAF
A320/A330
IF
i
MDA/H
FDP
MAP
XFTDN12DAPPRO01 – FEB 2018
CLICK TO EDIT
MASTER TITLE STYLE
2D APPROACH
SUMMARY TABLE
BACK
LOC
i
XTR on ND
CLICK TO EDIT
MASTER TITLE STYLE
2D APPROACH
LATERAL GUIDANCE NOT AVAILABLE
APPROACH NOT STORED IN
DATABASE
BACK
APPROACH STORED IN DATABASE
DIFFERS FROM
CHARTED APPROACH
NAV ACCURACY
DOWNGRADED
Follow Radio Navigation Raw Data Information using TRK mode.
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
PF
BACK
PM
i
F-PLN SEQUENCING ...........................................ADJUST
Approx. 15 nm from touchdown:
APPROACH PHASE...........................................CHECK/ACTIVATE
MANAGED SPEED…………………………………..CHECK
FLIGHT PATH……………………………………...MONITOR
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
i
i
NAV ACCURACY…………………………….........MONITOR
i
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
F-PLN SEQUENCING
BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced,
NAV mode is available.
C
FDP
FDP
C
 If the F-PLN is NOT sequenced: no NAV mode.
B
A
 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.
 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.
 Clear manually all the remaining lines of the F-PLN of the MCDU or,
 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
APPROACH PHASE
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
 In managed modes (NAV, LOC, LOC*) the APPR phase activates
automatically when overflying the magenta DECEL point.
 In selected modes (TRK, HDG) the DECEL point is inoperative
(white). APPR phase is to be activated manually from the MCDU.
BACK
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
SPEED MANAGED
BACK
 In managed speed, deceleration stops at the following speeds
depending on the configuration.
CONF
SPEED
Green Dot
S speed
F speed
F speed
VAPP
 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
NAV ACCURACY… MONITOR
NAV ACCURACY must be monitored regularly during the approach.
PROG
The required navigation accuracy has to be appropriate to the phase of flight.
BACK
CLICK TO
EDIT MASTER
TITLE STYLE
INTERMEDIATE
APPROACH
PF
When cleared for approach:
PM
LATERAL GUIDANCE MODE.…….SET FOR APPROACH
For approaches using LOC mode:
LOC pb-sw……………………………………………..PRESS
BIRD..……………………………………………………......ON
“ TRACK, LOC BLUE ”
“ CHECKED ”
For approaches using TRACK mode:
BIRD..……………………………………………………......ON
“ TRACK ”
LATERAL path (manually)……………..……..INTERCEPT
For approaches using NAV mode:
NAV MODE ……………………CHECK ARMED/ENGAGED
BIRD..……………………………………………………......ON
1 nm before Final Descent Point:
FPA FOR FINAL APPROACH……………………PRESET
“ CHECKED ”
BACK
CLICK TO
EDIT MASTER
TITLE STYLE
INTERMEDIATE
APPROACH
FLY AN EARLY STABILIZED APPROACH
 In order to be stabilized at the final descent point (FDP) at VAPP and in landing configuration:
 On the F-PLN page, enter VAPP as a speed constraint at the FDP.
 This will displace the
upwards.
VAPP
“FLAPS 1"
“FLAPS 2” “GEAR DOWN" “FLAPS 3"
“FLAPS FULL“
Preset FPA
Pull FPA
FDP
F-PLN A
page
BACK
INTERMEDIATE
APPROACH
– 1/2
CLICK
TO EDIT MASTER
TITLE
STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
At green dot:
NEXT
BACK
PM
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK
TCAS.……………......……..……………........…TA or TA/RA
Below VFE next
“ FLAPS 2 ”
“ SPEED CHECKED ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”
DECEL TOWARDS F SPEED………………..……..CHECK
When FLAPS 2
“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….………………....TAXI
RWY TURN OFF sw ……………………………………… ON
INTERMEDIATE
APPROACH
– 2/2
CLICK
TO EDIT MASTER
TITLE
STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
When L/G down and below VFE next:
“FLAPS 3”
PREV
BACK
PM
“ SPEED CHECKED ”
FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
Below VFE next:
“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
DECEL TOWARDS VAPP…………….........…..……..CHECK
“FLAPS FULL”
CLICK TOFINAL
EDITAPPROACH
MASTER -TITLE
1/2 STYLE
PF
NEXT
BACK
PM
0.3 nm before the FDP:
FPA………………………………………………………...PULL
“ FPA MINUS 3.1° ”
“ CHECKED ”
At the FDP:
“PASSING FINAL DESCENT POINT,____ FT”
“CHECKED”
GO AROUND ALT.…........…………..………..…….…..…SET
“GO AROUND ALTITUDE____ FT SET”
POSITION/FLT PATH………………..…MONITOR/ADJUST
“CHECKED”
i
FLT PARAMETERS……………………….…….....MONITOR
A/THR ....….….……....……CHECK SPEED MODE or OFF
WING A.ICE (if not required).....……...……….…….....OFF
SLIDING TABLE………………………………………..STOW
SLIDING TABLE………...……..………………............STOW
LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE
CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L”
CABIN CREW………...……………………….………ADVISE
“LANDING C/L COMPLETE”
 If not Stabilized at:
1 000 ft in IMC conditions:
GO AROUND
500 ft in VMC conditions:
GO AROUND
i
CLICK TOFINAL
EDITAPPROACH
MASTER -TITLE
1/2 STYLE
POSITION / FLIGHT PATH.….MONITOR / ADJUST
BACK
 Check that the aircraft is actually on the final course and on the intended flight path:
VOR 33R
Lateral raw data:
VOR: ½ dot (2.5 deg)
NDB: 5 deg
Bird below the horizon:
 Crosschecks altitudes versus distances as published on the charts.
Consistent V/S:
CLICK TOFINAL
EDITAPPROACH
MASTER -TITLE
1/2 STYLE
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS
“SPEED”
Speed Target
- 5kt
BACK
“LOC”
1/2 dot
“COURSE”
VOR 33R
Speed Target
+10 kt
VOR:
1/2 dot
(2.5 deg)
“BANK”
7¨
NDB:
5 deg
“___ FT HIGH or LOW”
At altitude check points
“PITCH”
+10¨
+10¨
-2.5¨
0¨
A320
A330
“SINK RATE”
-1000 ft/min
A320
-1200 ft/min
A330
CLICK TOFINAL
EDITAPPROACH
MASTER -TITLE
2/2 STYLE
PF
PREV
BACK
PM
At MINIMUM +100 ft:
“HUNDRED ABOVE”
MONITOR,OR ANNOUNCE ….....”ONE HUNDRED ABOVE”
“ CHECKED ”
At MINIMUM:
“MINIMUM”
MONITOR OR ANNOUNCE….………………..… “MINIMUM”
If visual references are not sufficient:
“ GO AROUND – FLAPS ”
If visual references are sufficient:
“ CONTINUE ”
AP………………………….……………..…………………OFF
“ SET FDs OFF ”
“ SET RUNWAY TRACK ______ ”
i
FDs……………………...……………………………….....OFF
RUNWAY TRACK………………………...…. CHECK / SET
When the aircraft reaches the minimum height for use of AP, set the AP to OFF, as it may not disconnect
until landing and AUTOLAND is not provided on NPA approach
CLICK TOFINAL
EDITAPPROACH
MASTER -TITLE
2/2 STYLE
AP……………….OFF
 AP…OFF
 FDs …OFF
 BIRD …ON
 CHECK / SET RUNWAY TRACK
“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”
 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
BACK
CLICK TO EDIT
MASTER TITLE
STYLE
i
3D APPROACH
INTERMEDIATE / FINAL APPROACH
Aircraft configuration management
SOP
INITIAL
APPROACH
SOP
INTERMEDIATE APPROACH
SOP
-ILS-
FINAL APPROACH
SOP
-FINAL APP-
SOP
-ILS-
SOP
-FINAL APP-
A320: 2 000 ft AGL minimum
A330/340: 2 500ft AGL minimum
-FL100(For ILS APPR only)
A320/A330
-
°
Flaps1
-S
Flaps2
or
3 nm mini
L/G Down
Flaps3
Flaps Full
LDG Checklist
VAPP
(MDA)DA/H
IAF
IF
FDP
XFTDN13DAPPRO01 – OCT 2018
CLICK TO EDIT
MASTER
3DSUMMARY
APPROACH
TABLE TITLE STYLE
Charts Approach
Type
FMS database
Approach type
Deviation
Arming
BACK
FMA
Single diamond
ILS
ILSxx
GS | LOC
Vertical:
RNAV
(GNSS)
LNAV/
VNAV
VOR
RNAV (GNSS)
VORxx
Lateral:
FINAL APP
NDB
NDBxx
RNAV (RNP AR)
RNAV (RNP
AR)
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
PF
BACK
PM
i
F-PLN SEQUENCING ...........................................ADJUST
POSITION ......................................................... MONITOR
Check that ATC clearances allow the aircraft to fly through
the capture area
Approx. 15 nm from touchdown:
APPROACH PHASE...........................................ACTIVATE
MANAGED SPEED…………………………………..CHECK
i
FLIGHT PATH……………………………………...MONITOR
i
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
i
NAV ACCURACY…………………………….........MONITOR
i
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
F-PLN SEQUENCING
BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced,
NAV mode is available.
C
FDP
FDP
C
 If the F-PLN is NOT sequenced: no NAV mode.
B
A
 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.
 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.
 Clear manually all the remaining lines of the F-PLN of the MCDU or,
 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
APPROACH PHASE
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
 In managed modes (NAV, LOC, LOC*) the APPR phase activates
automatically when overflying the magenta DECEL point.
 In selected modes (TRK, HDG) the DECEL point is inoperative
(white). APPR phase is to be activated manually from the MCDU.
BACK
CLICK TO EDIT
MAPPROACH
ASTER TITLE STYLE
INITIAL
BACK
SPEED MANAGED
 In managed speed, deceleration stops at the following speeds
depending on the configuration.
CONF
SPEED
Green Dot
S speed
F speed
F speed
VAPP
 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
NAV ACCURACY… MONITOR
NAV ACCURACY must be monitored regularly during the approach.
PROG
The required navigation accuracy has to be appropriate to the phase of flight.
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MAPPROACH
ASTER TITLE STYLE
INITIAL
FLIGHT PATH … MONITOR
 Use VDEV information on the PFD and PROG page
PROG
 In HDG/TRK mode, use also the energy circle on ND representing the required distance to land
BACK
NTERMEDIATE
FINAL
APPROACH
– 1/2
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ASTER
TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
NEXT
BACK
PM
At green dot:
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK
TCAS.……………......……..……………........…TA or TA/RA
A320: At 2 000 ft AGL at the latest:
A330/A340: At 2 500 ft AGL at the latest:
“ FLAPS 2 ”
“ SPEED CHECKED ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”
DECEL TOWARDS F SPEED………………..……..CHECK
“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….………………....TAXI
RWY TURN OFF sw ……………………………………… ON
NTERMEDIATE
FINAL
APPROACH
– 2/2
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ASTER
TITLE STYLE
PF
AIRCRAFT CONFIGURATION FOR APPROACH
When L/G down:
“FLAPS 3”
PREV
BACK
PM
“ SPEED CHECKED ”
FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
DECEL TOWARDS VAPP…………….........…..……..CHECK
“FLAPS FULL”
A/THR ....….….……....……CHECK SPEED MODE or OFF
WING A.ICE (if not required).....……...……….…….....OFF
SLIDING TABLE………………………………………..STOW
SLIDING TABLE………...……..………………............STOW
LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE
CABIN REPORT……..………..…………….…..….RECEIVE
CABIN CREW………...……………………….………ADVISE
LANDING C/L……...………………………….…COMPLETE
“LANDING C/L”
“LANDING C/L COMPLETE”
At 1 000 ft RA:
“ CHECKED ”
“ONE THOUSAND ”
Monitor or Announce
INTERMEDIATE
APPROACH
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TITLE STYLE
-ILS APPROACH-
PF
BACK
PM
When cleared for approach, on the intercept trajectory for the final approach course and LOC deviation available:
APPR p/b on FCU….............…….....……….........…PRESS
SECOND AP......………..…...………………..…......ENGAGE
“ GLIDE SLOPE BLUE, LOC BLUE,
CAT 3 DUAL, AP 1+2 ”
“ CHECKED ”
LOC and G/S CAPTURE.....……..........………....MONITOR
i
“ LOC STAR ”
“ CHECKED ”
“ LOC ”
“ CHECKED ”
“ GLIDE SLOPE STAR ”
“ CHECKED ”
When G/S* appears FMA:
GO AROUND ALT ........…………...……………..………SET
“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.
INTERMEDIATE
APPROACH
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TITLE STYLE
-ILS APPROACH-
BACK
LOC and G/S CAPTURE
 Should an unwanted LOC and/or G/S be intercepted, the aircraft will follow an erroneous trajectory.
 Crosschecking with raw data allows to prevent it.
FINALMAPPROACH
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ASTER TITLE STYLE
-ILS APPROACH-
PF
BACK
PM
At the final descent point:
“ GLIDE SLOPE ”
“ CHECKED ”
“PASSING (fix name), ____ft”
FLT PARAMETERS…………………….…….……MONITOR
At 350ft RA:
“ LAND ”
“ CHECKED ”
At MINIMUM +100 ft:
“HUNDRED ABOVE”
Monitor or Announce
“ CHECKED ”
At MINIMUM:
“MINIMUM”
Monitor or Announce
Depending on visual references:
“ GO AROUND – FLAPS ” or “ CONTINUE ”
At 100 ft RA:
At 50 ft RA:
“ONE HUNDRED”
“FIFTY”
Monitor or Announce
Monitor or Announce
i
FINALMAPPROACH
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ASTER TITLE STYLE
-ILS APPROACH-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS
“SPEED”
BACK
“LOC”
Speed Target
- 5kt
Speed Target
+10 kt
“BANK”
1/2 dot
“GLIDE”
7¨
1/2 dot
“PITCH”
+10¨
0¨ (A330)
-2.5¨ (A320)
“SINK RATE”
- 1 200 ft/min (A330)
- 1 000 ft/min (A320)
INTERMEDIATE
APPROACH
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TITLE STYLE
PF
-FINAL APP-
PM
When cleared for approach:
APPR p/b on FCU….............…….....………...…….PRESS
APP NAV………………...….CHECK ARMED or ENGAGED
FINAL……………………………………..……CHECK ARMED
“ FINAL BLUE, APP NAV ”
“ CHECKED ”
BACK
1/2 STYLE
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MASTER–TITLE
PF
-FINAL APP-
NEXT
BACK
PM
FINAL APP.............…….....…..…………….CHECK ENGAGED
At the Final Descent Point:
“ FINAL APP ”
“ CHECKED ”
“PASSING (fix name), ___ft”
GO AROUND ALT ........…………...……………..………SET
“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.
i
FLT PARAMETERS………………………..……….……MONITOR
1/2 STYLE
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EDITAPPROACH
MASTER–TITLE
-FINAL APP-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS
“SPEED”
BACK
“CROSS TRACK”
Speed Target
- 5kt
Speed Target
+10 kt
XTK > 0.1 nm
“COURSE”
“V DEV”
“BANK”
V/DEV > 1/2 dot (50ft)
VOR:
1/2 dot
(2.5 deg)
NDB:
5 deg
V / DEV
7°
“___ FT HIGH or LOW”
“PITCH”
“SINK RATE”
+10¨
0¨ (A330)
-2.5¨ (A320)
1 200 ft/min (A330)
1 000 ft/min (A320)
At altitude check points
2/2 STYLE
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EDITAPPROACH
MASTER–TITLE
-FINAL APP-
PF
At MINIMUM:
“MINIMUM”
BACK
PM
“HUNDRED ABOVE”
At MINIMUM +100 ft:
PREV
Monitor or Announce
Monitor or Announce
If visual references are not sufficient:
“ GO AROUND – FLAPS ”
If visual references are sufficient:
“ CONTINUE ”
For landing:
AP………………………….……………..…………………OFF
i
“ SET FDs OFF ”
FDs……………………...……………………………….....OFF
“ SET RUNWAY TRACK ”
RUNWAY TRACK………………………...……………… SET
2/2 STYLE
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EDITAPPROACH
MASTER–TITLE
-FINAL APP-
AP……………….OFF
 AP…OFF
 FDs …OFF
 BIRD …ON
 CHECK / SET RUNWAY TRACK
“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”
 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
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GOM
AASTER
ROUNDTITLE STYLE
GO-AROUND
DECISION
GO-AROUND
INITIATION
THRUST
REDUCTION
ACCELERATION
i
SOP
SOP
SOP
2nd
APPROACH
SOP
DIVERSION
SOP
CALLOUTS
Discontinued approach
i
Rejected landing
i
-S
Spatial disorientation
A320/A330
-F
°
Green dot
Flaps 0
Flaps 1
i
THR levers
CLB
GA ACCELERATION
ALTITUDE
L/G UP
FLAPS
TOGA
Rotation
GA THRUST REDUCTION
ALTITUDE
XFTDN4GOAROUN01 – OCT 2018
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GOM
AASTER
ROUNDTITLE STYLE
Requirements for GO AROUND decision
A go‐around must be considered if:
 The approach is unstable in speed, altitude, or flight path in such a way that stability is not
obtained by 1 000 ft IMC or 500 ft VMC or is not maintained until landing
 Any GPWS, Windshear or ROW (if ROPS is installed) alert occurs
