Airbus A320 PDP Rev15 PDF

Tutorials
Revision 15
CLICK TOUEDIT
SE OFMTUTORIALS
ASTER TITLE STYLE
The objective is to provide a good mental picturing before

a training exercise
When and how to use

i
tutorials
Navigation i
Organization
i
of the Tutorials
Preventing identified
i
Risks (PIR)
A320/A330 XFTDN1USETUTO01 – ISSUE 15

CLICK TOUEDIT
SE OFMTUTORIALS
ASTER TITLE STYLE
The objective is to provide a good mental picturing before

a training exercise
When and how to use

i
tutorials
Navigation i
Organization
i
of the Tutorials
Preventing identified
i
risks
A320/A330 XFTDN1USETUTO01 – ISSUE 14

WCLICK
HEN TO HOW
AND MASTER
EDIT TO TITLE
USE THE STYLE
TUTORIALS BACK
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.

WCLICK
HEN TO HOW
AND MASTER
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USE THE STYLE
TUTORIALS BACK
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.

CLICK TO EDIT MASTER TITLE STYLE
NAVIGATION BACK
Several buttons are used to navigate through the different pages of the tutorial.
The buttons are:
BACK The BACK button is used to go back one step.
i 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.
The NEXT and PREV buttons are used to navigate within a procedure that is on
NEXT PREV
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.
COLICK
RGANIZATION MASTER
TO EDITOF TITLE STYLE
THE TUTORIALS – 1/3 NEXT
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
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RGANIZATION MASTER
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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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TITLE STYLE
TUTORIALS PREV BACK
Information slides
Title BACK button
Information
Title BACK button
Information box
PREVENTING
CLICK MASTER FROM
TO EDITIDENTIFIED TITLERISKS
STYLE BACK
(Refer to FCTM for definition and PIR list)
Possibility of injury to the Possibility of damage to the

ground personnel. aircraft.
Possibility of injury to The navigation may be

passengers. affected.
It may not be possible to The handling or control of the

complete the initial flight. aircraft may be affected.
FIRST FFS
FFS SAFETY EQUIPMENT FFS COCKPIT FACILITY
i i
A320/A330 XFTDO1FRSTFFS01 – STD 1.9 – ISSUE 15

FFS SFAFETY FFS
IRST EQUIPMENT BACK
 Emergency Stop
 Fire extinguishers
 Escape ropes
 Torch
FOCKPIT
FFS C IRST FFS
FACILITY BACK
 Seat, pedal and armrest adjustments:
• Seat i
• Pedal i
• Armrest i
 Sliding table
 Cockpit lights
 Oxygen masks
 Hand mike, headset, RMP, ACP

FOCKPIT
FFS C IRST FFS
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
FFS C IRST FFS
FACILITY
PEDAL ADLUSTMENTS BACK
 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.
FOCKPIT
FFS C IRST FFS
FACILITY
ARMREST ADLUSTMENTS BACK
HEIGHT ADJUST: Button A
PITCH ADJUST: Button B
HEIGHT
PITCH 1
INDICATION
INDICATION
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
GOLDEN TITLE STYLE
RULES
GOLDEN RULE #1 Fly, Navigate, Communicate i

In that order, with the appropriate tasksharing.
Use the appropriate level of automation

GOLDEN RULE #2 at all times.
i
GOLDEN RULE #3 Understand the FMA at all times. i
Take actions if things do not go as

GOLDEN RULE #4 expected.
i
A320/A330 XFTDN1GOLDRUL01 – ISSUE 15

CLICK TO
#1 FLY,EDIT MASTER
NAVIGATE TITLE STYLE
, 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...)
PF
 Achieve and maintain desired targets and flight path.
Fly
Actively monitor the flight parameters

PM
 Call out any excessive deviation.
Situational awareness
Navigate
Know where the

Know where you Know where you Know where you
weather, terrain and
are... should be... should go...
obstacles are...
Communicate
Cabin Crew Flight Crew ATC

PF PM 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 BACK
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.

C#3
LICK TO EDIT MTHE
UNDERSTAND ASTER
FMATITLE
AT ALLSTYLE
TIME BACK
To ensure correct situational awareness at all times, the flight crew must:
Monitor the FMA.
Announce the FMA.
Confirm the FMA.
Understand the FMA.

#4 TAKE ACTIONS IF THINGS DO NOT
GO AS EXPECTED
If the aircraft does not follow the desired flight path, or the selected targets.
Take action !
PF PM
Change the level of automation • Communicate with the PF

• Managed guidance  Selected guidance, • Challenge the actions of the PF, if
or necessary
• Selected guidance  Manual flying. • Take over, if necessary.
CLICK A320
TO EDIT MASTER
FLOW TITLE STYLE
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
A320 EFTDB0FLOWPAT01 – STD 1.9 – ISSUE 15
CLICK TO EDIT
A320
COCKPIT MASTER
FLOW
PREPARATION TITLE
–PATTERNS
OVERHEAD STYLE
PANEL NEXT BACK
MAINT PANEL…CHECK
PF
1 2 3
AUDIO SWITCHING…NORM
PA…RECEPT
ENG FIRE..CHECK/TEST During the scan sequence,

extinguish all white lights.
* ALL IR MODE sel…NAV MAINTENANCE panel

ALL LIGHTS…….CHECK OFF
ELEC PANEL……..CHECK
BAT………….…..…CHECK
CAPT & PURS/CAPT…AS

RQRD
* PACK FLOW….AS RQRD
CVR TEST pb...PRESS

VENT…CHECK
*RCDR GND CTL…ON
LDG ELEV………………….AUTO  If secured stop or flight crew

PROBE/WINDOW HEAT…AUTO change: Perform all actions
 Otherwise (transit stop) perform
only actions marked by * in QRH
STROBE ….…………..….…AUTO
* SIGNS …..... ON/AUTO
BEACON ……………….……. OFF
* EMER EXIT LT … ARM
REMAINING EXT LT … AS RQRD
CCOCKPIT
LICK TO EDIT M– ASTER
PREPARATION TITLE STYLE
CENTER INSTRUMENT PANEL PREV NEXT BACK
PF
3 *A/SKID & NW STRG sw........ON

*ISIS..……CHECK 1
2 *CLOCK..……CHECK/SET
CLICK TO EDIT
COCKPIT MASTER
PREPARATION TITLE STYLE PREV
– PEDESTAL NEXT BACK
PF
SWITCHING PANEL... NORM 2

1 3
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

CCOCKPIT
LICK TO EDIT M
PREPARATION ASTER
– FINAL TITLE
COCKPIT STYLE PREV
PREPARATION NEXT BACK
FINAL COCKPIT
PREPARATION
When both pilots are seated:
PF PM
FMS PREPARATION…………….CHECK
EFB / MCDU GREEN DOT......COMPARE
GLARESHIELD
1
SOP
CM1 CM2
1 PF 1
LATERAL
CONSOLES
2 INTRUMENT PANELS
SOP
2 PF 2
CLICK TO EDITAFTER
MASTER
START TITLE STYLE PREV NEXT BACK
PF PM
2 APU BLEED
ENG ANTI-ICE 3
WING ANTI-ICE 4 5 APU MASTER-SWITCH
6 STATUS 5
4 PITCH TRIM
ENG MODE SEL

