Take off briefing with associated checks

1. Miscellaneous
Aircraft type and model (Tail strike awareness)
Aircraft technical status (MEL and CDL considerations, relevant OEB)
NOTAMS
Weather
RWY conditions
Use of ENG/Wing Anti Ice
ENG Start Procedure
Push Back
Expected Taxi Clearance
Use of Radar
Use of Packs for Takeoff
2. INIT B Page
Block Fuel (FOB on EW/D)
Estimated TOW
Extra time at destination
3. Takeoff Perf Page
TO RWY
TO CONF
FLEX / TOGA (FLEX TOGA on MCDU)
V1, VR, V2 (V1, V2 on PFD)
TRANS ALT
THR RED / ACC Altitude
4. Flight Plan
Minimum Safe Altitude
First assigned FL (altitude target in blue on PFD)
Flight Plan description (SID on MCDU FPLN page)
RAD NAV (RAD NAV on ND)
5. Abnormal Operations
For any failure before V1:
CAPT will call "STOP" or "GO"
In case of failure after V1:
continue TO, no actions before 400 ft AGL except gear up toga if need ,cancel warning
reaching 400 ft AGL, ECAM actions
reaching EO ACC altitude
‐ If the engine is secured, level off, accelerate and clean up
‐ Otherwise continue climbing until the engine is secured
(but not above EO maximum acceleration altitude)
at green dot: OP CLB, MCT, resume ECAM, after TO C/L, status
ENG OUT routing: EOSID, SID, radar vector, immediate return ...
FMS UPDATING
When the load and trim sheet is available, the crew will:
• Updates the ZFWCG/ZFW
• Checks TOW consistent with load sheet
• Checks updated fuel figures
• Modify the FLEX TEMP and the take-off speeds as required
• Enter the THS position in PERF TAKE OFF page
When the predictions are available, the crew will print the pre-flight data.
 This sequence of entry is the most practical.
INIT B should not be filled immediately after INIT A,
because the FMGS would begin to compute F-PLN predictions.
These computations would slow down the entry procedure.
To obtain correct predictions, the fields of the various pages must be completed correctly,
with
available planned data for the flight:

• DATA
The database validity, NAVAIDs and waypoints (possibly stored in previous flight), and
PERF
FACTOR must be checked on the STATUS page.

• INIT A
The INIT A page provides access to aircraft present position.
The flight crew will check that it corresponds to the real aircraft position.
(Refer to NO-020 ADIRS INITIALIZATION).
The history wind is the vertical wind profile that has been encountered
during the previous descent and should be entered at this stage if it is representative
of the vertical wind profile for the next flight.

• F-PLN
The F-PLN A page is to be completed thoroughly including:
‐ The take-off runway
‐ SID
‐ Altitude and speed constraints
‐ Correct transition to the cruise waypoint
‐ Intended step climb/descents, according to the Computerized Flight Plan (CFP).
If time permits, the wind profile along the flight plan
may be inserted using vertical revision through wind prompt.
The pilots should also check the overall route distance
(6th line of the F-PLN page), versus CFP distance.

• SEC F-PLN
The SEC F-PLN should be used to consider an alternate runway for take-off, a return to
departure airfield or a routing to a take-off alternate.

• RAD NAV
The RAD NAV page is checked, and any required NAVAID should be manually entered
using
ident.
If a NAVAID is reported on NOTAM as unreliable, it must be deselected on the MCDU
DATA/POSITION MONITOR/SEL NAVAID page.
 • INIT B
The pilots:
‐ Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN computation.
‐ Checks fuel figures consistent with flight preparation fuel figures.
The flight crew will update weight and CG on receipt of the load sheet.
After Engine start, the INIT B page is no longer available.
The flight crew should use the FUEL PRED page for weight and fuel data insertion, if
required.

• PERF
The thrust reduction altitude/acceleration altitude (THR RED /ACC)
are set to default at 1 500 ft, or at a value defined by airline policy.
The THR RED/ACC may be changed in the PERF TAKE-OFF page, if required.
The flight crew should consider the applicable noise abatement procedure.

The one-engine-out acceleration altitude must:

‐ Be at least 400 ft above airport altitude
‐ Ensure that the net flight path is 35 ft above obstacles
‐ Ensure that the maximum time for takeoff thrust is not exceeded