 Adequate visual cues are not obtained reaching the minima or lost below minima
 …
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GOM
AASTER
ROUNDTITLE STYLE
REJECTED LANDING
 If the PF initiates a go-around, the flight crew must complete the go-around maneuver.
 Do not initiate a go-around after the selection of the thrust reversers.
 If you perform a go-around near the ground, you should take into account the following:
• avoid excessive rotation rate, in order to prevent a tailstrike,
• a temporary landing gear contact with the runway is acceptable,
• in the case of bounce, consider delaying flap retraction,
• order landing gear retraction when the aircraft reaches and maintains positive climb with no
possibility of subsequent touchdown.
 If the aircraft is on the runway and in FULL configuration when the PF applies TOGA thrust, a
CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The flight crew should disregard
this alert.
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GOM
AASTER
ROUNDTITLE STYLE
SPATIAL DISORIENTATION
BACK
 If the aircraft is light, a high acceleration is expected when performing a go-around.
Pilot illusion
This can lead to spatial disorientation.
Actual
Possible pilot reaction
based on illusion
 When LVR CLB is flashing, set all thrust levers to the CL detent with no delay:
 When ALT * mode engages, with MAN TOGA still engaged, a risk of speed limit exceedance exists:
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GOEDIT
AROUND
INITIATION
PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
GOLDEN RULE #4
Take actions if things do not go as expected.
Simultaneously:
THRUST LEVERS……………..…………....TOGA
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ROTATION ………………………..……PERFORM
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“ GO AROUND, FLAPS ”
FLAPS………………………….….……..RETRACT ONE STEP
“FLAPS xx”
FLIGHT PARAMETERS…………….….….………MONITOR
“ MAN TOGA, SRS, NAV, AUTO
THRUST BLUE ”
“ CHECKED ”
When positive climb:
“ POSITIVE CLIMB ”
“ GEAR UP ”
L/G………………………………………………….…..........UP
“ GEAR UP ”
NAV or HDG mode…………….….…………………….AS RQRD
AP………………………….………………………………AS RQRD
i
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MASTER
TITLE STYLE
AROUND
INITIATION
THRUST LEVERS………………….TOGA
 If TOGA thrust is not required, set the thrust levers to the TOGA detent, to remove approach modes,
to engage the Go-Around phase with associated AP/FD modes, then retard all thrust levers to the
CL detent as required.
 When the flaps lever is at least in position 1, and when setting TOGA thrust:
• GO AROUND phase is activated.
• Landing/approach modes are removed, and go around modes are engaged.
• The missed approach becomes the ACTIVE F-PLN and the previously flown
approach is strung back into the F-PLN.
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MASTER
TITLE STYLE
AROUND
INITIATION
ROTATION …………………. PERFORM
Initiate rotation towards 15° of pitch with all engines operative (12.5° if one engine out) to get a
positive rate of climb then follow SRS pitch command bar.
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MASTER
TITLE STYLE
AROUND
INITIATION
FLIGHT PARAMETERS CALLOUTS
BACK
7°
+20° maxi
No climb rate
+10° mini
“BANK”
“PITCH”
“SINK RATE”
CLICK TOTEDIT
MREDUCTION
ASTER TITLE STYLE
HRUST
PF
PM
At Go Around Thrust Reduction altitude, as LVR CLB is flashing on FMA:
THRUST LEVERS………………………………………..…CL
“ THRUST CLIMB, AUTO THRUST ”
“ CHECKED ”
BACK
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MASTER TITLE STYLE
ACCELERATION
PF
BACK
PM
At Go Around acceleration altitude:
ANNOUNCE: “OPEN CLIMB, ALT BLUE,
4000 FT BLUE”
ANNOUNCE…..………….……..“CHECKED”
TARGET SPEED (GDOT) ………………….……….. MONITOR
At F speed with positive speed trend:
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1……………………………....………………SELECT
“ FLAPS 1 ”
At S speed with positive speed trend:
“ FLAPS 0 ”
“ SPEED CHECKED ”
FLAPS 0……………………….............…………….SELECT
“ FLAPS 0 ”
GROUND SPOILERS ..…………………….…........DISARM
NOSE sw………………………………………………...…OFF
RWY TURN OFF sw………………………………………OFF
OTHER EXTERIOR LIGHTS………………..…….AS RQRD
“ AFTER TAKEOFF/CLIMB C/L ”
AFTER TO / CLB C/L down to the line ……...COMPLETE
”DOWN TO THE LINE”
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MASTER
TITLE STYLE
ECOND
APPROACH
PF
PM
If the flight crew decides to fly a second approach:
APPROACH PHASE………………………….………..ACTIVATE
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MASTER TITLE STYLE
PF
PM
Three possibilities:
 The ALTN airport has been prepared
Lat Rev at TO WPT……..……….ENABLE ALTN
DIR TO………………..PERFORM AS CLEARED
 The SEC F-PLN has been prepared to a diversion airfield
SEC F-PLN………………..…………...ACTIVATE
 Nothing has been prepared
MCDU F-PLN page: NEW DEST….……INSERT
MCDU PROG page: CRZ FL…..........….INSERT
MCDU: F-PLN………….………………..FINALIZE
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DISCONTINUED
APPROACH
PF
PM
At or above FCU altitude, apply the
discontinued approach technique described
here below, or the go around procedure.
Altitude set on FCU
Below the FCU altitude, apply the go
around procedure.
Note: FMAs displayed here below are based on an ILS approach
“ CANCEL APPROACH ”
Disarm any AP/FD approach mode (LOC, GS or FINAL APP):
APPR (or LOC) p/b on FCU………….………..........PRESS
“ VERTICAL SPEED MINUS 800,
HEADING, AP1, ALT BLUE ”
“ CHECKED ”
LAT. MODE (NAV or HDG)…….……………..…...AS RQRD
VERT. MODE (LEVEL OFF or ADJUST V/S)…..AS RQRD
SPEED………….....…………….PULL AND SET AS RQRD
 Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
BACK
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GOEDIT
AROUND
- CALLOUTS
PF
“Go AroundFlaps"
FMA
Changes
FMA
Changes
“Gear UP"
FMA
Changes
“AFTER T/O
CLIMB C/L"
"Flaps 0"
"Flaps 1"
“Flaps xx"
“Checked”
"Positive
climb"
“Gear UP"
“Checked”
“Checked”
“Speed
checked”
“Flaps 1"
“DOWN TO THE
LINE"
“Speed
checked”
“Flaps 0"
PM
-S
-F
THR levers
CLB
L/G UP
FLAPS
Retract 1 step
THR levers
TOGA
THRUST REDUCTION
ALTITUDE
Flaps 0
Flaps 1
THRUST ACCELERATION
ALTITUDE
°
Green dot
BACK
A320
CLICK TO EDITLANDING
MASTER TITLE STYLE
APPROACH MUST BE STABILIZED:
From 1000 ft
in IMC
From 500 ft
in VMC
FLARE
ROLLOUT
MANUAL
SOP
SOP
AUTOLAND
SOP
SOP
Flare
Retard
1000 ft
REV
MAX
REV
IDLE
THR
IDLE
500 ft
EFTDN1LANDING01 – OCT 2018
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ASTER TITLE STYLE
FLARE
PF
BACK
PM
In stabilized approach conditions, the flare height is approximately 30 ft RA:
FLARE………………………………………………PERFORM
ATTITUDE………………………………………….MONITOR
i
THRUST LEVERS………..…………………..…….........IDLE
At around 20ft RA, The automatic callout “RETARD” triggers. It is a reminder for the PF to retard thrust levers to IDLE.
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ASTER TITLE STYLE
OLLOUT
PF
BACK
PM
At touchdown:
DEROTATION……………………………………..…INITIATE
BOTH THRUST LEVERS…………REV MAX or REV IDLE
“ SPOILERS ”
“ REVERSE GREEN ”
DIRECTIONAL CONTROL…….....................MONITOR
DIRECTIONAL CONTROL………………….……..ENSURE
BRAKES………………………………….………...AS RQRD
“ DECEL ”
At 70 kt:
“ SEVENTY KNOTS ”
BOTH THRUST LEVERS……………….………..REV IDLE
At taxi speed:
BOTH THRUST LEVERS……………….……….FWD IDLE
Before 20 kt:
AUTOBRK…………...……………….…………DISENGAGE
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MASTER
TITLE STYLE
UTOLAND
- FLARE
PF
At any time, if AUTOLAND light comes
on, take over.
PM
At 350ft RA:
“LAND”
LAND
“ CHECKED”
ILS COURSE.……………………….…………...……CHECK
At 40ft RA:
“ FLARE ”
If FLARE not displayed on FMA, PF takes over.
FLARE ............................................................. MONITOR
At 30ft RA:
“ THRUST IDLE ”
At 10ft RA:
BOTH THRUST LEVERS……………………………….IDLE
LATERAL GUIDANCE……………………………MONITOR
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TITLE STYLE
- ROLLOUT
PF
BACK
PM
At touchdown:
“ ROLLOUT ”
BOTH THRUST LEVERS…………REV MAX or REV IDLE
DIRECTIONAL CONTROL……………MONITOR/ENSURE
“ SPOILERS ”
“ REVERSE GREEN ”
DIRECTIONAL CONTROL…………….…...MONITOR
BRAKES………………………………….………....AS RQRD
“ DECEL ”
At 70 kt:
“ SEVENTY KNOTS ”
BOTH THRUST LEVERS……………………….REV IDLE
Before 20 kt:
AUTO BRK……………………………………..DISENGAGE
End of rollout
BOTH THRUST LEVERS……………………….FWD IDLE
AP………………………………………………………….OFF
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ASTER TITLE STYLE
FLARE
PM FLIGHT PARAMETERS CALLOUTS
7¨ maxi
“BANK, BANK”
10¨ maxi
When the pitch attitude approaches the tail
strike pitch limit indicator or reaches 10 º,
the PM announces:
“PITCH, PITCH”
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A320/A330
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MASTER
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AFTER
LANDING
– PARKING
– SECURING
THE A/C
AFTER LANDING
SOP
FLOW
PARKING
SECURING THE
AIRCRAFT (*)
SOP
SOP
“ SECURING THE A/C C/L ”
“ PARKING C/L ”
“ AFTER LANDING C/L ”
(*) Note: This procedure can be
performed using the QRH.
XFTDB1AFTLDGD01 – OCT 2018
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MASTER
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AFTER
LANDING
– PARKING
– SECURING
THE A/C
AFTER LANDING FLOW PATTERN
PF
PF
BACK
PM
PM
ANTI-ICE
RADAR
PREDICTIVE
WINDSHEAR
7
6
APU
GROUND
SPOILERS
2 1
3
5
4
TCAS / ATC
FLAPS
(A320) ENG MODE SEL
(A330) ENG START SEL
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MASTER
AFTER
LANDINGTITLE STYLE
PF
Signal for PM actions
BACK
PM
GROUND SPOILERS……………..……...........……DISARM
EXTERIOR LIGHTS……..……...………………………...SET
RADAR……….……………………………..…….……..…OFF
PREDICTIVE WINDSHEAR………..…………....………OFF
ENG MODE/START SEL…..………..….………….….NORM
FLAPS………………….……….……....……….….RETRACT
TCAS……………….…………….…..….………….…….STBY
ATC......................AS RQRD BY AIRPORT OPERATIONS
APU……….……….………………….....…….…….….START
ANTI ICE……………………...…....…..…….…….AS RQRD
BRAKE TEMP………………….………..………...….CHECK
“ AFTER LANDING C/L ”
AFTER LANDING C/L………..……..………….…COMPLETE
“ AFTER LANDING C/L COMPLETE ”
i
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MASTER
AFTER
LANDINGTITLE STYLE
BRAKE TEMPERATURE
To avoid brake oxidation
Select brake fans:
• just before reaching the gate (short taxi)
or
• 5 min after landing (long taxi)
Short turnaround time
Or
Brake temperature likely
exceeding
500°C
Use of brake fans without oxidation
consideration
BACK
Note: After landing, the BRAKES HOT ECAM caution is inhibited. By the way, when brake temperature is
above 300°C, the HOT amber light on the LDG panel will come on. Depending on the rate of temperature
increase, you may delay the use of brake fans in accordance with the above considerations.
 Observe the ECAM memo if the brake fans are selected.
CLICK TO EDITPM
ASTER TITLE STYLE
ARKING
PF
BACK
PM
ACCU PRESS……………….……...…...............……CHECK
ANTI – ICE………………….…………...…....…..……….OFF
PARK BRAKE……………….…..………...............……….ON
APU BLEED………………….………...…....………….….ON
i
ENG MASTER 1, 2 …………….…..…................…….OFF
SLIDES…..……………..............……....CHECK DISARMED
SEAT BELTS………..…...…..…................…..…..….…..OFF
FUEL PUMPS…………………………...............….…….OFF
EXTERIOR LIGHTS…………………...…...............……..SET
ATC……………………………………….….......…….…STBY
GROUND CONTACT…….…..…...............…….ESTABLISH
IRS PERFORMANCE………………................……..CHECK
FUEL QUANTITY……………...…..................…..….CHECK
MECH
STATUS PAGE……….…………………………….….CHECK
PARKING BRAKE…………………………..………AS RQRD
BRAKE FAN……...…………..................………………..OFF
DUs……………………………………………….…….……DIM
DUs……………………………….....……….……………..DIM
ALL EFB transmitting mode…..…..…………….AS RQRD
ALL EFB transmitting mode…..…..…………….AS RQRD
“ PARKING C/L ”
PARKING C/L…....…......................…..…….…COMPLETE
“ PARKING C/L COMPLETE ”
 When PARKING BRAKE is ON:
• PARK BRK MEMO is displayed
• Check the brake pressure
• The ACCU PRESS must be in the green band.
 Minimum time at or near IDLE to stabilize engine hot section temperature, refer to FCOM SOP PARKING
i
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ASTER TITLE STYLE
ARKING
APU BLEED…………ON
 Select APU Bleed ON just before engine shutdown, to avoid ingestion of
exhaust gases from the engines.
BACK
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ASTER TITLE STYLE
ARKING
IRS PERFORMANCE
BACK
 The NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete).
 On the MCDU: DATA / POSITION MONITOR page, read the deviation of each IRS position from the FMGC
position and check that the value does not exceed the following (FCOM PRO-NOR-SOP-PARKING).
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TITLE STYLE
SECURING
AIRCRAFT
PF
BACK
PM
This procedure can be performed using the QRH.
PARK BRAKE………................…….….….……CHECK ON
ALL IR MODE SELECTORS…..............……………….OFF
i
OXY CREW SUPPLY………...................…………...…..OFF
EXTERIOR LIGHTS………….....................…....……….OFF
APU BLEED……………………….....……...........………OFF
APU MASTER SW……………..…….....................…….OFF
EMER EXIT LIGHT…………….................…...…………OFF
SIGNS……….………....………...........….............………OFF
EXT PWR……………...….….....................………AS RQRD
ALL BAT ………………....………….…..…….............…OFF
“ SECURING THE AIRCRAFT C/L ”
i
SECURING THE AIRCRAFT C/L….....…..……COMPLETE
“ SECURING THE AIRCRAFT C/L COMPLETE ”
EFB APPLICATIONS………………………………….CLOSE
EFB APPLICATIONS………………………………….CLOSE
ALL EFB……………………...…………………SWITCH OFF
ALL EFB……………………...…………………SWITCH OFF
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TITLE STYLE
SECURING
AIRCRAFT
EFB APPLICATIONS…CLOSE:
ALL EFB…SWITCH OFF:
BACK
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ASTER
TITLE STYLE
SECURING
AIRCRAFT
BACK
To ensure the ADIRS memorize the last data:
at least 10 sec
t
ADIRS OFF
Electrical supply OFF
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TITLE STYLE
SECURING
AIRCRAFT
BACK
To prevent smoke entering the cabin during next start, wait until APU flap is fully closed:
Approx 2 min
t
APU AVAIL light
goes out
When APU flap fully closed,
set batteries OFF
A320/A330
AP/FD AND A/THR
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MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD
ENGAGEMENT and
DISENGAGEMENT
A/THR
i
ENGAGEMENT and
DISENGAGEMENT
i
XFTDN1000AUTO01 – OCT 2018
AP/FD AND A/THR
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MASTER TITLE STYLE
AP/FD – 1/2
ENGAGEMENT/DISENGAGEMENT
NEXT
BACK
Engagement
AP OFF / FD OFF
Manual flight
without FD.
1
Set FD ON
2
Use AFS CP to adjust FMA
for the intended flight path.
AP OFF / FD ON
Manual flight
with FD.
3
Set AP ON i
EXPECTED FMA
AP ON / FD ON
Autoflight
with AP/FD.
Never engage AP without
expected FMA.
AP/FD AND A/THR
CLICK TO EDIT
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
BEFORE SETTING AP ON
If large orders are required to achieve the intended flight path,
center the FD bars before setting AP ON.
BACK
AP/FD AND A/THR
CLICK TO EDIT
MASTER TITLE STYLE
AP/FD – 2/2
ENGAGEMENT/DISENGAGEMENT
PREV
Disengagement
AP ON / FD ON
Autoflight
with AP/FD.
CAVALERY CHARGE
1
Press the AP
INSTINCTIVE DISC pb
to disconnect AP.
Press a second time on the AP INSTINCTIVE DISC