1 3 FLAPS
GROUND
1
SPOILERS RUDDER
2 TRIM
CLICK TO EDIT MTAXI
ASTER TITLE STYLE PREV NEXT BACK
PM
AUTO-BRAKE
4
T.O MEMO 6 TERR ON ND
3
T.O CONFIG 5
2 ATC
RADAR / PWS 1
BEFORE TAKEOFF TITLE STYLE PREV NEXT BACK
PM
PACK 1 + 2 7
Performing this flow pattern and when appropriate:

APPROACH PATH...CLEARED OF TRAFFIC
6
TAKEOFF RUNWAY
5
EFB TRANSMITTING MODE
4
SLIDING TABLE
CABIN CREW
2
3 1
TCAS
ENG MODE SEL
AFTER TAKEOFF TITLE STYLE PREV NEXT BACK
PM
4
ENG ANTI-ICE
1
APU BLEED / MASTER SW
3
TCAS
2
ENG MODE SEL
CLICK TO EDITCLIMB
MASTER
10 000 ft TITLE STYLE PREV NEXT BACK
PF PM
LAND LIGHTS 1
2 SEAT BELTS
3 EFIS OPT
ECAM MEMO 4 NAVAIDS

5 SEC F-PLN
OPT / MAX ALT
CLICK TODESCENT
EDIT –M ASTER
FMS TITLE STYLE PREV
PREPARATION 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
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
PF PM
LAND LIGHTS 1 SEAT BELTS

2
EFIS EFIS
1 3
LS 2 4 LS
WHEN GPS PRIMARY LOST:

NAV ACCY
3 RADIO NAV
5
6
ENG MODE SEL
AFTER LANDING TITLE STYLE PREV NEXT BACK
PF PM
ANTI-ICE 7 APU
6
GROUND
RADAR SPOILERS
5 TCAS / ATC
PREDICTIVE 2 1 4
WINDSHEAR FLAPS
3
ENG MODE SEL
EMERGENCY TITLE STYLE PREV
DESCENT NEXT BACK
PF PM
1 1
REJECTED TAKEOFFTITLE STYLE PREV BACK
CAPT F/O
“STOP !”
« REVERSE GREEN »
1
« ECAM ACTIONS » « DECEL »
4 2
3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1 WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
PA: « ATTENTION! CREW AT STATION »
3 3
4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED 2
PARKING BRAKE ON
IFR M
CLICK TO EDIT CHARTS
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
A320/A330 XFSNN1E00NAVC01 – ISSUE 15

MAIN
MENU CLICK TO EDIT MIASTER
GENERAL TITLE STYLE
NFORMATION BACK
General Information
Radar Minimum Altitude
i
MAIN
GENERAL TITLE STYLE
NFORMATION BACK
ATIS
Frequency
Other General
Information
MAIN
MENU CLICK R
TO EDIT
ADAR MASTER
MINIMUM TITLE STYLE
ALTITUDE BACK
Header
i
Altitude
Chart
i
MAIN
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TO EDIT
ADAR MASTER
MINIMUM TITLE STYLE
ALTITUDE BACK
SHOW INFORMATION i
MAIN
MENU CLICK R
TO EDIT
ADAR MASTER
MINIMUM TITLE STYLE
ALTITUDE BACK
Airport Transition
Elevation Altitude
Chart Title
HIDE INFORMATION i
MAIN
MENU CLICK TO EDIT MASTER
ALTITUDE TITLE STYLE
CHART BACK
SHOW INFORMATION i
MAIN
ALTITUDE TITLE STYLE
CHART BACK
Minimum
Altitude on the
Red Area
Minimum
Altitude on the
Orange Area
Highest Terrain
on the Chart
HIDE INFORMATION i
MAIN
ARRIVALS TITLE STYLE
NFORMATION BACK
On this page of IFR CHARTS, you will find specific information about arrivals.
SHOW INFORMATION i
MAIN
ARRIVALS TITLE STYLE
NFORMATION BACK
On this page of IFR CHARTS, you will find specific information about arrivals.
Specific
Information for
Arrival Operations
HIDE INFORMATION i
MAIN
DEPARTURE TITLE STYLE
INFORMATION BACK
On this page of IFR CHARTS, you will find specific information about departures.
Noise Abatement
Departure Procedure
Other Departure
Information
MAIN
MENU CLICK TO EDIT MASTER TITLE STYLE
STAR BACK
STAR = STandard ARrival
STAR Charts
RNAV STAR Charts Standard STAR Charts
i i
MAIN
MENU CLICK TORNAV MASTER
EDIT STAR TITLE STYLE
CHARTS BACK
Header
RNAV STAR
Information
i
RNAV STAR
Chart
i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
MASTER TITLE STYLE BACK
RNAV STAR INFORMATION
Arrival
Runway
Concerned
Additional
Information
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
RNAV STAR CHART
ESISI Arrival i
NETRO Holding i
SHOW INFORMATION i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
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
HIDE INFORMATION i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
RNAV STAR CHART – NETRO HOLDING
Holding
HIDE INFORMATION i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
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
HIDE INFORMATION i
MAIN
MENU CLICK S
TO EDIT MSTAR
TANDARD ASTER TITLE STYLE
CHARTS BACK
Header
STAR MSA
Information i
i
STAR
Chart
i
MAIN
MENU CLICK S
TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR INFORMATION
Arrival Reference
Runway
Concerned
Additional
Information
MAIN
MENU CLICK S
TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
MINIMUM SECTOR ALTITUDE
Minimum Sector Altitude = 3000 ft.

With 2000 ft for the 10 first inner nautical miles.
25 nm circle centered around TOU VOR.

MAIN
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TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART
AFRIC 6L Arrival i
ADIMO Holding i
SHOW INFORMATION i
MAIN
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TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART – AFRIC ARRIVAL
Follow heading 222°

during 23 nm
Minimum
Altitude on this
Segment then,
turn right heading

266° for 21 nm.
HIDE INFORMATION i
MAIN
MENU CLICK S
TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART – HOLDING
Holding
HIDE INFORMATION i
MAIN
MENU CLICK S
TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART
Follow heading 222°