pb to cancel the aural and visual indications.
AP OFF / FD ON
Manual flight
with FD.
2
Set FD OFF
AP OFF / FD OFF
Manual flight
without FD.
BACK
AP/FD AND A/THR
CLICK TO EDIT
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
A/THR – 1/2
Engagement
A/THR OFF
Flight with
manual thrust.
1
Press the A/THR pb.
LVR CLB is flashing.
2
Move the THR levers to
the CL detent.
A/THR ON
Flight with
A/THR.
NEXT
BACK
AP/FD AND A/THR
CLICK TO EDIT
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD – 2/2
Disengagement
PREV
A/THR ON
Flight with
A/THR.
1
Move thrust levers
to current thrust.
2
Press A/THR INSTINCTIVE DISC pb
to disconnect the A/THR.
i
A/THR OFF
Flight with
manual thrust.
BACK
AP/FD AND A/THR
CLICK TO EDIT
MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
Move thrust lever to current thrust
If the flight crew presses the instinctive disconnect pb on the thrust levers before they move
the thrust levers to the current thrust setting, there is a risk of undue thrust increase.
BACK
CLICK TO EDITCM
ASTER TITLE STYLE
IRCLING
Approach Preparation:
Primary F-PLN: Insert instrument approach,
APPR PERF Page: insert MDA for circling,
SEC F-PLN: Copy active F-PLN and revise landing runway.
A320/A330
Before FAF:
Flaps 3,
L/G down,
F Speed.
i
Downwind:
Set downwind track,
Maintain visual (lateral distance, TRK),
Activate SEC F-PLN,
Disconnect AP and remove FD.
At MDA:
Maintain altitude,
If visual references for circling
• Turn 45°,
• Fly for 30 sec from wings level.
If visual references are not
sufficient: GO AROUND initiate.
i
Abeam:
Start chronometer,
3 sec/100 ft.
i
Base turn:
Set runway track,
Initial bank 25°,
Maintain altitude.
Circling MDA
30 s
45 º
500 ft AGL
stabilized
Threshold identified:
Set landing CONF (FULL FLAPS,
VAPP),
Landing C/L.
XFTDN1CIRCLNG01 – OCT 2018
CLICK TO EDITCM
ASTER TITLE STYLE
IRCLING
BACK
APPROACH SPEED: F SPEED
When landing FLAPS 3 is expected and inserted in the APPR PERF page
(flight crew decision, failure with specific FLAPS setting, one engine out for A330),
F speed must be selected for approach.
Speed will be managed again in final for landing to recover Vapp
APPROACH CONFIGURATION WITH ONE ENG INOP
REFER TO QRH PROC:
CLICK TO EDITCM
ASTER TITLE STYLE
IRCLING
LEVEL OFF AND FLY AT LEAST MDA
With some anticipation:
(altitude of anticipation is 10% of V/S in ft/min; e.g.: V/S: - 1000 ft/min > Anticipation: 100 ft).
A320: Push the V/S / FPA knob to level off.
A330: Press the ALT pushbutton.
BACK
CLICK TO EDITCM
ASTER TITLE STYLE
IRCLING
DOWNWIND LEG
• .During circling, remember that the missed approach procedure is the one from the instrument
approach.
• When the secondary F-PLN is activated, the valid missed approach procedure is no longer available
• In the case of a GO AROUND, fly the missed approach in SELECTED modes using the initial
instrument approach chart (unless otherwise specified).
BACK
CLIDE
LICKSTO
EDIT
MASTER TITLE
G
LOPE
INTERCEPTION
FROMSTYLE
ABOVE
CLEARED to intercept LOC
CLEARED for ILS
ARM APPR
Monitor G/S Interception
SOP
SOP
ARM LOC
3
2
1
When G/S* engages:
Set go-around altitude.
Early stabilized approach:
 L/G Down
 Flaps FULL
 VAPP.
A320/A330
1000 ft AAL
A/C stabilized
XFTDN3GSABOVE01 – OCT 2018
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TO
EDIT
MILS
ASTER
TITLE STYLE
LEAR
FOR
APPROACH
Arm APPR.
Set FCU Altitude
Above Aircraft altitude
G/S MODE ARMING
When V/S mode is active,
ensure that G/S mode is armed.
Otherwise, if you keep going with the V/S mode only,
nothing will stop the descent.
i
Select V/S mode -1500 ft/min
(-2000 ft/min max).
BACK
CLIDE
LICKSTO
EDIT
MASTER TITLE
G
LOPE
I
NTERCEPTION
F
ROMSTYLE
ABOVE
SETTING FCU ALTITUDE
If the FCU altitude is below A/C altitude,
arming APPR then selecting V/S mode can lead to ALT* engagement.
Set an FCU altitude above the A/C altitude to be sure V/S mode remains active.
BACK
CLICKMTO
EDITG/S
MASTER
TITLE STYLE
ONITOR
INTERCEPTION
BACK
Monitor G/S interception with raw data.
When G/S*: Set go around altitude.
1000 ft AGL
stabilized.
A320/A330
CLICK
TO EDIT
MASTER
TITLE STYLE
GROUND
SPEED
MINI FUNCTION
Main principle of the ground speed minimum function.
i
Tower Wind: 330¨ / 20 kt
CURRENT HEADWIND:
20 KT
HEADWIND INCREASES TO:
50 KT
HEADWIND DECREASES TO:
25 KT
i
i
i
1
330/20 kt
2
330/50 kt
3
330/25 kt
XFTDN40GSMINI01 – FEB 2019
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TO EDIT
MASTER
TITLE STYLE
GROUND
SPEED
MINI FUNCTION
MAIN PRINCIPLE OF THE GROUND SPEED MINIMUM FUNCTION
BACK
GS mini concept has been defined to prevent the A/C energy from dropping below a minimum level during final approach.
It is not displayed to the flight crew.
Ground speed mini is available in managed speed mode only.
It is active when the aircraft is in landing configuration.
IAS TARGET = Max [ VAPP, VAPP + Wind Difference ]
(Current Headwind – TWR Headwind)
VAPP
+ Wind difference
IAS TARGET
Note: On A320neo aircraft, the computation of the IAS Target is modified, with only a
third of the wind difference taken into account.
CLICK
TO EDIT
MASTER
TITLE STYLE
GROUND
SPEED
MINI FUNCTION
CURRENT HEADWIND 20 KT
NEXT
Hypothesis: Landing on RWY 33, Tower wind 330° / 020kt, VLS = 133kt
VAPP = 133 + 7 = 140 kt
Gs mini = 140 – 20 = 120 kt
1
330/20 kt
IAS Target = Gs mini (120) + 20 = 140 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
Current GS = GS mini
BACK
CLICK
TO EDIT
MASTER
TITLE STYLE
GROUND
SPEED
MINI FUNCTION
HEADWIND INCREASES TO 50 KT
PREV
NEXT
1
330/20 kt
2
IAS Target = Gs mini (120) + 50 = 170 kt
330/50 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
IAS target increases
Speed target unchanged
SPEED trend is going up
SPEED trend is going up
THR increases. Energy is
kept
THR reduces to IDLE in
order to match the target speed
Current GS = GS mini
GS does not change.
Current GS < GS mini
GS decreases.
BACK
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TO EDIT
MASTER
TITLE STYLE
GROUND
SPEED
MINI FUNCTION
HEADWIND DECREASES TO 25 KT
PREV
IAS Target = Gs mini (120) + 25 = 145 kt
1
330/20 kt
2
330/50 kt
3
330/25 kt
MANAGED SPEED
SELECTED SPEED
Ground speed mini function active
Ground speed mini function not active
IAS target decreases
SPEED trend is going down
THR slightly decreases
Current GS = GS mini
A/C ENERGY
REMAINS HIGH
Speed target unchanged
SPEED trend is going down
THR is initially low and
increases slowly.
Current GS < GS mini
A/C ENERGY
IS LOW
BACK
A320
HEAD-UP DISPLAY (HUD)
HUD REMINDER
TAXI
TAKEOFF
APPROACH
ROLL OUT
i
i
i
i
i
EFTDO_HUD_01 – OCT 2018
TAXI
TYPICAL DISPLAY
NEXT
BACK
TAXI
DECLUTTER DISPLAY
PREV
BACK
TAKEOFF
BACK
TYPICAL DISPLAY
TAKEOFF ROLL - ROTATION:
 The yaw bar is displayed to show
you any deviation from the runway
centerline.
 The tail strike symbol.
 The offset pitch symbol is positioned
15 ° below the actual pitch attitude
of the aircraft (12.5° in the case of
an engine failure).
APPROACH
NEXT
TYPICAL DISPLAY
BARO 750
LS
N
BACK
APPROACH
PREV
DECLUTTER 1 MODE
BARO 750
LS
N
D1
NEXT
BACK
APPROACH
PREV
DECLUTTER 2 MODE
LS
D1
NEXT
BACK
APPROACH
PREV
TYPICAL DISPLAY (IN CROSSWIND)
BARO 750
NEXT
BACK
APPROACH
PREV
X WIND DISPLAY
BARO 750
BACK
ROLLOUT
TYPICAL DISPLAY
ROLLOUT
The auto break mode scale is
displayed to show you the current
aircraft deceleration. In this case MED
braking mode is selected.
BACK
REMINDER
NEXT
BACK
ENERGY CHEVRONS
FPA
TOTAL FPA:
AIRCRAFT ENERGY
ACCELERATION
/
DECELERATION
CHEVRONS ABOVE BIRD:
THE AIRCRAFT ACCELERATES
CHEVRONS ALIGNED WITH BIRD:
THE AIRCRAFT IS AT
A CONSTANT SPEED AND THRUST
CHEVRONS BELOW BIRD:
THE AIRCRAFT DECELERATES
REMINDER
FLAG MESSAGES
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
WINDSHEAR
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
PULL UP
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
EXCESSIVE ATT
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
TCAS RA
REVERT TO PFD
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
TCAS RA INHIBITED
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
TRK FPA DESELECTED
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
MAX BRAKING
MAX REVERSE
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
RWY TOO SHORT
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
FOR GA: SET TOGA
PREV
NEXT
BACK
REMINDER
FLAG MESSAGES
COMBINER
UNLOCKED
PREV
BACK
A320/A330
CLICK TO EDIT
ASTER
TITLE STYLE
ILS M
RAW
DATA
ILS without AP and FD:
Fly an ILS Raw Data
i
G/S Interception
LOC Interception
i
i
XFTDN20ILSRAW01 – OCT 2018
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MILS
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TO EDIT
FLY AN
RAWTITLE
DATA STYLE
BACK
LATERAL
RWY track
 Select RWY Track on AFS CP.
 When on the LOC, fly the Bird on the
blue line.
VERTICAL
 How to correct LOC deviation
i
When on the glideslope, fly the
Bird on the ILS FPA.
(e.g. -3°)
How to correct G/S deviation
i
Intercepting the LOC course
Depending on the angle of interception, you may start the
interception as soon as the LOC is active.
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
NEXT
BACK
Intercepting the LOC course
PREV
BACK
Reaching Final Descent Point
NEXT
BACK
Reaching Final Descent Point
PREV
When ½ dot below the G/S, initiate the interception of the G/S
by smoothly flying the Bird down to the glide path angle :
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
NEXT
BACK
Reaching Final Descent Point
PREV
BACK
LOC deviation
NEXT
BACK
LOC deviation
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
NEXT
BACK
LOC deviation
PREV
BACK
Check unwanted residual bank angle
Close to the ground avoid too large lateral corrections
CLICK TO EDIT
ASTER TITLE STYLE
GLIDEMDEVIATION
In case of GLIDE deviation:
Apply the appropriate correction to the flight path angle:
Monitor GLIDE deviation:
When back on the GLIDE:
Resume the Bird on the appropriate path (e.g. -3°):
Close to the ground avoid too large pitch down corrections.
BACK
A320/A330
LOW VISIBILITY OPERATIONS
TAXI
T.O
CLIMB
CRUISE
DESCENT
APPROACH
GO-AROUND
ROLLOUT
TAXI
XFSNB10000LVO00 – OCT 2018
TAXI-OUT & BEFORE T/O IN LVO
TAXI :
ATC clearance
confirmation
TAXI
INITIATION
BEFORE
TAKEOFF:
down to
the line
actions
BEFORE TAKEOFF:
below the line actions
Taxi
When TAKEOFF clearance obtained :
GATE
“BELOW THE LINE”
Pushback
“BEFORE TAKEOFF C/L”
Taxi
PF
TAXI-OUT & BEFORE
T/O IN LVO
HEAD UP AT ALL TIMES .......................................... KEEP
TAXIWAY & RUNWAY CHART…………..KEEP AVAILABLE
PM
ANF / OANS if available (A350 and 380 only)............USE
TAXIWAY & RUNWAY CHART………..KEEP AVAILABLE
TAXIWAY HEADINGS & UPCOMING TURNS ......ADVISE
GROUND SPEED................................................MONITOR
 Good crew coordination is essential. Avoid, during taxi: flight control checks, checklists and
administrative work.
 Never cross a red stop bar when lining up or crossing a runway, unless unambiguous clearance to
cross has been received by ATC.
 If unsure of position, the aircraft should be stopped and the parking brake set. ATC may provide
assistance by use of ground radar or by sending a FOLLOW ME car.
 Bear in mind that, whereas bright lights may be visible, unlit obstacles and aircraft extremities may not.
TAKEOFF
ANF / OANS (A350 and 380 only)...........USE
 Adapt taxi speed to the actual visibility
 Advise PF if GS exceeds 10 knots
TAKEOFF
ALTERNATE
RVR
CHECKS
CREW
INCAPACITATION
ROTATION
A Low Visibility takeoff (LVTO) is a takeoff where the runway visual
range is less then 400 meters.
T.O
TAKEOFF: Takeoff Alternate
The commander should not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless a
weather-permissible take-off alternate aerodrome is available. (Refer to EASA AMC CAT Aerodrome
operating minima).
A350 ≈ TBD
A320 ≈ 380 NM
A330 ≈ 400 NM
A340 ≈ 900 NM
A380 ≈ 900 NM (TBC)
TAKEOFF : RVR
Takeoffs with an RVR below 150m but not less than 125m require that:
 Low visibility procedures are in force
 High intensity runway centerline lights, spaced 15m or less apart, and high
intensity edge lights with a spaced of 60m or less apart that are in operation.
 A 90m visual segment that is available from the flight crew compartment at the
start of the take-off run; and
 The required RVR value is achieved for all of the relevant RVR reporting points;
TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
BEFORE ENTERING RUNWAY
ONCE ALIGNED
TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
Personal visibility/RVR assessment (Refer to EASA AMC and GM to Part-SPA Subpart E):
• When no reported meteorological visibility or RVR is available, a personal assessment by the
Captain may be used as a substitute. In this case takeoff may only be commenced if the Captain
can determine that the RVR/visibility along the takeoff runway is equal to or better than the
required minimum…
BEFORE ENTERING RUNWAY
ONCE ALIGNED
TAKEOFF: Crew Incapacitation
PM: Be ready to take over
TAKEOFF: Rotation
NORMAL ROTATION AS PER FCOM
 At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards the
correct pitch attitude.
 Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension.
 In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level.
 After lift-off, follow the SRS pitch command bar.
Type
A320
A330
A340
A350
A380
Target attitude
all engines
15.0°
SRS
15.0°
SRS
12.5°
SRS
12.5°
SRS
12.5°
SRS
Target attitude engine
out
12.5°
SRS
12.5°
SRS
12.5°
SRS
10°
SRS
10°
SRS
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
YAW BAR/ILS .....................................................MONITOR
DEVIATIONS ......................................................MONITOR
External visual references remain primary
 During takeoff, in RWY mode
the PFD displays a yaw bar in
green below 30 ft radio altitude
(if the localizer signal is
available).
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
 visual cues remain the primary means to track the
runway centerline. the yaw bar provides an assistance
in case of unexpected fog patches.
YAW BAR/ILS .....................................................MONITOR
DEVIATIONS ......................................................MONITOR
External visual references remain primary
 During takeoff, in RWY mode the PFD
displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
CM1
T/O IN LVO
CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE
DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA
CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP
HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW
YAW BAR/ILS .....................................................MONITOR
DEVIATIONS ......................................................MONITOR
 CM2 must call out any lateral deviation.
External visual references remain primary
 During takeoff, in RWY mode the PFD
displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
APPROACH PREPARATION
LOW
VISIBILITY
OPERATIONS
LVO
AIRPORT
CREW
A/C
CAPABILITY
FACILITIES
CAPABILITY
CAPABILITY
Preparation:
Briefing in accordance with A/L policy:

Verify weather conditions


Check crew qualification
Requirements for LVO (Aircraft, Crew,
Airport)

Check aircraft technical status

Normal ILS Briefing

Check airport status Evaluate
downgrading options

Detailed taxi-in routing and cues.

Task sharing and callouts

Go Around policy in case of failure

Check diversion options

Fuel pred extra time for holding
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
FLARE
Alert
Height
FAF
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
Abnormals during final approach:
Failure above 1000 ft AAL:
400 ft
Failure below 1000 ft AAL:
Approach may be continued if:
350 ft
Approach may be continued if:
• All ECAM actions are performed
• The pilot has the runway in sight and
• Weather permits
ft of failure does not affect the
• The200
type
• Briefing and DH are updated and
landing performance.
100 ft
• Aircraft is stabilized before 1000 ft AAL.
Alert
Otherwise, GO-AROUND.
Height
Note: This does not impair the emergency authority of the commander.
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
LAND MODE…………CHECK
“Callouts”
1000 ft
400 ft
350 ftmode not available  Go around
If LAND
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement
Alert
with published figure.
Height
If not in agreement  Go around.
FAF
FLARE
RETARD
APPROACH
ILS COURSE…………CHECK
INTERMEDIATE
APPR
FINAL APPR
If ILS course not in agreement  Go around
“Callouts”
1000 ft
400 ft
350 ft
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement
Alert
with published figure.
Height
If not in agreement  Go around.
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
Major differences to conventional
ILS approach start below 400 ft.
350 ft
Importance of CM2 especially below 400 ft.
He has to check:
200 ft
• The flight path and the Autoflight modes
100 ft
• Call deviations
• Takeover in case of incapacitation of CM1.
Alert
Height
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement
Alert
with published figure.
Height
If not in agreement  Go around.
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
AUTOLAND warning light is active below 200 ft.
FLARE
• A Go Around Alert
must be performed unless the visual references
RETARD
are sufficientHeight
for a manual landing.
Note: At least one AUTOLAND warning light is required for
FAF
CAT 2 and CAT 3 approaches.
APPROACH
INTERMEDIATE
APPR
FINAL APPR
Alert Height
“Callouts”
• For CAT 3 only
1000 ft
• Not displayed in the cockpit
• Above this height, a CAT 3 autoland would be
400 ft
discontinued and a missed approach executed if an
350 ft
element of the CAT 3 fail operational
systems fails.
• Below the alerts height, with same failures, the
200 ft
aircraft is capable of continuing to a successful
landing (e.g. engine failure below alert height)
100 ft for A320
Alert Alert
200 ft for A330/A340/A350/A380 Height Height
FAF
100 ft
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
CAT 3 NO DH approach
100 ft
FLARE
Alert at 100 ft if no failure is
• CONTINUE callout
Height
detected (irrespective of visual conditions).
FAF
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
FLARE mode to be checked
Alert
and announced by CM2.
Height
For FMA, click here…
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
FLARE mode…………CHECK
200 ft
100 ft
FLARE mode to be checked
Alert
and announced by CM2.
Height
For FMA, click here…
FAF
FLARE
RETARD
APPROACH
INTERMEDIATE
APPR
FINAL APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
FLARE
RETARD auto callout (RETARD both thrust levers to IDLE):
Alert
• In manual landing
RETARD is a REMINDER
Height
FAF
• In autoland with A/THR, RETARD is an ORDER.
(no retard of thrust levers before RETARD call)
RETARD
APPROACH
CALLOUTS – AUTOLAND APPROACH
PF
"LDG C/L"
PM
“LDG C/L complete"
"CONTINUE"
or
“CHECKED"
"GO AROUND FLAPS"
"LAND"
“CHECKED"
Monitor
Monitor
“ONE HUNDRED ABOVE"
"MINIMUM"
“CHECKED"
“ROLL OUT" "REVERSE GREEN" “60/70 KT"
“FLARE"
"SPOILERS"
350 ft
AUTO
CALLOUT
"RETARD"
DH + 100 ft
* In CAT III B operation the
decision to CONTINUE or GO
AROUND in 100ft is
replacing the DH
DH*
40 ft
10 ft
Touchdown
"DECEL"
GO-AROUND
LOW GO-AROUND  AIRCRAFT TOUCHES THE RUNWAY
Case 1 - TOGA IS APPLIED BEFORE TOUCH DOWN
• The G/A phase will not be disturbed even when the aircraft touches the runway
• Modes stay the same, spoilers will not extend
• AP remains engaged.
TOGA
Case 2 - TOGA IS APPLIED AFTER TOUCH DOWN:
• TOGA thrust applied  CONFIG warning if CONF FULL
• AP disengages
• Retract L/G when positive rate of climb and no risk of further touch down
• Climb out as for standard go-around
• If reverse thrust already applied, full stop landing must be completed.
TOGA
ROLLOUT and TAXI-IN
Three things have to be done manually in autoland:
• Retard THR LEVERS when ordered
• Select REVERSERS when main wheels touch down
• Disconnect APs at the end of Rollout...
Taxi
GATE
Taxi
A320/A330
CLICK
TO EDIT
MASTER
TITLE STYLE
NORMAL
LAW
PROTECTIONS
LOAD FACTOR PROTECTION
i
PITCH ATTITUDE PROTECTION
i
BANK ANGLE PROTECTION
i
HIGH SPEED PROTECTIONS
i
LOW SPEED PROTECTIONS
i
XFTDN1000PROT01 – OCT 2018
CLICK LTO
EDIT
MASTER
TITLE STYLE
OAD
FACTOR
PROTECTION
BACK
MIN “G” LOAD:
• Slats retracted: -1.0 g
• Slats extended: 0 g
MAX “G” LOAD:
• Slats retracted: +2.5 g
• Slats extended: +2.0 g
Note:
Amber “G LOAD” is only displayed when above 1.4 g and below 0.7 g.
CLICKPTO
MASTER
TITLE STYLE
ITCHEDIT
ATTITUDE
PROTECTION
PITCH UP LIMIT
Pitch is limited to 30° nose-up, progressively reduced to 25° at low speed.
PITCH DOWN LIMIT
Pitch is limited to 15° nose-down.
BACK
CLICK TO
EDIT
MASTER
TITLE STYLE
BANK
ANGLE
PROTECTION
0°
33°
67°
Bank angle
maintained with
stick neutral
Above 33°, side stick inputs are needed
to maintain bank angle and altitude.
If the side stick is released, the bank
angle reduces automatically to 33°.
33°
Auto Pitch
Trim
67°
Turn coordination is provided within the
envelop.
Do not use rudder in Normal Law
(except for takeoff, landing and single
engine operation).
BANK ANGLE LIMIT
Bank angle is limited to 67°.
BACK
CLICK
TOSPEED
EDIT M
ASTER TITLE
STYLE
HIGH
PROTECTION
(HSP)
Stick full forward
BACK
XXX
Stick free
The aircraft flies back
towards the envelope
VMO
XXX
VMO
XXX
VMO + 4 kt
MMO + 0.006
VMO
CRC
XXX
VMO + 6 kt (A320)
VMO + 4kt (A330)
HSP activates
XXX
VMO
VMO
•
•
•
•
•
A320 – High Speed Protection
AP disconnects (VMO+15kt, MMO +0.04),
THS limited between the setting at entry into the
protection and 11° nose-up,
Bank angle limited to 40°,
Bank angle reduces to 0° when sidestick is
released,
Permanent nose-up order is applied
•
•
•
•
•
A330 – High Speed Protection
AP disconnects (VMO+12kt, MMO+0.03),
Pitch trim is frozen
Bank angle limited to 45°,
Bank angle reduces to 0° when sidestick is
released,
Permanent nose-up order is applied.
Pitch nose-down
Authority reduced
to zero
CLICK TO
EDIT
MASTER
TITLE STYLE
LOW
SPEED
PROTECTION
Stick full back
BACK
The High Angle of Attack (AOA) protection has priority over all other protections.
Stick free
Alpha Floor
VLS
The lowest speed that
the A/THR maintains, if
engaged.
VαPROT
Alpha Prot activates.
V αPROT
is maintained.
Alpha Prot activation:
• AP Disconnects,
• Sidestick directly commands the AOA without
exceeding αMAX,
• Speedbrakes, if deployed, retract automatically,
• Bank limited to 45°
i
VαMAX
VαMAX
is maintained.
CLICK TO
EDIT
MASTER
TITLE STYLE
LOW
SPEED
PROTECTION
ALPHA FLOOR
BACK
VαFLOOR
αFLOOR
automatically
commands
TOGA thrust.
When the aircraft
leaves
αFLOOR
conditions,
TOGA thrust is
locked.
TOGA thrust, if
maintained
with an undue
speed
increase, may
lead to
overspeed.
Disconnect the
A/THR, and
exit TOGA LK.
When
applicable,
re-engage
the A/THR.
A320/A330
CLICK TO EDIT
ASTER
USEMOF
BIRDTITLE STYLE
FLIGHT PATH VECTOR
PRESENTATION
i
“ BIRD ON ”
XFTDN2000BIRD01 – OCT 2018
CLICK TO FPV
EDITPRESENTATION
MASTER TITLE STYLE
PITCH
FPA
HDG
VERTICAL FUNCTIONS
i
LATERAL FUNCTIONS
i
TRK
BACK
CLICK TOFPV
EDITPRESENTATION
MASTER TITLE STYLE
VERTICAL FUNCTIONS
PITCH: +6¨
FPA: 0¨
Top
of
descent
PITCH: +3¨
FPA: -3¨
The Bird is designed to facilitate the approach with a
-3° FPA.
When established on a -3° descent path, the top of
the Bird symbol touches the horizon line.
BACK
CLICK TO FPV
EDITPRESENTATION
MASTER TITLE STYLE
LATERAL FUNCTIONS
Current HDG = 325¨
Current TRK = 325¨
Current HDG = 325¨
Current TRK = 330°
WIND
Turn left for
correction.
BACK
Current HDG = 320¨
Current TRK = 325¨
WIND
A320/A330
CLICK TO V
EDIT
MASTER
TITLE STYLE
ISUAL
PATTERN
VISUAL CIRCUIT
LONG FINAL APPROACH
DOWNWIND LEG
i
i
i
Remember:
In visual pattern, look outside.
XFTDN1VISUPAT01 – OCT 2018
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
CIRCUIT
VISUAL
P
ATTERN
“ AP OFF ”
“ FD OFF ”
DOWNWIND LEG
i
“ BIRD ON ”
“ Set downwind track ”
“ Check speed managed ”
“ After Takeoff / Climb
Checklist ”
“ Approach checklist ”
1500 ft/AAL
ABEAM THRESHOLD
“ Set downwind heading ”
i
“ Flaps 1 ”
“ Activate approach phase ”
“ Thrust Climb ”
“ Autothrust ”
“ FLAPS 2 ”
“ Set runway track ”
“ Pull HDG”
“ Gear down ”
Initiate a
shallow
descent
ALT*
LVR CLB
Before line up for takeoff:
• Set ROSE NAV 10 nm,
• Set circuit ALT on AFS CP.
“ FLAPS 3 ”
i
“ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
Stabilized with FLAPS FULL AT VAPP
When lined up:
• Set RWY TRK
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
DOWNWIND LEG
BACK
Entering downwind leg:
• Check RWY positioning (2.5 nm) with ND settings: ROSE NAV mode and range 10 Nm.
Use the dotted arcs of the ND range to
monitor the runway position versus the
aircraft track.
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
BACK
ABEAM THRESHOLD
 Extend the downwind leg by 3 sec per 100 ft above airfield level (e.g.: 45 sec for 1500 ft).
 Wind correction: +/- 1 sec per 1 kt of headwind / downwind component.
Example:
Compare TAS and GS:
–
= – 9 kt (tailwind)
Wind Correction = – 9 s
36 s
In this example, the downwind leg extension will be:
45 s – 9 s = 36 s
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
INITIATE A SHALLOW DESCENT
Initiate a shallow descent while turning to reach the profile.
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
LONG PATTERN
FINAL
ENERGY CIRCLE
i
“ Activate APPR PHASE ”
'‘ FLAPS 1 ”
“ FLAPS 2 ”
“ Set runway track ”
“ Gear down ”
“ FLAPS 3 ”
“ FLAPS FULL ”
1500 ft/AAL
“ Landing checklist ”
500 ft/AAL
Stabilized with FLAPS FULL AT VAPP
Around 5 NM
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
ENERGY CIRCLE
In HDG or TRK mode, the ENERGY CIRCLE represents the required
distance to land from the aircraft altitude down to the airport elevation, taking
into account the deceleration down to VAPP.
BACK
CLICK TO EDIT
M
ASTER
TITLE STYLE
VISUAL
PATTERN
DOWNWIND LEG
“ AP OFF ”
“ FD OFF ”
“ BIRD ON ”
“ Set downwind track ”
“ Activate approach phase ”
“ FLAPS 1 ”
“ Set managed speed ”
“ Approach checklist ”
1500 ft/AAL
“ FLAPS 2 ”
“ Set runway track ”
“ Gear down ”
Initiate a
shallow
descent
“ FLAPS 3 ”
i
“ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
Stabilized with FLAPS FULL AT VAPP
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
VISUAL
PATTERN
INITIATE A SHALLOW DESCENT
Initiate a shallow descent while turning to reach the profile.
BACK
A320/A330
LICK TO EDIT
MASTERMANAGEMENT
TITLE STYLE
ACBNORMAL
OPERATION
MEMORY ITEMS
or
OEB immediate actions
ECAM
(SENSED PROC)
NOT SENSED PROC
DETECTION
DETECTION
PROC
PROC
OEB?
OEB?
DETECTION
PROC
YES
NO
YES
ECAM ACTIONS
ECAM PROCEDURE
Apply OEB
(Read and do
QRH)
PROC
SYSTEM DISPLAY
Apply OEB
(Read and do
QRH)
NO
Refer to QRH
Abnormal
procedure
i
PROC
STATUS
PROC
ASSESS THE SITUATION
PROC
XFTDN6ECAM00001 – OCT 2018
DETECTION
CLICK TO EDIT
MASTER TITLE STYLE
PF
MEMORY ITEMS
PM
When immediate crew reaction is necessary to avoid an imminent threat:
ANNOUNCE……………………APPROPRIATE CALLOUT
e.g. ”EMERGENCY DESCENT”
Refer to FCOM for the list of Memory Items and
associated Callouts.
BACK
DETECTION
CLICK TO EDIT
MASTER TITLE STYLE
PF
ECAM (SENSED PROC)
PM
First pilot who notices MASTER WARNING / MASTER CAUTION:
MASTER WARNING / MASTER CAUTION …..………… RESET
TITLE OF FAILURE…………………………….…...…ANNOUNCE
or,
ADVISORY
GOLDEN RULE #1
Fly
i
i
,Navigate, Communicate.
BACK
CLICK TO EDITAM
ASTER TITLE STYLE
DVISORY
PF
BACK
PM
First pilot who notices an ADVISORY:
“ ADVISORY ON (TITLE on SD page) SYSTEM ”
SYSTEM PAGE DISPLAYED………...…..….……ANALYZE
DRIFTING PARAMETER………........……………MONITOR
ECAM ADVISORY CONDITIONS ON QRH....…REQUEST
ECAM Advisory conditions ………………….…....CHECK
RECOMMENDED ACTIONS.……..………………….APPLY
DETECTION
CLICK TO EDIT
MASTER TITLE STYLE
ECAM (SENSED PROC)
FLY
 You should stabilize the aircraft on a safe trajectory before performing any READ & DO actions.
 For takeoff and go-around, you should delay READ & DO actions until the aircraft reaches 400 ft AAL.
BACK
CLICK TOECAM
EDIT M
TITLE STYLE
PASTER
ROCEDURE
PF
BACK
PM
For each ECAM procedure:
ECAM..…….....CONFIRM with SD page and OVHD panel
“ ECAM ACTIONS ”
i
Apply the Tasksharing for Abnormal Operations:
FLY
MONITOR: FLY, NAVIGATE, COMMUNICATE
NAVIGATE
COMMUNICATE
ECAM.…………………...………………………….PERFORM
“ CLEAR (name of SYSTEM)? ”
ECAM ACTIONS PERFORMED ……………...…… CHECK
“ CLEAR (name of SYSTEM) ”
CLR pb……………………….…………………..……..PRESS
Actions to be confirmed by both pilots:
i
i
CLICK TOECAM
EDIT M
TITLE STYLE
PASTER
ROCEDURE
HOW TO STOP ECAM ACTIONS…
 The PF can call out “STOP ECAM” at any time, if others specific actions must
be performed.
 When the action is completed, the PF must call out: “CONTINUE ECAM”.
BACK
CLICK TOECAM
EDIT M
TITLE STYLE
PASTER
ROCEDURE
ECAM ACTIONS ……. PERFORM
When ECAM actions request:
“ X ” PROC ……..…. APPLY
 Stop ECAM actions.
 Refer to the QRH, and
 Perform the related procedure.
 Continue ECAM ACTIONS when QRH procedure is completed.
BACK
CLICK
TOECAM
EDIT
MPASTER
TITLE
STYLE
ROCEDURE
ACTIONS
TO BE CONFIRMED
BY BOTH
PILOTS
In flight, the PF and PM must crosscheck before any action on guarded controls, ENG MASTER sw,
IR, computer reset or thrust levers. This doesn’t apply when on ground.
PM action……PF confirmation
PF action……PM confirmation
ENG MASTER sw
Any guarded controls
Thrust levers
IR mode rotary knob or
IR pb sw
Computer reset
PM
PF
READ ON E/WD……..….. “ ENGINE MASTER 1 OFF ”
Hand on related control:
RELATED CONTROL………………….….…CHECK
REQUEST………….“ CONFIRM ENG MASTER 1 ? ”
ANSWER.…….…. “ ENG MASTER 1 CONFIRM ”
ACTION……………………………………….PERFORM
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
SYSTEM
DISPLAY
PF
BACK
PM
For each System Display (SD) page:
SYSTEM DISPLAY (SD) page ………………….. ANALYZE
“ CLEAR (name of SYS)? ”
“ CLEAR (name of SYS) ”
CLR pb ………………………….………………..… PRESS
Repeat the same sequence for each secondary failure displayed on the ECAM SD page.
PM: “CLEAR FLIGHT
CONTROL?”
PF: “CLEAR FLIGHT
CONTROL”
CLICK TO EDIT SMTATUS
ASTER TITLE STYLE
PF
BACK
PM
When the STATUS page appears:
“ STATUS ”
“ STOP ECAM ”
ECAM ACTIONS …………………………………….… STOP
Consider any Normal C/L, any System or Computer reset or Engine relight, as applicable.
“ CONTINUE ECAM ”
STATUS ………………………………………………… READ
“ REMOVE STATUS? ”
“ REMOVE STATUS ”
STS pb ……………………….…….…………..…… PRESS
“ ECAM ACTIONS COMPLETE ”
Apply the tasksharing for Normal Operations
i
CLICK TO EDIT SMTATUS
ASTER TITLE STYLE
STATUS… READ
BACK
Limitations
Deferred PROC
INOP systems
Information
When the STATUS page mentions:
“X” PROC. . . . . . . . . . APPLY
or
INCREASED FUEL CONSUMP
… continue reading all the STATUS page, and when ECAM actions are
completed, refer to the QRH, and perform the related or appropriate procedure.
DETECTION
CLICK TO EDIT
MASTER TITLE STYLE
PF
NOT SENSED PROC
PM
First pilot who notices a system defect or an abnormal situation
without ECAM alert (e.g.: SMOKE SMELLING, SCREEN
FAILURE, …) should advise the other crew clearly.
GOLDEN RULE #1
Fly, Navigate, Communicate.
BACK
CLICK TO EDIT
MASTER
TITLE STYLE
REFER
TO QRH
PF
BACK
PM
“XXX PROC”
Apply the tasksharing for Abnormal Operations:
FLY
MONITOR: FLY, NAVIGATE, COMMUNICATE
NAVIGATE
COMMUNICATE
APPROPRIATE QRH PROC……………IDENTIFY & PERFORM
“XXX PROC Completed”
Apply the tasksharing for Normal Operations
LICK TO EDIT
MASTERMANAGEMENT
TITLE STYLE
ACBNORMAL
OPERATION
SITUATION ASSESSEMENT
BACK
Taking into account:
Limitations
LAND ASAP
Weather
i
Fuel
Management
OPS &
Commercial
consideration
Landing
Performances
DECISION
Notify:
ATC
CREW / PAX
OPS
...
LICK TO EDIT
MASTERMANAGEMENT
TITLE STYLE
ACBNORMAL
OPERATION
LAND ASAP
BACK
 LAND ASAP: Land as soon as possible at the nearest airport at which a safe landing can be made.
Note: LAND ASAP information is applicable to a time critical situation.
 LAND ASAP: Consider landing at the nearest suitable airport.
Note: The suitability criteria should be defined in accordance with the Operator’s policy.
A320/A330
CLICKUTO
MASTER TITLE
SEEDIT
OF SUMMARY
– 1/3STYLE
NEXT
Purpose of summary
 To be used in the event of severe and complex failures (DUAL HYD or EMER ELEC CONFIG),
 Helps the flight crew to perform actions in a phase related chronological order,
 Highlights the main system defects, limitations and flight capability of the aircraft.
XFTDN1USESUMM01 – OCT 2018
CLICKUTO
MASTER TITLE
SEEDIT
OF SUMMARY
– 2/3STYLE
PREV
EMER ELEC
CONFIG
DUAL HYD
FAILURE
ECAM
ACTIONS
QRH SUMMARY
i
NEXT
CLICKUTO
MASTER TITLE
SEEDIT
OF SUMMARY
– 2/3STYLE
SUMMARY
CRUISE
BACK
i
APPROACH
LANDING
GO-AROUND
i
CLICKUTO
MASTER TITLE
SEEDIT
OF SUMMARY
– 2/3STYLE
CRUISE SECTION
BACK
 When “ECAM ACTIONS COMPLETED” refer to summary cruise section.
 Cruise section contains:
• Main limitations,
• Flight capability of the aircraft,
• Highlights of the remaining systems (for ELEC EMER CONFIG
only).
 It is designed for situation assesment to ease decision making.
CLICKUTO
MASTER TITLE
SEEDIT
OF SUMMARY
– 2/3STYLE
APPROACH / LANDING / GO-AROUND
SECTIONS
BACK
 To be used to:
• Support approach preparation,
• Support approach briefing,
• Perform the approach.
 Contains paper procedures, that the flight crew must apply during the
corresponding phases (e.g. LANDING WITH SLATS or FLAPS JAMMED
procedure).
CLICKUTO
MASTER TITLE
SEEDIT
OF SUMMARY
– 3/3STYLE
PREV
How to use the SUMMARY?
SITUATION ASSESSMENT WHEN
ECAM ACTIONS COMPLETED
CRUISE SECTION.
2
APPROACH PREPARATION AND
BRIEFING
REVIEW OF STATUS
+
APPR / LDG / GA SECTIONS
+
FMGS
3
PREFORMING APPROACH
APPLY APPROACH SECTION
(READ AND DO).
1
4
ONCE AIRCRAFT IN LANDING
CONFIGURATION.
REVIEW LDG AND GA SECTIONS
+
Check on ECAM STATUS that all
APPR PROC actions are completed.
CLICK A
TO
MASTER
TITLE STYLE
LLEDIT
ENGINE
FLAMEOUT
GOLDEN RULE #1
“ ECAM ACTIONS ”
ENG ALL ENGs FLAME OUT
 RAT: Automatic deployment.
Fly, Navigate, Communicate.
A320
i
A330
i
i
PROC
 Alternate law: Protections lost.
A320/A330
FL 250
APU…….START
FL 200
APU BLEED…………..ON
SPEED…….GREEN DOT
PROC
XFTDA1ALENGFO01 – FEB 2019
CLICK A
TO
MASTER
TITLE STYLE
LLEDIT
ENGINE
FLAMEOUT
FLY: LOSS OF AP, ATHR
 Maintain the optimum relight speed as requested by ECAM,
 RAT is extended - EMER GEN is available,
 The crew can operate the aircraft with:
• Flight controls: Manual flight - ALTN law until L/G down,
• Instruments:

PFD1 (remove FD flag, consider FPV),

ND1,

ECAM upper display,

Standby instruments.
NAVIGATE: LAND ASAP
COMMUNICATE: Use VHF1 for MAYDAY message.
BACK
CLICK A
TO
MASTER
TITLE STYLE
LLEDIT
ENGINE
FLAMEOUT
FLY: LOSS OF AP, ATHR
 Maintain the optimum relight speed as requested by ECAM,
 RAT is extended - EMER GEN is available,
 The crew can operate the aircraft with:
• Flight controls: Manual flight - ALTN law until L/G down,
• Instruments:

PFD1 (remove FD flag, consider FPV),

ECAM upper display,

Standby instruments.
NAVIGATE: LAND ASAP
COMMUNICATE: Use VHF1 for MAYDAY message.
BACK
CLICK TOALL
EDIT
MASTER
TITLE STYLE
ENGINE
FLAMEOUT
ECAM PROCEDURE
When the ECAM requests:
- ENG/FUEL PROC. . . . . . . .
- ENG/FUEL PROC. . . . . . . . . APPLY
APPLY
If fuel remains, refer immediately to the QRH
BACK
CLICK TO EEDIT
MASTER
TITLE STYLE
NG RELIGHT
– 1/2
BACK
QRH
PREPARES FOR RELIGHT
ATTEMPT WITH WINDMILLING
ABOVE APU AIR BLEED LIMIT,
RELIGHT SEQUENCE CAN BE
REPEATED UNTIL SUCCESSFUL OR
APU BLEED AVAILABLE
i
CLICK TO EEDIT
MASTER
TITLE STYLE
NG RELIGHT
– 1/2
ABOVE APU AIR BLEED LIMIT - FOR ENG START
 No relight, ENG masters OFF,
Start chronometer:
 30 seconds later:
Check Engine parameters, if no relight:
 30 seconds later:
 30 seconds later: repeat
process…
After a successful start, use the restored engine ASAP.
BACK
CLICK TO EEDIT
MASTER
TITLE STYLE
NG RELIGHT
– 2/2
BACK
QRH
RELIGHT SEQUENCE WHEN
BELOW APU AIR BLEED LIMIT
i
CLICK TO EEDIT
MASTER
TITLE STYLE
NG RELIGHT
– 2/2
BELOW APU AIR BLEED LIMIT - FOR ENG START
 From ENG masters OFF,
One ENG at a time:
 30 seconds later:
Check Engine parameter, if no relight:
 30 seconds later:
 30 seconds later: repeat
process…
After a successful start, use the restored engine ASAP.
BACK
A320
CLICK TO
Dual
EDIT
FMGC
MASTER
Failure
TITLE STYLE
NORMAL mode:
FMGC 1
FMGC 2
FADEC
MCDU 1
MCDU 2
THRUST
LEVERS
FMGC 1 FAILURE
i
DUAL FMGC FAILURE
11
i
NAV B/UP
PROC
EFTDA1DUALFM001 – OCT 2018
CLICK TO EDIT
MASTER
TITLE STYLE
FMGC
1 FAILURE
PF
BACK
PM
DETECTION
GOLDEN RULE #1
GOLDEN RULE #2
i
Fly, Navigate, Communicate.
Use the appropriate level of automation at all times.
 SINGLE mode. The system automatically selects this degraded mode when one FMGC fails:
Computer Reset
i
CLICK TO EDIT
MASTER
TITLE STYLE
FMGC
1AIRCRAFT
FAILURE
FLY THE
 Loss of AP1 and FD1 (AP, FD of the affected side).
 Engage AP2.
NEXT
BACK
CLICK TO EDIT
M
ASTER
TITLE STYLE
FMGC
1
FAILURE
NAVIGATE
PREV
BACK
ND1
ND1
SET OFFSIDE RNG/MODE
OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE
OFFSIDE FM CONTROL
 Select the same range and mode on both NDs:
 The MCDU of the failed side reverts to the MCDU MENU page,
MCDU MENU
SELECT
< FMGC (REQ)
NAV B/UP >
for flight crew awareness.
< CMS
SELECT DESIRED SYSTEM
 At this stage the healthy FM is in force, you can exit MCDU
MENU by selecting any MCDU page.
OPP FMGC IN PROCESS
CLICK TO EDIT
MASTER
TITLE STYLE
FMGC
1 FAILURE
SINGLE MODE
FMGC 1
BACK
FMGC 2
FADEC
MCDU 1
MCDU 2
THRUST
LEVERS
CLICK TODEDIT
MASTER
TITLE STYLE
UAL FMGC
FAILURE
PF
PM
FMGC Auto-Reset
DETECTION
GOLDEN RULE #1
GOLDEN RULE #2
i
Fly, Navigate, Communicate.
Use the appropriate level of automation at all times.
When the ECAM is confirmed:
When the ECAM is confirmed:
ECAM / OEB ACTIONS
Apply the Tasksharing for Abnormal Operations
ECAM PROCEDURE
SYSTEM DISPAY
Computer Reset
STATUS
i
BACK
CLICK TODEDIT
MASTER
TITLE STYLE
UAL FMGC
FAILURE
FLY THE AIRCRAFT
 Loss of AP/FD and A/THR.
 Remove FD flag (FDs…..OFF).
 Use the bird (FPV) (TRK/FPA…. SELECT).
THR LK
Single Chime
(every 5 sec)
 THR LK: Read N1, then move the thrust levers (
) accordingly.
NEXT
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UAL FMGC
FAILURE
NAVIGATE
PREV
 Tune NAVAIDs using the RMP:
 Both NDs display:
MCDU MENU
SELECT
NAV B/UP >
 Both MCDUs revert to the MCDU MENU page:
< CMS
SELECT DESIRED SYSTEM
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TITLE STYLE
UAL FMGC
FAILURE
COMPUTER RESET
 A recovery may result in the loss of all pilot-entered data (F-PLN, GW, CRZ FL, CI…).
In that case:
•
Deselect standby NAV on RMPs (but ILS and ADF must be tuned manually).
•
Select the initial database.
•
Select DIR TO and define DESTINATION.
•
Enter GW (FUEL PRED page).
•
Enter CRZ FL (PROG page).
•
Enter CI (PERF page).
•
Set Landing Elevation selector to AUTO.
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ASTER
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NAV M
B/UP
MODE
PF
PM
If the resets of both FMGCs are unsuccessful, use the back-up navigation degraded mode:
NAV B/UP …………..… SELECT on both MCDU MENU pages
 The MCDU continuously memorizes the active F-PLN in its internal memory. Selecting NAV B/UP enables
the recovery of the Flight Plan from this memory. In this case:
 The pilot recovers the navigation function through the MCDU and ADIRS.
 F-PLN display is available on the ND.
 No crosstalk between MCDUs: F-PLN revisions have to be achieved on both MCDUs.
 The MCDU’s NAV B/UP mode provides the following functions:
•
•
•
•
•
B/UP F-PLN with auto-sequencing and limited lateral revision.
B/UP F-PLN for DIR TO.
B/UP PROG page.
B/UP IRS (aircraft position using onside IRS or IRS 3).
B/UP GPS page (option).
FMGC1
MCDU 1
BACK UP
NAV
FMGC2
MCDU 2
BACK UP
NAV
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MASTER TITLE STYLE
MEMORY ITEM
GPWS
BASIC FUNCTIONS
EGPWS
ENHANCED FUNCTIONS
DURING
THE FLIGHT
CAUTION
ALERTS
WARNING
ALERTS
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i
PROC
PROC
PROC
A320/A330
Air Data
Radio
Altitude
GPWS
Radio altitude alerts
GPS data
Air Data
Radio
Altitude
Baro
Altitude
Terrain
and
Obstacle
database
Geometric altitude alerts
EGPWS
Aircraft
Position
Airport
database
0
5
5
0
1
3
T
E
R
R
A
H
E
A
D
XFTDO3_EGPWS_01 – OCT 2018
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GPWS
FUNCTIONS
 The GPWS warns the crew of a potential Controlled Flight Into Terrain (CFIT).
 Main functions:
1 - Excessive rate of descent.
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2 - Excessive terrain closure rate.
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3 - Altitude loss after TO or GA.
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4 - Unsafe terrain clearance.
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5 - Excessive deviation below G/S.
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GPWS
FUNCTIONS
MODE 1:
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EXCESSIVE RATE OF DESCENT
 Warns that the A/C descent rate, with respect to altitude AGL, is excessive.
 Available in all flight phases.
“Sink rate, sink rate”
Then:
“Pull up”
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GPWS
FUNCTIONS
MODE 2:
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EXCESSIVE TERRAIN CLOSURE RATE
 Warns the pilot of rapidly rising terrain or obstacle with respect to the A/C speed, the configuration and the Radio
Altitude rate of change.
“Terrain
Terrain”
“Too low Terrain”
“Obstacle
Ahead”
“Terrain
Ahead”
 Then, after it has been repeated twice…
“Pull up”
“Terrain Ahead”
“Obstacle Ahead”
“PULL UP”
“PULL UP”
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GPWS
FUNCTIONS
MODE 3:
ALTITUDE LOSS AFTER TO OR GA
 Warns the pilot of a significant altitude loss after TO or low altitude GA.
“Don’t sink, don’t sink”
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GPWS
FUNCTIONS
MODE 4:
UNSAFE TERRAIN CLEARANCE WHEN
NOT IN LANDING CONFIGURATION
 Warns the pilot of insufficient terrain clearance as a function of the Radio Altitude, the Speed and
the Configuration.
“Too low terrain”
“Too low gear”
“Too low flaps”
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GPWS
FUNCTIONS
MODE 5:
EXCESSIVE DEVIATION BELOW G/S
 From 1 000 ft, a repeated aural alert warns the pilot whenever the A/C descends below the Glide Slope.
“Glide slope”
 When it enters a hard warning area, the loudness increases.
“Glide slope”
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EGPWS
ENHANCED
 GPWS and Enhanced GPWS comparison:
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 EGPWS gives additional time to react.
 EGPWS display:
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 EGPWS contains 3 functions:
•
Terrain Awareness and Display (TAD):
- Caution:
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- Warning:
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• Terrain Clearance Floor (TCF).
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• Runway Field Clearance Floor (RFCF).
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MASTERFUNCTIONS
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EGPWS
ENHANCED
GPWS and EGPWS comparison
BACK
Air Data
Radio
Altitude
GPWS
Radio altitude alerts
GPS data
Air Data
Radio
Altitude
Baro
Altitude
Terrain
and
Obstacle
database
Geometric altitude alerts
EGPWS
Aircraft
Position
Airport
database
TERR
AHEAD
055
013
The EGPWS integrates:
• The present position (from GPS, FMS1 as backup),
• The track,
• The ground speed,
• The geometric altitude (from pressure altitude, GPS altitude, radio altitude and terrain database),
This function can protect against baro setting errors.
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MASTERFUNCTIONS
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EGPWS
ENHANCED
EGPWS DISPLAY
 Terrain and Obstacle data are displayed on ND when ARC or ROSE mode is selected and:
• Either TERRAIN ON ND is selected by the crew,
• Or in case of Terrain Awareness and Display (TAD) alert (automatic pop up).
 ND can display only one image at a time: EGPWS or WX RADAR.
 Source may be identified at bottom right of ND:
• WX RADAR tilt angle indication:
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• TERR ON ND for EGPWS:
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MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
WX RADAR TILT ANGLE INDICATION
WX RADAR tilt angle indication.
+2.5°
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MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
TERR ON ND FOR EGPWS
BACK
TERR
055
013
TERR in place of tilt angle.
 Lowest and highest elevations of colored terrain encountered within the selected
range, ahead of the aircraft:
055
013
 Color display at high altitude:
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 Color display at low altitude:
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MASTERFUNCTIONS
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EGPWS
ENHANCED
COLOR DISPLAY AT HIGH ALTITUDE
BACK
REFERENCE ALTITUDE
Based on the
distribution of
terrain elevations
within
ND range
Solid green
High density green
056
023
Low density green
Black
Sea level
Cyan
Unknown areas
Magenta
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MASTERFUNCTIONS
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EGPWS
ENHANCED
COLOR DISPLAY AT LOW ALTITUDE
BACK
High density red
+2 000 ft
High density yellow
+1 000 ft
Low density yellow
REFERENCE ALTITUDE
-250 ft / -500 ft
L/G DN / L/G UP
112
066
High density green
- 1 000 ft
Low density green
- 2 000 ft
Black
Sea level
Cyan
Unknown areas
Magenta
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MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
CAUTION DISPLAY
BACK
OBST
AHEAD
055
013
055
013
“Terrain ahead”
Time before impact
approx: 60 sec
“Obstacle ahead”
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M
ASTER
TITLE STYLE
EGPWS
ENHANCED
FUNCTIONS
WARNING DISPLAY
026
014
“Terrain ahead”
“PULL UP”
“Obstacle ahead”
Time before impact
approx: 30 sec
‘PULL UP”
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MASTERFUNCTIONS
TITLE STYLE
EGPWS
ENHANCED
TERRAIN CLEARANCE FLOOR (TCF)
 A terrain clearance floor envelope is stored in the database for some runways.
 The TCF function warns of premature descent below this floor.
 TCF is valid for any phase of flight, in complement of basic GPWS mode 4 C.
“Too low terrain”
“Too low terrain”
3° descent path
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MASTERFUNCTIONS
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EGPWS
ENHANCED
RUNWAY FIELD CLEARANCE FLOOR ALERT (RFCF)
BACK
 Complements the TCF function.
 For runways that are significantly higher than the surrounding terrain.
 In these cases, the radio altitude maybe so high that the EGPWS does not trigger TCF alerts, whereas the
aircraft could be below the runway elevation.
 RFCF protection ensures that the aircraft remains 300 ft above the runway elevation within the last 5.5 nm, even
if there are sufficient margins with the surrounding terrain.
5.5 nm
300 ft
0.5 nm
“Too low terrain”
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MTHE
ASTER
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URING
FLIGHT
 TERR p/b enables to activate or deactivate the enhanced
functions of the EGPWS.
 In the case of LOW ACCURACY of the aircraft position, the
enhanced modes (TAD and TCF) are automatically deactivated.
The TERR STBY memo appears.
 During descent:
• TERR on ND…..OFF on PF side (priority for WX radar).
• TERR on ND ….. ON on PM side.
 Terrain display must not be used for navigation (only for terrain
awareness).
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CAUTION
ALERTS
PF
PM
Terrain/obstacle related caution alerts
 During Night or IMC:
“Terrain
Terrain”
SIMULTANEOUSLY:
“PULL UP TOGA”
“Too low Terrain”
AP…………………………….………………………OFF
PITCH………………….……………………....PULL UP
Pull full backstick and maintain in that position
THRUST LEVERS ………………………………TOGA
“Terrain
Ahead”
SPEED BRAKES……………..CHECK RETRACTED
BANK…………………….WINGS LEVEL or ADJUST
 During daylight and VMC with terrain and obstacle
clearly insight:
A320/A330
FLIGHT PATH……………………………..……. ADJUST
• Adjust pitch, bank and thrust to silent the alert.
NOTE: For some airports, the operator may define a specific procedure
“Obstacle
Ahead”
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CAUTION
ALERTS
PF
Sink rate
PM
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
“Sink rate”
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
Below 1 000 ft AAL in IMC or below 500 ft in VMC:
GO AROUND……………………………….........CONSIDER
Don’t sink
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
“Don’t sink”
Too low FLAPS, too low GEAR
GO AROUND………………………….........PERFORM
“Too low Flaps”
Glide slope
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
When conditions require a deliberate approach below
G/S:
G/S MODE……………………….………………….........OFF
Below 1 000 ft AAL in IMC or below 500 ft in VMC:
GO AROUND……………………………….........CONSIDER
A320/A330
“Glide Slope”
“Too low Gear”