during 23 nm
Minimum
Altitudes
then,
Holding
turn right heading

266° for 21 nm.
HIDE INFORMATION i
MAIN
MENU CLICK TO EDIT
SIDMCASTER
HARTS TITLE STYLE BACK
SID = Standard Instrument Departure
SID Charts
RNAV SID Charts Standard SID Charts
i i
MAIN
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EDIT MASTER
SID TITLE STYLE
CHARTS BACK
Header
RNAV SID
i
MAIN
MENU CLICK TO RNAV
EDIT MASTER
SID TITLE STYLE
CHARTS BACK
Altitude/Speed
Constraints
Departure
Trajectory
Climb gradient
Constraints
Initial Level
Clearance
MAIN
STANDARD TITLE STYLE
SID CHARTS BACK
Header
Standard
SID Charts
i
SID Procedure
Description
MAIN
SID CHARTS BACK
MEN 5H Departure i
MAIN
SID CHARTS BACK
Follow
heading At BISBI WPT, turn left
323° until heading 043°
TOU VOR
Turn right heading 065°
Minimum
Performances
required for these
Departures
HIDE INFORMATION i
MAIN
AIRPORT TITLE STYLE
CHARTS BACK
Airport Charts
Gates Coordinates Airport Chart
i i
MAIN
MENU CLICK TOGEDIT
ATES MASTER TITLE STYLE
COORDINATES BACK
Gates
Coordinates
MAIN
AIRPORT TITLE STYLE
CHARTS BACK
Header
Communication
Frequencies
Airport Plan
i
Additional Runway
Information
i
MAIN
MENU CLICK TO EDIT
AIRPORT MASTER
CHARTS TITLE
- AIRPORT STYLE
PLAN BACK
SHOW INFORMATION i
MAIN
MENU CLICK TO EDIT
AIRPORT MASTER
CHARTS TITLE
- AIRPORT STYLE
PLAN BACK
Runway
Elevation
Runway
Length
Runway QFU
Taxiway Name
HIDE INFORMATION i
MAIN
MENU CLICK
AIRPORT TO EDIT
CHARTS MASTER
- ADDITIONAL TITLE STYLE
RUNWAY INFORMATION BACK
SHOW INFORMATION i
MAIN
MENU CLICK
AIRPORT TO EDIT
CHARTS MASTER
- ADDITIONAL TITLE STYLE
RUNWAY INFORMATION BACK
PAPI Runway
Information Length/Width
Low Visibility
Procedure
Information.
HIRL: High Intensity Runway Light

CL: Center Light
Distances between two lights

HIDE INFORMATION i
MAIN
APPROACH TITLE STYLE
PROCEDURE BACK
ILS or LOC RNAV (GNSS) VOR VPT
Initial Initial Initial

Approach
Approach Approach Approach
i i i i
Final Final Final

Approach Approach Approach
i i i
MAIN
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ILSTO LOC M
OR EDIT – IASTER
NITIAL ATITLE STYLE
PPROACH BACK
Header
Approach
Information
i
Chart
i
Final Approach •
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
APPROACH INFORMATION
SHOW INFORMATION i
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
Communication
Frequencies
LOC Frequency
Reminder of Airport
&
and Runway Altitudes
Approach Course
HIDE INFORMATION i
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
SHOW INFORMATION i
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
Instrument Required
for this Approach 11-1B FINAL
Approach Chart
Highest Terrain on
the Chart
HIDE INFORMATION i
MAIN
MENU CLICK
ILSTO LOCM
OREDIT – ASTER TITLE STYLE
FINAL APPROACH BACK
Header
Approach
Information
i
Chart
i
← Initial Approach
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
SHOW INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
ILS/LOC Communication
Information Frequencies
Refer to Lateral
Missed Approach Profile Chart
Procedure Description
i
HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
CHART
Lateral Profile
Vertical Profile
i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
TITLE STYLE BACK TO APPR INFO
MENU
LATERAL PROFILE
Final Approach i
Missed Approach Procedure i

MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
MENU
LATERAL PROFILE – FINAL APPROACH
Vertical Profile
HIDE INFORMATION i
CLICK TO MOVE FOWARD
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
MENU
LATERAL PROFILE – FINAL APPROACH
Vertical Profile
HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
MENU
LATERAL PROFILE – MISSED APPROACH
Holding after the

Missed Approach
Procedure
HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
MENU
LATERAL PROFILE – MISSED APPROACH
Holding after the

Missed Approach
Procedure
HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
MENU BACK TO LATERAL PROFILE
VERTICAL PROFILE
SHOW INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
MENU 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
Circle-to-Land
References Minima
(LACTF: Large Aircraft)
HIDE INFORMATION i
MAIN
MENU CLICK
RNAV EDIT M–ASTER
TO(GNSS) INITIAL TITLE STYLE
APPROACH BACK
Header
Approach
Information
i
Initial Approach
Chart
i
Final Approach •
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
INITIAL TITLE
APPROACH
STYLE BACK
MENU
To Compare with PFD

Information.
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
INITIAL TITLE
APPROACH
STYLE BACK
MENU
CHART
SHOW INFORMATION i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
INITIAL TITLE
APPROACH
STYLE BACK
MENU
CHART
Waypoints with
Constraints
IAF
Initial
Approach
Trajectory
IF
HIDE INFORMATION i
MAIN
MENU CLICK
RNAV EDIT M–ASTER
TO(GNSS) TITLE
FINAL A STYLE
PPROACH BACK
Header
Approach
Information
i
Final Approach
Chart
← Initial Approach
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
SHOW INFORMATION i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
Communication
Frequencies
Missed Approach
Procedure
HIDE INFORMATION i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
CHART
Minima Depending
on type of
Approach and
Aircraft Category
Final Approach i
Missed Approach Procedure i

MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
FINAL APPROACH
IF
Platform
Altitude
HIDE INFORMATION i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
FINAL APPROACH
IF
Platform
Altitude
HIDE INFORMATION i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
MISSED APPROACH PROCEDURE
HIDE INFORMATION i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
MISSED APPROACH PROCEDURE
HIDE INFORMATION i
MAIN
MENU CLICK TO
VOREDIT MASTER
– INITIAL TITLE STYLE
APPROACH BACK
Header
Initial Approach
Chart
i
Final Approach •
MAIN
MENU CLICK TO
VOREDIT MASTER
APPROACH BACK
NETRO Approach i
Approach constraints i
SHOW INFORMATION i
MAIN VOR
CLICK TO – INITIAL
EDIT MASTERAPPROACH
TITLE STYLE BACK
MENU
NETRO APPROACH
Follow 12 nm TOU
DME ARC
Final Approach
HIDE INFORMATION i
MAIN VOR
CLICK TO – INITIAL
EDIT MASTERAPPROACH
TITLE STYLE BACK
MENU
APPROACH CONSTRAINTS
Required Instrument
for this Approach
Constraints
HIDE INFORMATION i
MAIN
MENU CLICK TO
VOREDIT MASTER
APPROACH BACK
Required Instrument
for this Approach
Follow 12 nm TOU
DME ARC
Constraints
Final Approach
HIDE INFORMATION i
MAIN
MENU CLICK TO
VOR – FM
EDIT ASTER
INAL TITLE STYLE
APPROACH BACK
Identical to VOR/ILS Final Approach
Constant Descent
Final Approach
← Initial approach
MAIN
MENU CISUAL
V LICKMTO EDIT MW
ANOEUVRING ASTER TITLE STYLE
ITH PRESCRIBED TRACKS BACK
SHOW INFORMATION i
MAIN
MENU CISUAL
V LICKMTO EDIT MW
ANOEUVRING ASTER TITLE STYLE
ITH PRESCRIBED TRACKS BACK
Airport
Elevation
Go-Around
Trajectory
Approach
Trajectory
Missed Approach
Directives
Minima and RVR
HIDE INFORMATION i
COMPUTERIZED TITLE
FLIGHT STYLE
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– ISSUE 15
CLICK TO EDIT MASTERDATA
OPERATIONAL TITLE STYLE BACK
Aircraft Type Mach Number Route
Call Sign Average wind component

and temperature for route
CLICK TOFUEL MASTER
EDIT TIME TITLE STYLE
& DATA BACK
Calculations to destination Time to destination Cruise FL to destination
TF = Trip Fuel Nautical Miles & Nautical

Air Miles to Destination i
FUEL BACK
Fuel Time & Data i
Fuel Calculation i
Compare with MCDU Page i

CLICK
GROUND MASTER
TO EDITMILES TITLE
& AIR STYLE
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 MASTER 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)
Calculate TOF →
*Trip fuel (TF) is the amount of fuel
needed from takeoff to landing.
CLICK TO FUEL
PLANNING BACK
TF 001867
DEST = Trip Fuel (TF) + CF + 000093
+ AF + 001446
HOLD = Final Reserve Fuel (FR) + FR + 001009
XTR = Extra Fuel + Extra Fuel + 000000
ETPX = ETOPS Fuel Reserve + ETPX + 000000
TOF = Take Off Fuel ----------------- --------------
TAXI = Taxi Fuel = TOF = 004415
BLOCK = Total Fuel (Q)
Calculate Q →
CLICK TO FUEL
PLANNING BACK
TF 001867
DEST = Trip Fuel (TF) + CF + 000093
+ AF + 001446
HOLD = Final Reserve Fuel (FR) + FR + 001009
XTR = Extra Fuel + Extra Fuel + 000000
ETPX = ETOPS Fuel Reserve + ETPX + 000000
TOF = Take Off Fuel ----------------- --------------
TAXI = Taxi Fuel = TOF = 004415
BLOCK = Total Fuel (Q) + TAXI + 000200
----------------- -------------
=Q = 004615
CLICK COMPARE
TO EDIT MASTER TITLE STYLE
WITH MCDU BACK
CLICKA/C EDIT MASTER
TOESTIMATED TITLE STYLE
WEIGHTS BACK
Calculate Weights i Compare with MCDU Page i

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
WEIGHTS BACK
Calculate ETOW →
MAX TANK
BASIC WT = Basic Weight of aircraft BASIC WT 039000
EPLD = Estimated payload + EPLD + 015200
EZFW = Estimated Zero Fuel Weight ----------------- ---------------
TOF = Take Off fuel = EZFW = 054200
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
WEIGHTS BACK
Calculate ELAW →
MAX TANK
ETOW = Estimated Take Off Weight + TOF + 004415
EB/O = Estimated Burn Off ----------------- ---------------
= ETOW = 058615
WEIGHTS BACK
MAX TANK
ETOW = Estimated Take Off Weight + TOF + 004415
EB/O = Estimated Burn Off ----------------- ---------------
= ETOW = 058615
- EB/O - 001867
----------------- ---------------
= ELAW = 056748
CLICK COMPARE
TO EDIT MASTER TITLE STYLE
WITH MCDU BACK
FLIGHT
CLICK TO PLAN ROUTE
EDIT MASTER TITLE STYLE BACK
TIME & FUEL RECORDS
DEP airport Route DEST airport
SID STAR
Flight Plan Route
Time & Fuel Records
Vertical Profile Records

CLICK TONAVIGATION
LOG BACK
Waypoints
Airways
Click to move forward

CLICK TONAVIGATION
LOG • BACK
Waypoints
Airways
Flight Level
MORA
MORA:
Minimum Off
Route Altitude

CLICK TONAVIGATION
LOG • BACK
WIND
Outside Air Temp / Shear
Waypoints
Airways
Flight Level
MORA
MORA:
Minimum Off
Route Altitude

CLICK TONAVIGATION
LOG • BACK
WIND
Waypoints
Airways
Flight Level
MORA
MORA:
Minimum Off
Route Altitude
True Air Speed

Ground Speed
CLICK TONAVIGATION
LOG • BACK
WIND
Waypoints
Airways
Flight Level
MORA
MORA:
Minimum Off
Route Altitude
True Air Speed In True / Magnetic Track

Ground Speed Out True / Magnetic Track
CLICK TONAVIGATION
LOG • BACK
WIND Ground / Air Distance from previous waypoint

Outside Air Temp / Shear Remaining Ground / Air Distance to destination
i
Waypoints
Airways
Flight Level
MORA
MORA:
Minimum Off
Route Altitude

CLICK TONAVIGATION
LOG • BACK

i
Waypoints
Airways
Flight Level Estimated Time to reach the waypoint

MORA Cumulated Time from departure
MORA:
Minimum Off
Route Altitude

CLICK TONAVIGATION
LOG • BACK

i
Waypoints
Airways
Flight Level Estimated Time to reach the waypoint

MORA Cumulated Time from departure
MORA:
Minimum Off
Route Altitude
True Air Speed In True / Magnetic Track Records i

CLICK TONAVIGATION
LOG BACK
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.
CLICK TONAVIGATION
LOG BACK
Records
Based on actual takeoff time => e.g. 13:00
Estimated Time to be filled

after takeoff 1 3: 00
1 3: 1 1
Actual Time & Fuel data to be filled
1 3: 1 2 0. 4 4. 1
when passing the waypoint
1 3: 1 6
1 3: 1 7
1 3: 34
1 3: 39
1 4: 00
ALTERNATE TITLE STYLE
AIRPORT BACK
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.
CLICK C
TO EDIT MPREPARATION
OCKPIT ASTER TITLE STYLE
COCKPIT
PREPARATION
SOP
PF FLOW
FINAL COCKPIT
TAKEOFF
PREPARATION
BRIEFING
SOP
SAFETY EXTERIOR PRELIMINARY EXTERIOR SOP
PM FLOW
INSPECTION COCKPIT PREP WALKAROUND
(Follow QRH) (Follow QRH)
Do not pressurize any hydraulic

system without clearance from
ground personnel.
A320 EFTDB1COCKPRE01 – STD 1.9 – ISSUE 15

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 SOP
2 FLOW
4 FMS PREPARATION
4
SOP
3
CLICK TO CEDIT
OCKPIT PREPARATION
OVERHEAD PANEL
MAINT PANEL…CHECK
PF
1 2 3
AUDIO SWITCHING…NORM
PA…RECEPT
ENG FIRE..CHECK/TEST During the scan sequence,

extinguish all white lights.
* ALL IR MODE sel…NAV MAINTENANCE panel

ALL LIGHTS…….CHECK OFF
ELEC PANEL……..CHECK
BAT………….…..…CHECK
CAPT & PURS/CAPT…AS

RQRD
* PACK FLOW….AS RQRD
CVR TEST pb...PRESS

VENT…CHECK
*RCDR GND CTL…ON
LDG ELEV………………….AUTO  If secured stop or flight crew

PROBE/WINDOW HEAT…AUTO change: Perform all actions
 Otherwise (transit stop) perform
only actions marked by * in QRH
STROBE ….…………..….…AUTO
* SIGNS …..... ON/AUTO
BEACON ……………….……. OFF
* EMER EXIT LT … ARM
REMAINING EXT LT … AS RQRD
CLICK TO CEDIT
OCKPIT PREPARATION
CENTER INSTRUMENT PANEL
PF
3 *A/SKID & NW STRG sw........ON

*ISIS..……CHECK 1
2 *CLOCK..……CHECK/SET
CLICK TO CEDIT
OCKPIT PREPARATION
PEDESTAL
PF
SWITCHING PANEL... NORM 2
1 3
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