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WARNING
ALERTS
CM1
PF
Pull up warning alerts
CM2
PM
“PULL UP”
“Obstacle Ahead”
“Terrain Ahead”
“PULL UP”
“PULL UP”
SIMULTANEOUSLY:
“PULL UP TOGA”
AP…………………………………………………………OFF
PITCH……………………………………………....PULL UP
Pull full back stick and maintain in that position
THRUST LEVERS ……………………………………TOGA
SPEED BRAKES…………………..CHECK RETRACTED
BANK………………………….WINGS LEVEL or ADJUST
 If the "TERRAIN AHEAD PULL UP" or "OBSTACLE AHEAD PULL UP" aural alert triggers, a turning maneuver can be initiated if you conclude
that turning is the safest action.
 The PULL UP maneuver must be performed before the turn towards the safe direction, as climbing increases the terrain clearance.
A320/A330
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EMERGENCY
DESCENT
MEMORY ITEM
1st STEP: MEMORY ITEMS
PROTECT
DESCENT
INITIATION
PROC
PROC
2st STEP: ECAM or
QRH PROC
REACHING
FL100 / MEA or
MORA
PROC
PROC
DECOMPRESSION
or
PRESSURIZATION LOST
FLOW PATTERN
A320/A330
FLOW
FL100 / MEA or MORA
XFTDA7EMERDES01 – FEB 2019
CLICK TO EDITPM
ASTER TITLE STYLE
ROTECT
PF
PM
“ EMERGENCY DESCENT ”
CREW OXY MASKS …………………..………..…….…… USE
INT/RAD sw ………………………………………………….. INT
INT RECEPTION knob ..….......................……… CHECK ON
INT VOLUME ………………………..…………...……. ADJUST
COMMUNICATION ………………….…...….….... ESTABLISH
INT
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ESCENT
INITIATION
PF
PM
Initiate the descent without delay:
EMER DESCENT ….……………………….. INITIATE
SIGNS (ALL)…...…………...………………....….........ON
- ALT……………........……………TURN PULL i
- HDG……...…..…………………..TURN PULL
- SPEED...……..……………………….….PULL
“ THRUST IDLE, OPEN DESCENT,
HEADING, ALT BLUE”
“ CHECKED ”
If A/THR is not active:
THR LEVERS….…………..………………..…..……...IDLE
SPD BRK…………………..…………..……………….FULL
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MASTER
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INITIAL
DESCENT
ALT KNOB SELECTOR … TURN then PULL
Action on the altitude knob-selector is TURN, then PULL.
If you PULL first, then TURN the altitude knob-selector, the aircraft will not descent.
Any delayed descent leads to limited oxygen for passengers,
increasing hypoxia risk.
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OR QRH
PROCEDURE
PF
When descent established:
BACK
PM
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Note: The following actions are not an extensive presentation of the ECAM/ QRH but just highlights on some specific steps.
SPEED ……………..………………….MAX APPROPRIATE
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ATC ……..………………....………………………..... NOTIFY
Whether displayed or not on ECAM, the flight crew should announce through PA:
“EMERGENCY DESCENT”
 MORA is displayed when:
• CSTR selected,
• ND range is 40 nm or more.
MORA
150
 To save oxygen, set the oxygen diluter selector to N position.
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MASTER
TITLE STYLE
OR QRH
PROCEDURE
BACK
The flight crew performs the Read & Do procedures (ECAM or QRH) when the aircraft is
established in descent and Memory items are completed.
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MASTER
TITLE STYLE
OR QRH
PROCEDURE
SPEED…………..MAX APPROPRIATE
BACK
STRUCTURAL DAMAGE ?
Loud bang, high cabin V/S, airflow…
No
MMO / VMO……SET
Yes, or suspected
IAS target
during descent
SPD / MACH pb……PRESS
Reduce speed as appropriate.
If necessary, reduce speed below VLO and extend the landing
gear
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MASTER
TITLE STYLE
OR QRH
PROCEDURE
“EMERGENCY DESCENT”
On some aircraft configuration, the action line EMER DESCENT (PA)….ANNOUNCE
may not be displayed on ECAM.
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STYLE
REACHING
FL100
/ MEATITLE
OR MORA
PF
PM
When ALT* engages:
SPEED BRAKES.………………………...………...……RETRACT
SPEED.………………………………....……………........MANAGE
Once oxygen masks are removed:
Oxygen stowage mask compartment ……………….… CLOSE
Oxygen control slide ………………………………….. RESET
Below FL 100, you should limit the rate of descent to approximately 1 000 ft/min, except during the approach phase.
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EMERGENCY
DESCENT
PF
BACK
PM
1
1
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EMERGENCY
EVACUATION
CAPT
F/O
When the aircraft is stopped:
“ ATTENTION CREW AT STATIONS ”
PA
“ EMERGENCY EVACUATION PROCEDURE ”
EMER EVAC PROC...........................................PERFORM
The Captain is building his decision.
If evacuation is not required:
“CABIN CREW and PASSAGERS REMAIN SEATED”
PA
If evacuation is required, evacuation initiate
“EVACUATE, EVACUATE”
PA
EMER EVAC COMMAND …..………………………...… ON
A320/A330
ATC …..………………………...… ADVISE
If evacuation subsequent to rejected takeoff, F/O advises ATC
Note: when all batteries are off, public announce and cabin communication are available via cockpit handset only.
XFTDA1EMREVAC01 – OCT 2018
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TITLEV1
STYLE
ENGINE
FAILURE
AFTER
DETECTION
ECAM
ACTIONS
ACCELERATION
CONTINUE ECAM
APPROACH
PREPARATION
PROC
PROC
PROC
PROC
PROC
APPROACH BRIEFING
FMS PREP
MCT
At Green Dot
-S
-F
Beta target
Flaps 0
-
°
OP CLB
Flaps 1
EO ACCELERATION ALTITUDE
L/G up
PITCH: 12,5°
A320
V1
A320/A330
ENG 1 FAIL
400 ft mini
A330
XFTDA10ENGFTO01 – OCT 2018
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MASTER TITLE STYLE
DETECTION
PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
ENG 1 FAIL
The first pilot who detects:
“ ENGINE FAILURE ”
FLY:
 Gear Up,
 Consider TOGA,
 No ECAM action until the aircraft is
i
established on a safe flight path, and
 Pitch adjust 12.5º, then follow FD bars,
 Beta target,
not before at least 400 ft AGL.
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 Consider AP.
NAVIGATE:
LAND ASAP
When applicable, consider EO SID for TAKEOFF RWY.
COMMUNICATE:
“ PAN PAN ” or “ MAYDAY ” message.
ATC
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MASTER TITLE STYLE
DETECTION
BACK
 In such situation, stabilizing the flight path is number one priority.
 Performing the ECAM actions before the aircraft is stabilized on the flight path, reduces
flight crew efficiency due to the PF’s high workload, and may lead to a trajectory error.
NO ACTIONS BEFORE 400 ft AGL EXCEPT GEAR UP .
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MASTER TITLE STYLE
DETECTION
CONSIDER TOGA
 When T/O with FLEX thrust, you may consider setting TOGA
 T/O thrust (FLEX or TOGA) must be kept until GREEN DOT speed is reached, limited to 10 min,
 TOGA thrust requires more rudder input,
 Setting TOGA when out of SRS mode with slats extended, triggers GO AROUND mode.
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MASTER TITLE STYLE
DETECTION
BETA TARGET AND RUDDER TRIM
Center the
Beta target.
Beta target
Once centered:
Appropriate sideslip
for optimum
Then, trim.
Moves at 1 deg/s.
aircraft performance.
Note:
• The rudder trim rotary switch and the RESET pushbutton are not active when the autopilot is engaged.
• Beta target conditions: refer to FCOM DSC-31-40 Indications on PFD / Attitude Data.
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MASTER
ECAM
ACTIONSTITLE STYLE
PF
BACK
PM
“ ECAM ACTIONS ”
ECAM ACTIONS.…………….…………………....PERFORM
ECAM actions can be stopped at any time on PF request for trajectory, configuration, etc...
DAMAGE OR NO DAMAGE?
DAMAGE
NO DAMAGE
• High vibration prior to flame out.
• Loud noise, explosion.
• Repeated and uncontrollable engine stalls.
• Abnormal engine indications on ECAM (such as
N1 or N1 ~ 0).
• Damage visually detected by the crew.
The crew may decide to attempt an engine relight
in flight at this step, but it is recommended to:
• Perform all ECAM actions and
• Consider engine relight when reaching the
No Attempt to Relight
STATUS page.
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MASTER TITLE STYLE
ACCELERATION
PF
PM
Before EO ACC ALT:
“ STOP ECAM ”
i
ECAM ACTIONS ………………….………………….....STOP
At EO ACC ALT
A330
A320
BACK
A330
V/S knob (or ALT pb A330) ………PUSH TO LEVEL OFF
“ ALT (or V/S 0) ”
“ CHECKED ”
Clean up the A/C.
When the speed trend arrow reaches GREEN DOT:
ALT knob-selector ……………….……………....……PULL
THR LEVER ..……..………....………..…...……………..MCT
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MASTER TITLE STYLE
ACCELERATION
Before EO ACC ALT
 You should delay the acceleration for SECURING the engine.
 An engine is considered SECURED when:
•
ENG MASTER…OFF for an engine failure without damage,
•
AGENT 1…DISCH for an engine failure with damage,
•
Fire extinguished or AGENT 2…DISCH for an engine fire.
CAUTION: DO NOT EXCEED THE MAXIMUM EO ACC ALT.
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MASTER TITLE STYLE
ACCELERATION
BEFORE EO ACC ALT
BACK
 Set MCT during a FLEX TAKE OFF:
FLX
CL
MCT
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MASTER
TITLE STYLE
CONTINUE
ECAM
PF
PM
“ CONTINUE ECAM ”
ECAM ACTIONS ……………………………….CONTINUE
Before reading STATUS page, consider:
AFTER TAKEOFF/CLIMB checklist
ENG RELIGHT (IN FLIGHT)
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APPROACH
PREPARATION
PF
BACK
PM
“ YOU HAVE CONTROL? ”
“ I HAVE CONTROL”
FMS ……………...…………….…………………... PREPARE
FMS PREPARATION ……………...………………... CHECK
APPROACH BRIEFING ............….………….… PERFORM
ONE ENGINE OUT LANDING: To make the landing
run easier, it is recommended, in the later stage of the
approach, the PM resets the rudder trim to zero, upon
PF‘s request.
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ENGINE
FAILURE
IN TITLE
CRUISE
Detection and
Initial Actions
STANDARD STRATEGY
PROC
ECAM ACTIONS
STRATEGY?
PROC
PROC
OBSTACLE STRATEGY
PROC
Deceleration to green dot
THR Levers
MCT
FLIGHT
CONTINUATION
OBSTACLE STRATEGY
A/THR
OFF
ATC
M. 78/300KT
STANDARD STRATEGY
EO MAX FL
Engine Failure below
EO MAX FL
A320/A330
PROC
XFTDA1ENGFCRZ01 – OCT 2018
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DETECTION
INITIALTITLE
ACTIONS
PF
BACK
PM
GOLDEN RULE #1
Fly, Navigate, Communicate.
GOLDEN RULE #2
Use the appropriate level of
automation at all times.
FLY:
ALL THRUST LEVERS ……………..……………….….MCT
 Set A/THR to OFF
A/THR ………………………………………………………OFF
in order to freeze MCT.
NAVIGATE:
STRATEGY…………………………………...….DETERMINE
i
STRATEGY………………………………….….DETERMINE
COMMUNICATE:
“ PAN PAN ” or “ MAYDAY ” message.
ATC
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DETECTION
INITIALTITLE
ACTIONS
STRATEGY … DETERMINE
REC MAX is displayed on PROG PAGE:
STANDARD STRATEGY
No obstacle constraint.
OBSTACLE STRATEGY
To ensure the margins over obstacles.
FIXED SPEED STRATEGY
ETOPS constraint
As established before
dispatch, use:
M.80 / 350 KT
Or
M.78 / 320 KT
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ENGINE
FAILURE
IN TITLE
CRUISE
BACK
M. 78/300KT A320
M. 82/300KT A330/340
THR Levers
MCT
A/THR
OFF
SET & PULL
M.78 (.82)/300kt
SET & PULL
LRC CEILING
 On the PROG page,
the REC MAX gives
the EO LRC Ceiling:
EO
When V/S becomes less than -500ft/min:
SET & PULL
V/S -500 ft/min
A/THR
ON
EO MAX FL
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ENGINE
FAILURE
IN TITLE
CRUISE
OBSTACLE STRATEGY
BACK
SET & PULL
CEILING
When clear of obstacle
apply standard strategy:
Deceleration to green dot
SET & PULL
M.78/300kt
SET & PULL
LRC CEILING
DRIFT DOWN FL
 On the PERF page,
the DRIFT DOWN
Ceiling is displayed
as:
EO MAX FL
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STYLE
ENGINE
FAILURE
IN TITLE
CRUISE
FLIGHT CONTINUATION
BACK
At LRC ceiling...
EO LRC SPEED
When V/S < 500 ft/min:
V/S – 500 FT/MIN .…………………..….…. SET AND PULL
A/THR …………………..……….………..………..………..ON
When reaching EO LRC ceiling:
SPEED ….…………………………………...……....MANAGE
T/D
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MASTER
STYLE
ENGINE
FAILURE
IN TITLE
CRUISE
ENGINE FAILURE
BELOW EO MAX FL
 If the engine failure occurs below EO MAX FL, keep A/THR ON.
BACK
A320
CLICK F
TO
EDITCONTROL
MASTER TITLE
LIGHT
LAWS STYLE
NORMAL LAW
ALTERNATE LAW
DIRECT LAW
i
i
i
Some failures, or combination of failures impacting flight controls, could lead to a downgraded flight control
law refer to as Alternate Law or Direct Law.
HIGH AOA PROTECTION
VLS
V STALL WARNING
VLS
VαPROT
VαMAX
VαSW
EFTDN1RCFGLAW01 – OCT 2018
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MASTER
NORMAL
LAW TITLE STYLE
HIGH SPEED
PROTECTION
BACK
BANK ANGLE
PROTECTION
OVERSPEED
WARNING
VLS
VαPROT
αFLOOR
VαMAX
PITCH ATTITUDE
PROTECTION
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MASTER
TITLE STYLE
ALTERNATE
LAW
FAILURES
FAILURES
NORMAL LAW
FAILURES
ALTERNATE LAW
WITH REDUCED PROTECTION
HANDLING CHARACTERISTICS:
 PITCH CONTROL:
• Alternate law with reduced protection.
• Alternate law (no protection).
 ROLL CONTROL: Direct law.
 YAW CONTROL: Alternate law (only damping function
available).
REDUCED PROTECTIONS:
 Load factor protection,
 Low speed stability and High speed stability are available,
 Overspeed and stall warnings are still available,
 Bank angle protection is lost,
 Pitch attitude protection is lost,
 Low energy aural alert is lost.
ALTERNATE LAW
(NO PROTECTION)
BACK
CLICK TO EDIT
MASTER
DIRECT
LAW TITLE STYLE
BACK
FAILURES
FAILURES
FAILURES
NORMAL LAW
CREW ACTIONS
FAILURES
ALTERNATE LAW
WITH REDUCED PROTECTION
HANDLING CHARACTERISTICS:
 PITCH CONTROL: Direct law (no automatic trim available).
 ROLL CONTROL: Direct law.
 YAW CONTROL: Turn coordination reduced
No protection but overspeed and stall warnings are available.
ALTERNATE LAW
(NO PROTECTION)
DIRECT LAW
A320/A330
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TO EDIT
MASTER
TITLE STYLE
FLIGHT
CREW
INCAPACITATION
DEFINITION
DETECTION
REACTION
i
i
PROC
XFTDA1INCAPAC01 – OCT 2018
CLICK TO EDITDEFINITION
MASTER TITLE STYLE
“Any condition which affects the health of a crew member during the performance
of duties which renders him incapable of performing the assigned duties.”
 It occurs more frequently than many of the other emergencies, which
are the subject of routine training.
 It occurs in all age groups and during all phases of flight.
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MASTER TITLE STYLE
DETECTION
Incapacitation can occur in many form, that range from sudden death to partial
loss of function.
Main symptoms:
• No standard callouts, particularly during critical flight phases,
• High number of clues of “subtle incapacitation” (e.g. no appropriate response
to a verbal communication),
• Incoherent speech,
• Strange behavior,
• Irregular breathing,
• Pale fixed facial expression,
• Jerky motions either delayed or too rapid.
BACK
CLICK TO EDIT
MASTER
REACTION
- 1/2TITLE STYLE
NEXT
The fit pilot must:

Take over and ensure a safe flight path:
•
Announce “I HAVE CONTROL”,
•
If the incapacitated flight crewmember interferes with aircraft handling, press and keep
pressed the sidestick pushbutton for at least 40 seconds, i
•
Keep or engage AP as required,
•
Perform callout and checklist aloud,
 Declare an Emergency to ATC:
ATC
“ MAYDAY, MAYDAY, MAYDAY ”
 Take any steps possible to contain the incapacitated flight crewmember. These steps may
involve cabin crew.
“ATTENTION, PURSER TO COCKPIT PLEASE”
PA
BACK
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MASTER
REACTION
- 1/2TITLE STYLE
SIDESTICK TAKEOVER
“PRIORITY LEFT”
40 Sec
BACK
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MASTER
REACTION
- 2/2TITLE STYLE
PREV
BACK
 Consider:
• Early approach preparation and checklist reading,
• Automatic landing,
• Use of radar vectoring and long approach.
 Land At the Nearest Suitable Airport.
 Arrange medical assistance onboard and after landing (e.g.: request assistance from any
medically qualified passenger).
CLICK
TO ENERGY
EDIT MASTER
STYLE
LOW
AURALTITLE
ALERT
PF
PM
“ SPEED SPEED SPEED ”
(NO ECAM MESSAGE)
THRUST……………………………........INCREASE
PITCH ATTITUDE....................ADJUST, AS RQRD
ALERT AVAILABILITY
The low energy aural alert is available:
o Only in normal law,
o In CONF 2, 3 and FULL,
o 100 ft < RA < 2 000 ft
The low energy aural alert is inhibited:
o TOGA selected or, Alpha Floor or, GPWS alert is triggered or,
o Both RA have been lose.
A320/A330
ALERT TRIGGERING CONDITIONS
The low energy aural alert is triggered:
VLS
• Between VLS and VaPROT.
VαPROT
VαMAX
XFTDN1LOWENER01 – OCT 2018
A320/A330
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EDIT MASTER
TITLE STYLE
REJECTED
TAKEOFF
CAPTAIN DECISION
“STOP”
RTO < 72 kt
Reject takeoff
i
i
V1
Continue takeoff
REJECTED
TAKEOFF
PROC
FLOW
XFTDA6REJECTO01 – OCT 2018
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EDIT MASTER
TITLE STYLE
REJECTED
TAKEOFF
DECISION MANAGEMENT
Many ECAM alerts are inhibited during takeoff phase, to enable the flight crew to focus on their primary tasks.
Therefore, any ECAM Warning or Caution triggered below V1 must be considered as significant. Takeoff should be
rejected.
Note: any non-ECAM event (Tire burst, bird hazard, …):
• Below 100 kt: reject the takeoff,
• Above 100 kt: consider continue takeoff (GO-MINDED).
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EDIT MASTER
TITLE STYLE
REJECTED
TAKEOFF
RTO BELOW 72 kt
In the case of a RTO below 72 kt:
 No ground spoilers deployment,
 No autobrake activation,
Use manual braking,
Use nosewheel steering and differential braking if needed.
BACK
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TITLE STYLE
REJECTED
TAKEOFF
CAPT
BACK
F/O
CAPTAIN DECISION
“ STOP! ”
The CAPT is now PF
Simultaneously:
ALL THRUST LEVERS.……........................................IDLE
REVERSE THRUST.…...………....…...…..…….MAX AVAIL
REVERSERS/DECELERATION ……………..….… CHECK
“ REVERSE GREEN ”
“ DECEL ”
ANY AUDIO….……..…….……..………..………….CANCEL
When the aircraft stopped:
REVERSERS ............................................... STOWED
PARKING BRAKE …………………………………….ON
“ ATTENTION! CREW AT STATIONS ”
NOTIFY ATC .………..…..… “ AIRBUS_____, STOPPING ”
EMERGENCY EVACUATION PROC (QRH) ….… LOCATE
PA
If required
ECAM ACTIONS
EVACUATION PROCEDURE
ATC
i
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TITLE STYLE
REJECTED
TAKEOFF
EMER EVAC PROC
BACK
 The EMER EVAC procedure is located in the inside back cover of the QRH.
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TITLE STYLE
REJECTED
TAKEOFF
REJECTED TAKEOFF flow pattern
CAPT
CAPT
BACK
F/O
F/O
“STOP !”
« REVERSE GREEN »
1
« ECAM ACTIONS »
2
4
« DECEL »
3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1
PA: « ATTENTION! CREW AT STATION »
WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
3
3
4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED
PARKING BRAKE ON
2
A320/A330
CLICK TO EDIT M
ASTER TITLE STYLE
ROPS
RUNWAY OVERRUN WARNING (ROW)
RUNWAY OVERRUN PROTECTION (ROP)
IF WET : RWY TOO SHORT
RWY TOO SHORT
PROC
PROC
PROC
GO-AROUND MINDED
STOP MINDED
ROW/ROP Transition point
(Start of braking)
XFTDO_ROWROP_01 – OCT 2018
UNWAY
OVERRUN
ARNINGSTYLE
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EDIT
MASTERWTITLE
PF
-IF WET: RWY TOO SHORT GO-AROUND MINDED
PM
GO-AROUND MINDED
400 ft
If the runway is wet or contaminated:
GO AROUND .………………………….............. PERFORM
If the runway is dry:
APPROACH .…………………....……..……….. CONTINUE
 The flight crew must always follow the ROW alerts.
BACK
UNWAY
OVERRUN
ARNINGSTYLE
CLICKRTO
EDIT
MASTERWTITLE
-RWY TOO SHORT-
PF
GO-AROUND MINDED
PM
GO-AROUND
“RUNWAY TOO SHORT”
400 ft
200 ft
When “RWY TOO SHORT” message(s) trigger(s)
GO AROUND .……………………………........... PERFORM
 The flight crew must always follow the ROW alerts.
Below 200 ft AGL, in addition to the message displayed on PFD the aural alert “RUNWAY TOO SHORT” triggers.
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MASTER
TITLE STYLE
RUNWAY
OVERRUN
PROTECTION
PF
STOP MINDED
PM
MAXIMUM MANUAL BRAKING............ APPLY and KEEP
MAXIMUM REVERSE THRUST…….….APPLY and KEEP
MAXIMUM MANUAL BRAKING....................... MAINTAIN
MAXIMUM REVERSE THRUST…….….APPLY and KEEP
MAXIMUM MANUAL BRAKING....................... MAINTAIN
MAXIMUM REVERSE THRUST…………….…. MAINTAIN
 The flight crew must always
follow the ROP alerts.
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A320/A330
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ASTER TITLE STYLE
ECAM warning
Smoke sensed
Procedure
Smoke perception without
ECAM warning
“ ECAM actions ”
i
i
(A320 Only)
Immediate actions
i
QRH SMOKE /
FUMES / AVNCS
SMOKE
procedure
i
If smoke persists
Or
In case of doubt about
the smoke source,
apply:
QRH SMOKE / FUMES /
AVNCS SMOKE
procedure
XFTDA1SMOKE0001 – OCT 2018
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
WITHOUT ECAM WARNING
QRH
Note: This QRH procedure covers many cases of smoke sources
(even all steps of the AVIONICS SMOKE ECAM procedure).
BACK
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
WITH ECAM WARNING
•
BACK
On A320 only, the AVIONICS SMOKE ECAM procedure should be applied only when the smoke is confirmed visually or by smell. In that
case, apply first the ECAM actions, before entering the QRH SMOKE/FUMES/AVNCS SMOKE procedure, or refer directly to the QRH. If not,
consider a spurious alert.
•
If any doubt exists about the smoke origin, refer to the QRH SMOKE/FUMES/AVNCS SMOKE procedure.
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
IMMEDIATE ACTIONS
 Be prepared to immediately perform a diversion.
 With or without ECAM activations, these immediate actions correspond
to the most common steps to be taken in smoke cases.
 Protect the crew,
 Avoid any further contamination,
 Establish communication with cabin crew.
QRH
ECAM warning
SMOKE
BACK
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ASTER TITLE STYLE
SMOKE/FUMES QRH PROCEDURE
BACK
 LAND ASAP.
Protect Crew,
Avoid cockpit and cabin contamination,
Establish communication with cabin crew.
Short term decisions.
 If SMOKE/FUMES becomes the GREATEST THREAT,
 If situation becomes UNMANAGEABLE.
At any time of the procedure:
Removal of SMOKE/FUMES,
i
ELEC EMER CONFIG.
i
Investigate the source of smoke.
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TO EDITOF
MASTER
STYLE
REMOVAL
SMOKETITLE
/FUMES
PF
PM
Smoke is dense, and becomes the greatest threat:
ORDER: “ REMOVAL OF SMOKE / FUMES PROCEDURE ”
SMOKE/FUMES/AVNCS SMOKE.………....APPLY
Procedure Layout
Smoke Removal above FL100 or MEAMORA. Descente initiated.
At this stage, during descent, you
can come back to the
SMOKE/FUMES/AVNCS SMOKE
procedure.
Smoke Removal without
window opening.
Resume Smoke Removal at or below
FL100 or MEA.
If cockpit window opening
required…
BACK
CLICK
EDIT
MASTER
STYLE
TOTO
SET
ELEC
EMER TITLE
CONFIG
PF
PM
Dense smoke still continues, being the greatest threat, or
When all the specific actions have been unsuccessful:
Refer to the end of the SMOKE/FUMES/AVNCS
SMOKE procedure to set ELEC EMER CONFIG
 Apply:
 Purpose: To shed as much electrical equipment as possible and thus
try to isolate smoke source(s).
 Objective: Remain in ELEC EMER CONFIG to fly and restore
normal electrical generation before landing to ensure normal landing.
Note: On A330 only, when necessary, the REMOVAL of SMOKE/FUMES procedure must be applied before the electrical emergency
configuration is set, since manual control of cabin pressure cannot be selected in electrical emergency configuration.
BACK
A320/A330
CLICK TOSEDIT
ASTER TITLE STYLE
TALLM
RECOVERY
MEMORY ITEM
DETECTION
RECOVERY
i
PROC
1 Reduce AOA
2
Increase Energy
XFTDA4STALLRC01 – OCT 2018
CLICK TOSEDIT
ASTER TITLE STYLE
TALLM
DETECTION
DETECTION
OF
BUFFET
“ STALL, STALL ”
+ CRICKET
REQUIRE A STANDARD
CALLOUT AND AN
IMMEDIATE ACTION
BACK
CLICK TOSEDIT
ASTER TITLE STYLE
TALLM
RECOVERY
PF
BACK
PM
“ STALL, I HAVE CONTROL ”
Reduction of AOA
NOSE DOWN PITCH CONTROL………....………....APPLY
Note : In the case of lack of pitch down authority, due to under wing mounted engines, reducing thrust may be necessary
BANK.……………………….…………………WINGS LEVEL
When STALL indications have stopped
Increase energy
THRUST……...........INCREASE SMOOTHLY AS NEEDED
SPEEDBRAKES...……….………......CHECK RETRACTED
FLIGHT PATH……...………..….….RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft:
“ FLAPS 1 ”
FLAPS 1 ……………………………....……........... SELECT
i
CLICK TOSEDIT
ASTER TITLE STYLE
TALLM
RECOVERY
FLAPS 1
BACK
Select FLAPS 1 in order to increase the margin to the AOAstall.
CLEAN CONF
FLAPS 1
FLAPS 1
VSW, CLEAN
VSW, FLAPS_1
CLICK TO EDIT TCAS
MASTER TITLE STYLE
MEMORY ITEM
Intruders classification
i
TCAS panel
i
Traffic Advisory
(TA)
Resolution Advisory
(RA)
i
i
A320/A330
“ TRAFFIC
“ DESCEND
TRAFFIC ”
DESCEND ”
Clear of conflict
i
“ CLEAR OF CONFLICT ”
XFTDO2_TCAS__01 – OCT 2018
CLICK TO EDIT TCAS
MASTER TITLE STYLE
INTRUDER CLASSIFICATION
BACK
The intruders are classified in four levels and displayed accordingly on ND:
Surrounding
traffic
TCAS only
Other
intruders
Proximate
intruders
Traffic
Advisory (TA)
Resolution
Advisory (RA)
- 15 
- 10 
- 09 
- 05 
- 15 
- 10 
- 09 
- 05 
TCAS + ADS-B
- 05 
PROVIDES INFORMATION ABOUT THE TWO MOST
DANGEROUS TA / RA INTRUDERS WITHOUT BEARING
CLICK TO EDIT TCAS
MASTER TITLE STYLE
TCAS PANEL
 The flight crew should select:
 ABV in climb,
 ALL in cruise,
 BLW in descent or if the cruise altitude ≥ FL390,
 THRT in heavy traffic terminal area,
 TA in case of:
•
Engine failure,
•
Flight with L/G down,
•
Operation at specific airport.
BACK
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EDIT M
ASTER TITLE
TRAFFIC
ADVISORY
(TA) STYLE
PF
PM
“ TRAFFIC, TRAFFIC ”
TCAS mode……….….CHECK ARMED
“ TCAS BLUE ”
“ CHECKED ”
If A/THR available:
AUTOTHRUST……..………...….ON
If AP/FD TCAS not avail:
i
Do not maneuver based on a TA alone.
BACK
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EDIT M
ASTER TITLE
TRAFFIC
ADVISORY
(TA) STYLE
AF/FD TCAS NOT AVAIL
 If the AP/FD TCAS mode does not immediately arm, the AP/FD TCAS mode is failed.
 In that case, the PF announces:
“TCAS, I HAVE CONTROL”
and the flight crew must be prepared to manually follow the RA orders, in the case of a subsequent RA.
 Refer to "TCAS Procedure without AP/FD TCAS“
BACK
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EDIT MASTER
TITLE
ESOLUTION
ADVISORY
(RA)STYLE
PF
BACK
PM
“ CLIMB, CLIMB ”
“ TCAS”
“ CHECKED ”
If AP is OFF:
FD orders...................FOLLOW
AP can be engaged.
ATC
V/S.............................MONITOR i
Fly the green area
“ AIRBUS xxx TCAS RA”
V/S.............................MONITOR
If any ”CLIMB” aural alert sounds during final approach
TCAS MODE ORDERs ....... MONITOR/FOLLOW
GO AROUND …………………………. CONSIDER
If AP/FD TCAS not avail:
ATC
i
Respect STALL, GPWS or WINDSHEAR WARNINGS
“ AIRBUS xxx TCAS RA”
CLICKRTO
EDIT MASTER
TITLE
ESOLUTION
ADVISORY
(RA)STYLE
Monitor V/S
BACK
ESOLUTION
ADVISORY
(RA)STYLE
CLICKRTO
EDIT MASTER
TITLE
AP/FD TCAS NOT AVAILABLE
PF
BACK
PM
“ CLIMB, CLIMB ”
AP......................................OFF
“ SET FDs OFF”
FDs......................................OFF i
Promptly and smoothly
V/S........ ADJUST or MAINTAIN
Fly the green area.
“ AIRBUS xxx TCAS RA”
ATC
V/S............................MONITOR
If any ”CLIMB” aural alert sounds during final approach
GO AROUND …………………………. PERFORM
“ AIRBUS xxx GOING AROUND DUE TO TCAS RA”
ATC
Respect STALL, GPWS or WINDSHEAR WARNINGS
WHY « FDs.…OFF »?
TCAS RA: “DESCENT! DESCENT!”
THR CLB | OP CLB
NEXT
WHY « FDs.…OFF »?
NEXT
The flight crew forgets to switch off both FDs…
THR CLB | OP CLB
WHY « FDs.…OFF »?
BACK
When the speed reaches speed limit,
the HIGH SPEED PROTECTION activates…
THR
SPEED
CLB |
CLICK TOCEDIT
ASTER
TITLE STYLE
LEARM
OF
CONFLICT
PF
BACK
PM
“ CLEAR OF CONFLICT ”
ATC
“ AIRBUS xxx CLEAR OF CONFLICT,
RETURNING TO … ”
TCAS RA performed using AP/FD TCAS
AP/FD………..………………... MONITOR/FOLLOW
LAT & VERT GUIDANCE ………………... ADJUST
SPEED ………………………………..……. ADJUST
TCAS RA performed manually
FD ……………………………..….……. REENGAGE
LAT & VERT GUIDANCE ………………... ADJUST
AP………….……..………………............. AS RQRD
Aeroplane Upset Prevention and
Recovery Training:
Extreme Attitude Training
XFTDA1UPRTATT01 – OCT 2018
Extreme Attitude Training
Aim:
• To reinforce 3D mental picture in order to recognize and confirm developed upset
situations.
Extreme Attitude Training
Objectives:
• To observe PFD’s displayed during 2 seconds (Altitude between FL100 and FL180)
• To recognize stall conditions, if any
• To assess the aeroplane energy state and energy rate of change
• To confirm the aeroplane attitude: Pitch and bank angles
• To verbalize the situation
• To determine actions to be performed for an effective recovery.
Extreme Attitude Training
Click when ready...
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions
-
Adjust the thrust and the drag, if necessary
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose High Actions
-
Apply nose down pitch order
-
Adjust the thrust
-
If all normal pitch control techniques are
unsuccessful, adjust the roll not to exceed 60º
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions (V/S is negative)
-
Adjust the roll to the right to wings level
-
Adjust the thrust, if necessary
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions
-
Roll to the left to wings level
-
Adjust the thrust and/or the drag, if necessary
-
Recover the level flight avoiding excessive
g-loading
Click for next…
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose High Actions
-
Apply nose down pitch order
-
Adjust the thrust
-
Reduce the roll not to exceed 60º
-
Recover the level flight
Click for next…
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Nose Low Actions
-
Roll to the right to wings level
-
Adjust the thrust and the drag
-
Recover the level flight avoiding excessive
g-loading
Click for next…
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Stall recovery
-
Apply nose down pitch order (reduce the AOA
and unload)
In the case of lack of pitch down authority, reducing