CLICK TO CEDIT
OCKPIT PREPARATION
FMS PREPARATION
PF PM
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 i
4. SEC F.PLN PAGE
5. RAD NAV PAGE
6. INIT B PAGE
7. PERF PAGES
CLICK TO CEDIT
OCKPIT PREPARATION
MASTER TITLE STYLE
FMS PREPARATION
F-PLN A PAGE BACK
 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…).
CLICKFTO
INALEDIT MASTER
COCKPIT TITLE STYLE
PREPARATION BACK
FINAL COCKPIT
PREPARATION
When both pilots are seated:
PF PM
FMS PREPARATION ................. CHECK
EFB / MCDU GREEN DOT .... COMPARE
GLARESHIELD
1
SOP
CM1 CM2
1 PF 1
LATERAL
CONSOLES
2 INTRUMENT PANELS
SOP
2 PF 2
FINAL COCKPIT PREPARATION
GLARESHIELD
PF 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
LATERAL CONSOLES / INSTRUMENT PANELS
PF PM
OXYGEN MASK.............................................TEST i OXYGEN MASK.............................................TEST
PFD-ND brightness…………………...…..ADJUST i PFD-ND brightness…………………...…..ADJUST
LOUDSPEAKER knob....................................SET LOUDSPEAKER knob....................................SET
*PFD / ND...................................................CHECK *PFD / ND...................................................CHECK
*LDG ELEV (ECAM)………………CHECK AUTO *IRS ALIGN……………………………..……CHECK

i
*ECAM STATUS……………………………CHECK
OXYGEN MASK … TEST BACK
 OXYGEN MASK TEST:

To prevent hearing damage to ground mechanics connected to the
intercom system, inform them that a loud noise may be heard in the
headset when performing this test.
 CAUTION:
After testing the O2 masks, or after stowage, verify:
- the N / 100% selector is locked down at 100% position and
- the EMERGENCY pressure selector is NOT turned right to
EMERGENCY position (permanent overpressure).
INSTRUMENT PANEL: BACK

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.
PF ECP / ADIRS PM BACK
On the ECAM control panel: On the MCDU:
* PRESS pb…………………..…..…………….………PRESS * IRS ALIGN…………..……………………..…………CHECK

CAB PRESS SD page: DATA key……………….…………………....…....………….PRESS
LDG ELEV AUTO…………….………….…..CHECK DISPLAYED POSITION MONITOR page…………….…..…………….DISPLAY
* STS pb…………………….…………..………………PRESS IRS………..….…CHECK NAV MODE & DIST LESS THAN 5 NM
STATUS page:
INOP SYS……………..……...CHECK COMPATIBLE WITH MEL
CLICK TO CEDIT
OCKPIT PREPARATION
TAKEOFF BRIEFING
PF 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, ...
CLICK TO CEDIT
OCKPIT PREPARATION
MASTER TITLE STYLE
TAKEOFF BRIEFING
MCDU F-PLN PAGE BACK
 The PF uses the FMS pages while the PM crosschecks with the charts.
CLICKSTART
BEFORE TO EDIT MASTER
- ENGINE - AFTER
TITLE
START STYLE
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 ”
A320/A330 XFTDB1ENGSTAR01 – ISSUE 15

CLICK PUSHBACK
BEFORE TO EDIT M ASTER
OR STARTTITLE STYLE
UP CLEARANCE BACK
PF PM
LOADSHEET…………………..……..…….....…….CHECK LOADSHEET……..…..............……...…….……….CHECK
ZFW / ZFWCG / FOB.……………….…..…..……..CHECK ZFW / ZFWCG / FOB....……..……..……….………CHECK
(A330) LOADSHEET CG and ECAM CG………..CHECK
If takeoff conditions changed:
FINAL TAKEOFF PERF DATA..……………RECOMPUTE FINAL TAKEOFF PERF DATA..……………RECOMPUTE

FMS T.O DATA……..............CHECK / REVISE AS RQRD REVISED FMS T.O DATA…….............….CROSSCHECK
EFB/MCDU GREEN DOT………………………COMPARE
SEATING POSITION……………....……..……..…ADJUST SEATING POSITION…….…..……………...…..…ADJUST

FMS PERF TAKEOFF PAGE…………..……..…..SELECT FMS F-PLN PAGE…………….……......……....….SELECT
EXT PWR.………..………..……......CHECK AVAIL A320 A330
EXT PWR DISCONNECTION..…….…REQUEST i i
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
CLICK PUSHBACK
OR STARTTITLE STYLE
UP CLEARANCE
EXT POWER……..…..…CHECK AVAIL BACK
 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.
CLICK PUSHBACK
OR STARTTITLE STYLE
UP CLEARANCE
EXT POWER……..…..…CHECK AVAIL BACK
 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.
CLICK TO EDIT/ M
AT PUSHBACK ASTER
START UP TITLE STYLE
CLEARANCE BACK
PF PM
PUSHBACK/START UP CLEARANCE….…..…....OBTAIN
ATC………………….…SET FOR AIRPORT OPERATIONS ATC
WINDOWS and DOORS……...…….....…CHECK CLOSED WINDOWS and DOORS…….………..….CHECK CLOSED
SLIDES…………………………………........CHECK ARMED SLIDES …………………….............……….CHECK ARMED
BEACON sw..……..………………………………………ON
THR LEVERS…………………………....……………..…IDLE
ACCU PRESS……………………....…..…………..…CHECK
NW STRG DISC MEMO…..................CHECK DISPLAYED i

“ 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 MECH
i
BRAKE PRESS………………..................................CHECK
“ BRAKES SET ”
CLICK TO EDIT/ M
AT PUSHBACK ASTER
CLEARANCE
NW STRG DISC MEMO……..…..…CHECK DISPLAY BACK
Do not perform the pushback if “NW STRG DISC” not displayed on the ECAM MEMO to
avoid damages to the nose landing gear.
CLICK TO EDIT/ M
AT PUSHBACK ASTER
CLEARANCE
BRAKE PRESS……..…..…CHECK BACK
 When PARKING BRAKE is ON: • The ACCU PRESS must be in the green band.
• PARK BRK MEMO is displayed
• Check brake pressure
 If during engine start with PARK BRK ON, the aircraft moves, immediately release the PARKING BRK handle to
restore pedals braking.
ENGINE STARTTITLE STYLE BACK
PF PM
“ CLEAR TO START? ”
PF GND MECH: “ CLEAR TO START ”
ENG MODE SEL.........………..………..…....…..IGN/START
“ STARTING ENGINE TWO ”
ENG MASTER SW 2………………..…..…………...…….ON i
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE ONE ”

REPEAT START SEQUENCE FOR ENG 1
ENGINE STARTTITLE STYLE BACK
PF PM
“ CLEAR TO START? ”
PF GND MECH: “ CLEAR TO START ”
ENG START SEL........………..………..…....…..IGN/START
“ STARTING ENGINE ONE ”
ENG MASTER 1………………..…..…………...………….ON i
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE TWO ”

REPEAT START SEQUENCE FOR ENG 2
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).
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 Set ENG MASTER
Wait for 3 sec.
IGN START. switch to ON.
AFTER START TITLE STYLE BACK
PF 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 i
(A330 OPTION) NWS TOWING FAULT LT….CHECK OFF i
6. ECAM STATUS…………………………….…….…CHECK 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 ”
AFTER START TITLE STYLE
A320 PITCH TRIM……..…..…SET BACK
 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.

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
AFTER START FLOW PATTERN BACK
PF
PF PM
PM
2 APU BLEED
ENG ANTI-ICE 3
WING ANTI-ICE 4 5 APU MASTER-SWITCH
6 STATUS 5
4 PITCH TRIM
(A320) ENG MODE SEL

(A330) ENG START SEL
1 3 FLAPS
GROUND
1
SPOILERS
2 RUDDER
TRIM
CLICKTTO
AXIEDIT MASTER
& BEFORE TITLE STYLE
TAKEOFF
TAXI INITIATION TAXI BEFORE TAKEOFF
SOP SOP FLOW SOP FLOW
Taxi Speed i
When TAKEOFF clearance obtained:
180¨ turn on RWY i
“ BEFORE TAKEOFF C/L ” “ BELOW THE LINE ”
A320 EFTDB1TAXI00001 – STD 1.9 – ISSUE 15

CLICK TO EDIT
TAXIMASTER TITLE STYLE
INITIATION BACK
PF PM
Before Taxiing:
TAXI CLEARANCE..………….……….…....…..….…OBTAIN
ATC
When Taxi clearance obtained:
“ CLEAR LEFT (RIGHT) SIDE ” “ CLEAR RIGHT (LEFT) SIDE ”
NOSE sw..………………….…..………….…...…………TAXI
RWY TURN OFF sw……………………………….………ON
PARKING BRAKE handle...…………......…...….…..….OFF 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

CLICK TO EDIT MTASTER
AXI TITLE STYLE BACK
PF When ATC clearance obtained: PM

ATC CLEARANCE..………….……….….....…..….CONFIRM
ATC
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 PFD/ND…………………………………………………CHECK
T.O BRIEFING………………………………………CONFIRM
Report only changes that have occurred since gate T.O 1. RADAR / PWS…..…..…………………………..AS RQRD
briefing 2. ATC………..……..…….CONFIRM / SET FOR TAKEOFF
TERR ON ND…………………..…………………...AS RQRD 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 CABIN REPORT…………………………….….…..RECEIVE
“ BEFORE T.O C/L ” BEFORE T.O C/L down to the line……………COMPLETE

CLICK TO EDIT MTASTER
AXI TITLE STYLE
TAXI flow pattern BACK
PM
AUTO-BRAKE
4
T.O MEMO 6 TERR ON ND
3
T.O CONFIG 5
2 ATC
RADAR / PWS 1
BEFORE TITLE STYLE
TAKEOFF BACK
PF 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
TITLE STYLE
EXTERIOR LIGHTS BACK
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.

BEFORE
TAKEOFF
TITLE STYLE
BEFORE TAKEOFF flow pattern BACK
PACK 1 + 2 7 PM
Performing this flow pattern and when appropriate:

APPROACH PATH...CLEARED OF TRAFFIC
6
TAKEOFF RUNWAY
5
EFB TRANSMITTING MODE
4
SLIDING TABLE
CABIN CREW
2
3 1
TCAS
ENG MODE SEL
CLICK TO 180
EDITDEG M
BEFORE ASTER
TON
TURN TITLE STYLE
AKEOFF
RUNWAY BACK
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.
When the CM1 is physically

over the runway edge, turn
25°
right applying full tiller
deflection.
If needed, use asymmetrical

thrust to maintain between
5kt and 8kt.
Turn left, maintaining 25°
No brake pivot is allowed. divergence from the runway axis.
2
Taxi on the right hand side of the

runway. 1
CLICKTTO
AXIEDIT MASTER
& BEFORE TITLE STYLE
TAKEOFF
TAXI SPEED
BACK
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.
CLICK TO EDITTAKEOFF
MASTER TITLE STYLE
THRUST T.O RUN LIFT OFF THRUST ACCELERATION AFTER T.O TRANSITION
SETTING REDUCTION SOP SOP
SOP SOP SOP SOP SOP
FLOW
CALLOUTS i
CROSSWIND/
TAILWIND
SOP
CLIMB Speed
FLAPS 0
FLAPS 1
TRANSITION
ALTITUDE
THR levers
L/G UP CLB
ACCELERATION
Thrust V1 VR Pitch ALTITUDE
setting
THRUST
REDUCTION
ALTITUDE
A320 EFTDB2TAKEOFF01 – STD 1.9 – ISSUE 15

THRUST TITLE STYLE
SETTING BACK
PF 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 ” “ CHECKED ”
GOLDEN RULE #3 Understand the FMA at all times.

TAKEOFF RUN TITLE STYLE BACK
PF Before reaching 80kt: PM

LIMIT
TAKEOFF N1 or EPR.…………………CHECK
LIMIT 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:
“ V1 ”
At VR:
“ ROTATE ”
ROTATION…………………….....……….………..PERFORM i
TAKEOFF RUN TITLE STYLE
ROTATION BACK
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.
CLICK TO EDITLM ASTER
IFT OFF TITLE STYLE BACK
PF 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 ”
CLICK TO EDITLM ASTER
IFT OFF TITLE STYLE
FMA BACK
 If NAV is armed, NAV mode engages at 30 ft:
Callout : “ NAV “
 If NAV is not armed, RWY TRK mode engages:
Callout : “ RWY TRK “

CLICK TOTEDIT MREDUCTION
HRUST ASTER TITLE STYLE BACK
PF 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.
ACCELERATION BACK
PF 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 ”
FLAPS 0………………………..……………………..SELECT
“ FLAPS 0 ”
GROUND SPOILERS ..………………………..........DISARM

EXTERIOR LIGHTS…………………….…….….……….SET
AFTER TITLE STYLE
TAKE OFF BACK
PF 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

CLICK TO EDITTAKEOFF
MASTER TITLE STYLE
AFTER TAKEOFF FLOW PATTERN BACK
PM
4
ENG ANTI-ICE
1
APU BLEED / MASTER SW
3
TCAS
2
ENG MODE SEL
TRANSITION TITLE STYLE
ALT BACK
PF PM
At transition altitude:
“ SET STANDARD ”
BARO REF………...…………......…….....SET STANDARD BARO REF………...…………......…….....SET STANDARD
“ STANDARD CROSSCHECKED ”
“ PASSING FL ___ NOW ”
ALTITUDE……….....……………………………….….CHECK
“ CHECKED ”

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

CLICK TO EDIT M
TAKEOFF – ASTER TITLE
CALLOUT 1/2 STYLE NEXT BACK
PF “ MAN TOGA (or MAN FLX

“ AP 1(2) on "
XX), SRS, RWY, A/THR blue ”
“ Checked “ “ Gear UP " FMA Changes FMA Changes
announce announce
“ Takeoff "
“ Positive
“ Checked " “ Thrust set " “ 100 kt ” “ V1 " “ Rotate " “ Checked "
climb " “ Gear UP " “ Checked "
PM
THR levers
L/G UP CLB
VR ACCELERATION
ALTITUDE
Pitch
V1
THRUST
REDUCTION
ALTITUDE
Thrust
setting
CLICK TO EDIT M
TAKEOFF – ASTER TITLE
CALLOUT 2/2 STYLE PREV BACK
PF
FMA Changes “ Flaps 1 " “ Flaps 0 " “ After “ Set STD " “ Checked " “ Below the line "
announce T/O/CLIMB C/L "
“ Speed checked” “ Speed checked” “ Down to “ STD cross-checked “ “ After T.O/CLB