thrust may be necessary
-
Simultaneously, bank to left to wings level
When out of stall:
Apply the appropriate upset recovery technique
Click for next…
Extreme Attitude
Extreme Attitude
Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Click to review…
Extreme Attitude
Stall recovery
-
Apply nose down pitch order (reduce the AOA)
-
Simultaneously, bank to the right to wings level
When out of stall:
-
Increase the thrust smoothly as needed
-
Check speed brakes retracted
-
Recover smoothly the level flight avoiding a
stall due to premature recovery at low speed
-
Select FLAPS 1, if speed is still lower than
VFE Next
Aeroplane Upset Prevention and
Recovery Training:
Upset Recovery Techniques
XFTDA1UPRTTEC01 – OCT 2018
Upset Recovery Techniques - Reminder
Upset Recovery Techniques - Reminder
An aeroplane upset is an undesired aeroplane state characterized by unintentional
divergences from parameters normally experienced during operations. An upset condition
exists any time an aeroplane is diverging from what the pilots are intending it to do.
Upset Recovery Techniques - Reminder
An aeroplane upset is an undesired aeroplane state characterized by unintentional
divergences from parameters normally experienced during operations. An upset condition
exists any time an aeroplane is diverging from what the pilots are intending it to do.
The first upset recovery actions must be effective and timely. Only engaged - and therefore
situationally aware – pilot can effectively and timely recover from an upset.
Upset Recovery Techniques - Reminder
An aeroplane upset is an undesired aeroplane state characterized by unintentional
divergences from parameters normally experienced during operations. An upset condition
exists any time an aeroplane is diverging from what the pilots are intending it to do.
The first upset recovery actions must be effective and timely. Only engaged - and therefore
situationally aware – pilot can effectively and timely recover from an upset.
Actions to recover from an upset encompass the following basic activities:
1. Become situationally aware and analyze the situation (Recognition)
2. Arrest the flight path divergence and recover to a stabilized flight path (Recovery).
These activities must be part of every upset recovery.
Upset Recovery Techniques - Reminder
All upset recovery techniques assume the aeroplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.
Upset Recovery Techniques - Reminder
All upset recovery techniques assume the aeroplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.
The techniques represent a logical progression for recovering the aeroplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.
Upset Recovery Techniques - Reminder
All upset recovery techniques assume the aeroplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.
The techniques represent a logical progression for recovering the aeroplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.
The Primary Flight Display (PFD) is the primary reference for recovery.
Upset Recovery Techniques - Reminder
All upset recovery techniques assume the aeroplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.
The techniques represent a logical progression for recovering the aeroplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.
The Primary Flight Display (PFD) is the primary reference for recovery.
Exaggerated control inputs through reflex responses must be avoided. Control inputs to
counter a developing upset must be smooth, positive, and proportional to the amount and
rate of pitch, roll, or yaw experienced.
Upset Recovery Techniques - Reminder
All upset recovery techniques assume the aeroplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.
The techniques represent a logical progression for recovering the aeroplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.
The Primary Flight Display (PFD) is the primary reference for recovery.
Exaggerated control inputs through reflex responses must be avoided. Control inputs to
counter a developing upset must be smooth, positive, and proportional to the amount and
rate of pitch, roll, or yaw experienced.
For more, refer to the FCTM (Procedures / Abnormal and Emergency Procedures /
Miscellaneous / Upset Prevention and Recovery)
Upset Recovery Techniques – Nose High
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (1)
-
Apply nose down pitch order (2)
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees (4)
-
Recover the level flight (5)
(3)
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (1)
-
Apply nose down pitch order (2)
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees (4)
-
Recover the level flight (5)
(3)
Upset Recovery Techniques – Nose High
Troubleshooting the cause of the upset is secondary to initiating the
recovery. However, the pilot still must recognize and confirm the situation
before a recovery can be initiated. This means:
• Assess the energy: Energy state and energy rate of change
CM1
• Confirm the aeroplane attitude: Pitch and bank angles
• Communicate with the other crew members and say the intentions.
CM2
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR (1)
-
Apply nose down pitch order (2)
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees (4)
-
Recover the level flight (5)
(3)
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
?
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
CG
Pitch up moment of underwing mounted engines
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
60 degrees
maximum
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose High
Upset Recovery Techniques – Nose High
Nose High Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Apply nose down pitch order
-
Adjust the thrust
-
Adjust the roll not to exceed 60 degrees
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Troubleshooting the cause of the upset is secondary to initiating the
recovery. However, the pilot still must recognize and confirm the situation
before a recovery can be initiated. This means:
• Assess the energy: Energy state and energy rate of change
CM1
• Confirm the aeroplane attitude: Pitch and bank angles
• Communicate with the other crew members and say the intentions.
CM2
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
?
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
This counter-intuitive action is just a reminder
as you must always recover from stall first.
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
R or L?
The bank angle indicator will show you
the shortest direction to wings level.
Here to the RHS.
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
and/or
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
Upset Recovery Techniques – Nose Low
Upset Recovery Techniques – Nose Low
Nose Low Actions
-
Recognize and confirm the situation
-
Takeover and disconnect AP and A/THR
-
Recover from stall if required
-
Adjust the roll in the shortest direction to wings level
-
Adjust the thrust and the drag
-
Recover the level flight
A320
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NRELIABLE
SPEEDTITLE
SITUATION
MEMORY ITEM
At any time, if the flight crew detects unreliable air data indication:
If safe conduct of the flight is impacted:
The crew must apply the memory items.
AP……………………………………..…………………………………OFF
A/THR……………………………………………..…………………….OFF
FD……………………………………….............................................OFF
PITCH/THRUST:
Below THRUST RED ALT……………………………......15°/TOGA
i Above THRUST RED ALT and below FL100……………10°/CLB
Above THRUST RED ALT and above FL100……………..5°/CLB
FLAPS:
if CONF 0(1)(2)(3)………………....…MAINTAIN CURRENT CONF
if CONF FULL……………….....SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES………………………………….CHECK RETRACTED
L/G………………………………………………………………………..UP
When at or above MSA or Circuit Altitude :
Level Off for troubleshooting
If safe conduct of the flight is not impacted
or after Memory Items:
UNRELIABLE SPEED PROC
TO LEVEL OFF
FLIGHT PATH
STABILIZED
i
i
AFFECTED ADR
IDENTIFICATION
PROC
ECAM ACTIONS
Apply UNRELIABLE SPEED INDICATION procedure.
XFTDA6UNRASPD01 – FEB 2019
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NRELIABLE
SPEED
SITUATION
PITCH/THRUST
Apply the QRH procedure without delay because flying
with the memory pitch/thrust values for an extended period
of time can lead to exceed the aircraft speed limits.
5° / CLB
Adjust PITCH and THRUST while climbing
FL100
10° / CLB
THRUST RED ALT
15° / TOGA
Adjust PITCH and THRUST while climbing
BACK
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ASTER
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LEVEL
OFFTITLE STYLE
PF
BACK
PM
AP …..…………………………………………………….. OFF
“SET FDs OFF”
FDs ………………………………………………...…….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
PITCH/THRUST ………. DETERMINE FROM QRH TABLE
PITCH/THRUST ………...……………………………..APPLY
LEVEL OFF ………………………………………. PERFORM
i
Below FL250, use reversible BUSS (if installed)
If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING
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LEVEL
OFFTITLE STYLE
LEVEL OFF ….. PERFORM
If the altitude indication is unreliable, refer to the GPS altitude
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FLIGHT
STABILIZED
PF
BACK
PM
AP …..…………………………………………………….. OFF
“SET FDs OFF”
FDs ……………………………………………...……….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
FLIGHT PATH ………………….……… KEEP STABILIZED
Below FL250, use reversible BUSS (if installed)
If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING
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AFFECTED
IDENTIFICATION
 In order to identify and isolate the faulty ADR(s), the flight crew must crosscheck speed and
altitude indications on CAPT PFD, F/O PFD and STBY instruments.
 To help the identification of the affected ADR(s), the flight crew can use the Pitch and Thrust tables
of the QRH procedure and the reversible BUSS (if installed).
 If affected ADR(s) cannot be identified or all ADRs are affected:
•
WHEN ABOVE FL250: Most of the time, temporary phenomenon. Continue flying pitch and
thrust targets with the CLIMB, CRUISE, and DESCENT tables until the phenomenon
disappear, or until below FL250.
•
WHEN BELOW FL250: Generally, permanent situation. Speed and altitude indications are
replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale. i
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AFFECTED
IDENTIFICATION
BUSS DISPLAY
 Before extending the slats/flaps, reduce speed to the bottom part of the green area.
 APPR Speed…..….Fly the fixed green target.
If the BUSS does not react to longitudinal stick inputs when flying the green area of the speed scale, disregard the
BUSS and use pitch / thrust tables.
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A320/A330
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WINDSHEAR
MEMORY ITEM
Symptoms
TAKEOFF
i
APPROACH/ LANDING
PREDICTIVE
WINDSHEAR
REACTIVE
WINDSHEAR
PREDICTIVE
WINDSHEAR
REACTIVE
WINDSHEAR
PROC
PROC
PROC
PROC
i
i
XFTDN3WINDSHR01 – OCT 2018
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WINDSHEAR
SYMPTOMS
 PFD:
BACK
 ND:
• Speed Trend, unusual A/THR activity,
• Ground Speed,
• Speed margin to VLS,
• Wind Direction / Velocity.
• FPV,
• V/S excursions,
• Heading variations,
• Pitch attitude,
• Glide slope deviation.
ILS 33R
CREDICTIVE
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MASTER TITLE
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P
WINDSHEAR
AT TAKEOFF
PF
PM
“ MONITOR RADAR DISPLAY ”
or
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
Before takeoff roll:
TAKEOFF……........…………...………........…….…..DELAY
MOST FAVORABLE RWY…………………..………SELECT
TOGA THRUST for T.O…………………………….SELECT
During the takeoff roll:
TAKEOFF……........…………...……….....…….…..REJECT
When airborne:
THR LEVERS..…………...………....…….……………TOGA
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..………………………..FOLLOW
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CREDICTIVE
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P
WINDSHEAR
AT TAKEOFF
WINDSHEAR ALERT ZONES
Alerts available from ground up to 1200ft:
ADVISORY ALERT AREA
i
CAUTION ALERT AREA
i
WARNING ALERT AREA
i
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CREDICTIVE
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P
WINDSHEAR
AT TAKEOFF
ADVISORY ALERTS
 No message on the PFD,
 No aural alert,
 Only the windhsear icon is displayed on the ND.
PWS SCAN
BACK
P
WINDSHEAR
AT TAKEOFF
CREDICTIVE
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MASTER TITLE
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CAUTION ALERTS
BACK
“ MONITOR RADAR DISPLAY ”
ILS 33R
PWS SCAN
CREDICTIVE
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MASTER TITLE
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P
WINDSHEAR
AT TAKEOFF
WARNING ALERTS
“ WINDSHEAR AHEAD,
WINDSHEAR AHEAD ”
BACK
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MASTER IN
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PC
REDICTIVE
WINDSHEAR
APPROACH
For ADVISORY and CAUTION alerts refer to predictive windshear at takeoff.
WARNING ALERTS
“ GO AROUND,
WINDSHEAR AHEAD ”
ILS 33R
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EACTIVE
WINDSHEAR
TAKEOFF
PF
PM
A red flag “ WINDSHEAR” is displayed on each PFD associated with
an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
Below V1 with significant airspeed variations:
“ STOP”
TAKEOFF……........…………...……….....…….…..REJECT
After V1:
“ WINDSHEAR TOGA”
THR LEVERS..…………...………....…….……………TOGA
REACHING VR……………………………………….ROTATE
SRS ORDERS……………..………………………..FOLLOW
 DO NOT CHANGE CONFIRGURATION (SLATS/FLAPS, GEAR) UNTIL
OUT OF WINDSHEAR.
 CLOSELY MONITOR FLIGHT PATH AND SPEED.
 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
BACK
P
WINDSHEAR
WHEN
AIRBORNE
CREDICTIVE
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MASTER
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INITIAL CLIMB
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..………….……………..FOLLOW
PM
BACK
CP
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REDICTIVE
WINDSHEAR
APPROACH
PF
PM
“MONITOR RADAR DISPLAY” or windshear suspected
APPROACH…………………………..…………….…..DELAY
DIVERSION………………………………………..CONSIDER
However, if the flight crew decide to perform the approach
CONF 3 LDG…………...…….............................CONSIDER
VAPP increase (max 15 KTS)……….......….....CONSIDER
The flight crew may increase VAPP displayed on MCDU PERF page.
The use of managed speed is recommended to take advantage of ground speed mini function.
“GO AROUND WINDSHEAR AHEAD”
GO AROUND…………...…….....................…….PERFORM
AP (if engaged)…………………………………….KEEP ON
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REACTIVE
WINDSHEAR
APPROACH
PF
PM
A red flag “ WINDSHEAR ” is displayed on each PFD associated with
an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..…………….…………..FOLLOW
 DO NOT CHANGE CONFIRGURATION (SLATS/FLAPS, GEAR) UNTIL
OUT OF WINDSHEAR.
 CLOSELY MONITOR FLIGHT PATH AND SPEED.
 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
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