“ Checked " “Flaps 1 " “Flaps 0 " the line ” “ Passing FL__ NOW " C/L complete "
PM
CLIMB Speed
FLAPS 0 TRANSITION
ALTITUDE
FLAPS 1
ACCELERATION
ALTITUDE
CROSSWIND TITLE STYLE
/ TAILWIND BACK
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).
CLICK TO EDIT C
MLIMB
ASTER TITLE STYLE
CLIMB CRUISE CAPTURE
SOP FLOW SOP
ALT CRZ
A320/A330 XFTDN2CLIMB0001 – ISSUE 15

CLIMB / FL100TITLE STYLE BACK
PF 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.
CLIMB / FL100TITLE STYLE
CLIMB 10 000 FT FLOW PATTERN BACK
PF PM
LAND LIGHTS 1
2 SEAT BELTS
3 EFIS OPT
ECAM MEMO 4 NAVAIDS

5 SEC F-PLN
OPT / MAX ALT
CLICK
ENDTO CLIMBM-ASTER
OFEDIT CRUISETITLE STYLE
CAPTURE BACK
PF PM
“ ALT (CRUISE) STAR ”

“ CHECKED ”
“ ALT (CRUISE) ”
“ CHECKED ”
Transition to CRZ Phase i
Soft ALT & A/THR Modes i

CLICK
ENDTO CLIMBM-ASTER
CAPTURE
Transition to CRZ Phase BACK
 Final ATC clearance at or above intended CRZ FL: Automatically updated.

PROG
Final ATC clearance No action required. CRZ FL
Intended FL
 Final ATC clearance below intended CRZ FL: CRZ FL must be updated by the crew.
Intended FL
Otherwise there is no transition into CRZ
phase: The managed speed targets and
Final ATC clearance
Mach are not modified, and SOFT mode
is not available.
CLICK
ENDTO CLIMBM-ASTER
CAPTURE
SOFT MODES BACK

The A320 Soft Altitude Mode and the A330 A/THR Soft Mode…  Minimise thrust variations,
 Improve fuel economy, and
 Improve passenger comfort.
A320 SOFT ALTITUDE MODE
CRUISE FL CAPTURED
2 min FMGS SOFT ALTITUDE MODE:
and MACH STABILIZED
+/- 50 ft
The SOFT ALTITUDE Mode corrects minor deviations from
MACH target by allowing an altitude range of +/- 50 ft.
A330 A/THR SOFT MODE
The A/THR SOFT Mode corrects minor deviations from +/- 3 kt

MACH target by allowing a speed range of +/- 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
LEVEL CHANGE i
OFFSET i
A320/A330 XFTDN2CRUISE001 – ISSUE 15

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:
• Use an auto tuned radio NAVAID (VOR/DME, VOR...), or PROG

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
LEVEL CHANGETITLE STYLE BACK
PF 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…

CRZ FL
changes to
FCU selected FL the new
FCU FL
Current CRZ FL
 When descending using FD modes… i
Current CRZ FL FCU selected FL

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 CRZ FL

Phase changes to
Activation the new
FCU FL
CLICK TO EDIT O
MFFSET
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
TWO methods for offset cancellation

CB according to ATC clearance.
OFFSET CLR the OFFSET Press the

DISTANCE
value. OFFSET DELETE
prompt.
OFFSET TRACK
INTERCEPT
ANGLE
CLICK TO EDIT O
MFFSET
ASTER TITLE STYLE
OFFSET PAGE BACK
BEWARE of entering an OFFSET when the A/C is too close to the TO WPT:
FMGS may refuse to accept it:
CLICK TO EDITDESCENT
MASTER TITLE STYLE
DESCENT PREPARATION DESCENT BARO AT 10 000ft

REFERENCE
SOP SOP SOP SOP FLOW
T/D
Approximately 15 min
Transition level
10 000 ft
A320/A330 XFTDN3DESCENT01 – ISSUE 15

CLICK TO EDIT MPREPARATION
DESCENT ASTER TITLE STYLE BACK
PF PM
WEATHER AND LANDING INFORMATION….…..OBTAIN

NAV CHARTS CLIPBOARD………….…………..PREPARE NAV CHARTS CLIPBOARD………….…………..PREPARE
LANDING PERFORMANCE…..….………….......CONFIRM i LANDING PERFORMANCE ……………….............CHECK
i
FMS ……………….................………..….…….….PREPARE
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
DESCENT ASTER TITLE STYLE
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).
FMS PREPARATION 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 BRIEFING BACK
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.
CLICK TO EDITDMASTER TITLE STYLE
ESCENT BACK
PF PM
Descent Initiation:
DESCENT CLEARANCE ………….……….…….....OBTAIN
ALT ON FCU…………………..….………….SET and PUSH
“ THRUST IDLE, DESCENT,

ALT BLUE, FL220 BLUE ”
“ CHECKED ”
 Early descent initiation: i  Late descent initiation: i
Descent monitoring:
MCDU …..…………….…………….PROG/PERF DESCENT MCDU ...………………………....…..…...............F-PLN
DESCENT ..........................................MONITOR / ADJUST i
DESCENT MONITORING
PERF
PROG DES
i OR
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
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
ESCENT
SPEEDBRAKES BACK
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.
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
ARO RTO EDIT MASTER
EFERENCE TITLE L
– TRANSITION STYLE
EVEL BACK
PF 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.
AT 10 000 FT TITLE STYLE BACK
PF 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
5. RADIO NAV…........................SELECTED / IDENTIFIED
• For RNAV(GNSS) approach: • For A320:
6. ENG MODE SEL...………….…..…………...AS RQRD
3. GPS PRIMARY…...……………………..……….…CHECK
• For A330:
6. ENG START SEL...……….…..……………...AS RQRD
• For others approaches:
3. NAV ACCURACY.……………………..……….…CHECK i
“ APPROACH C/L ” APPROACH C/L…………………………………COMPLETE

“ APPROACH C/L COMPLETE ”
APPROACH C/L…………………………....…COMPLETE
AT 10 000 FT TITLE STYLE
NAV ACCURACY…CHECK BACK
PROG
 When GPS PRIMARY available: No NAV ACCURACY check is required.
 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.
DESCENT
DESCENT 10 000ft FLOW PATTERN BACK
PF LAND LIGHTS 1 SEAT BELTS PM

2
EFIS EFIS
1 3
LS 2 4 LS
WHEN GPS PRIMARY LOST:

NAV ACCY
3 RADIO NAV
5
6 (A320) ENG MODE SEL

CLICK TO EDIT
USEMOF
ASTER
BIRDTITLE STYLE
FLIGHT PATH VECTOR

PRESENTATION
i
“ BIRD ON ”
A320/A330 XFTDN2000BIRD01 – ISSUE 15

CLICK TO FPV MASTER TITLE STYLE
EDITPRESENTATION BACK
PITCH
FPA
HDG TRK
VERTICAL FUNCTIONS i
LATERAL FUNCTIONS i
CLICK TOFPV MASTER TITLE STYLE
EDITPRESENTATION
VERTICAL FUNCTIONS BACK
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.
CLICK TO FPV MASTER TITLE STYLE
EDITPRESENTATION
LATERAL FUNCTIONS BACK
Current HDG = 325¨ Current HDG = 325¨ Turn left for Current HDG = 320¨
Current TRK = 325¨ Current TRK = 330° correction. Current TRK = 325¨
WIND WIND
CLICK TO EDIT
GROUND MASTER
SPEED TITLE STYLE
MINI FUNCTION
Main principle of the ground speed minimum function. i
Tower Wind: 330¨ / 20 kt
CURRENT HEADWIND: HEADWIND INCREASES TO: HEADWIND DECREASES TO:

20 KT 50 KT 25 KT
i i i
1
330/20 kt
2 330/50 kt
3 330/25 kt
A320/A330 XFTDN40GSMINI01 – ISSUE 15

CLICK TO EDIT
GROUND MASTER
SPEED TITLE STYLE
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.
IAS TARGET = Max [ VAPP, Gs mini + actual effective wind ]
E.g. Landing on RWY 33, Tower wind 330° / 020kt, VLS = 133kt
VAPP = 133 + 7 = 140 kt

Gs mini = VAPP – Tower head wind component
Gs mini = 140 – 20 = 120 kt
CLICK TO EDIT
GROUND MASTER
SPEED TITLE STYLE
MINI FUNCTION
CURRENT HEADWIND 20 KT NEXT BACK
1 IAS Target = Gs mini (120) + 20 = 140 kt

330/20 kt
MANAGED SPEED SELECTED SPEED

Ground speed mini function active Ground speed mini function not active
Current GS = GS mini
CLICK TO EDIT
GROUND MASTER
SPEED TITLE STYLE
MINI FUNCTION
HEADWIND INCREASES TO 50 KT PREV NEXT BACK
1
330/20 kt IAS Target = Gs mini (120) + 50 = 170 kt
2 330/50 kt

IAS target increases Speed target unchanged
SPEED trend is going up SPEED trend is going up
THR increases. Energy is THR reduces to IDLE in

kept order to match the target speed
Current GS = GS mini GS does not change. Current GS < GS mini GS decreases.

CLICK TO EDIT
GROUND MASTER
SPEED TITLE STYLE
MINI FUNCTION
HEADWIND DECREASES TO 25 KT PREV BACK
IAS Target = Gs mini (120) + 25 = 145 kt

1
330/20 kt
2 330/50 kt 3 330/25 kt

IAS target decreases

Speed target unchanged
SPEED trend is going down

SPEED trend is going down
THR slightly decreases

THR is initially low and
increases slowly.
A/C ENERGY A/C ENERGY

Current GS = GS mini
REMAINS HIGH Current GS < GS mini IS LOW
CLICK TO EDIT
ILS MASTER
RAW TITLE STYLE
DATA
ILS without AP and FD:
Fly an ILS Raw Data i
G/S Interception i
LOC Interception i
A320/A330 XFTDN20ILSRAW01 – ISSUE 15

CLICK TO
TO EDIT MILS
FLY AN ASTER
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 NEXT BACK
Depending on the angle of interception, you may start the

interception as soon as the LOC is active.
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV BACK
Reaching Final Descent Point NEXT BACK
Reaching Final Descent Point PREV NEXT BACK
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 :
Reaching Final Descent Point PREV BACK
LOC deviation NEXT BACK
LOC deviation 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
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.

CLIDE
G LICKSTO EDIT
LOPE MASTER TITLE
INTERCEPTION FROMSTYLE
ABOVE
CLEARED to intercept LOC CLEARED for ILS Monitor G/S Interception

ARM APPR
ARM LOC
SOP SOP
3
2
1
When G/S* engages:

Set go-around altitude.
Early stabilized approach: 1000 ft AAL

 L/G Down A/C stabilized
 Flaps FULL
 VAPP.
A320/A330 XFTDN3GSABOVE01 – ISSUE 15

CLICK C
TO EDIT
LEAR MILS
FOR ASTER TITLE STYLE
APPROACH BACK
Arm APPR. Set FCU Altitude Select V/S mode -1500 ft/min
Above Aircraft altitude i (-2000 ft/min max).
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.
CLIDE
G LICKSTO EDIT
LOPE I MASTER TITLE
NTERCEPTION FROMSTYLE
ABOVE
SETTING FCU ALTITUDE BACK
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.
CLICKMTO
ONITOR MASTER
EDITG/S TITLE STYLE
INTERCEPTION BACK
Monitor G/S interception with raw data.
When G/S*: Set go around altitude.
1000 ft AGL
stabilized.
CLICK TO EDIT MASTER TITLE
2D APPROACH i STYLE
INTERMEDIATE APPROACH
Aircraft configuration management SOP
INITIAL APP FINAL APPROACH
INTERMEDIATE APPROACH
SOP SOP SOP
- -S -F VAPP
°
FLAPS 1 FLAPS 2 L/G Down FLAPS 3 Flaps Full
or
Fly an early stabilized approach. i MDA/H
IAF IF FDP MAP
A320/A330 XFTDN12DAPPRO01 – ISSUE 15

2D APPROACH
SUMMARY TABLE BACK
LOC
XTR on ND
2D APPROACH
LATERAL GUIDANCE NOT AVAILABLE BACK
APPROACH NOT STORED IN

APPROACH STORED IN DATABASE
DATABASE
DIFFERS FROM NAV ACCURACY

CHARTED APPROACH DOWNGRADED
Follow Radio Navigation Raw Data Information using TRK mode.

CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE BACK
PF PM
F-PLN SEQUENCING ...........................................ADJUST i
Approx. 15 nm from touchdown:

APPROACH PHASE...........................................CHECK/ACTIVATE i
MANAGED SPEED…………………………………..CHECK i
FLIGHT PATH……………………………………...MONITOR NAV ACCURACY…………………………….........MONITOR i
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
INITIAL ASTER TITLE STYLE
F-PLN SEQUENCING BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced, C FDP
NAV mode is available.
C FDP
 If the F-PLN is NOT sequenced: no NAV mode.
B
 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).
APPROACH PHASE BACK
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.
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.
BACK
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.

INTERMEDIATE TITLE STYLE
APPROACH BACK
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
“ CHECKED ”
For approaches using NAV mode:
NAV MODE ……………………CHECK ARMED/ENGAGED

BIRD..……………………………………………………......ON
1 nm before Final Descent Point:

FPA FOR FINAL APPROACH……………………PRESET
INTERMEDIATE TITLE STYLE
APPROACH
FLY AN EARLY STABILIZED APPROACH BACK

 In order to be stabilized at the final descent point (FDP) at VAPP and in landing configuration:
F-PLN A
 On the F-PLN page, enter VAPP as a speed constraint at the FDP. page
 This will displace the upwards.
VAPP
“FLAPS 1" “FLAPS 2” “GEAR DOWN" “FLAPS 3" “FLAPS FULL“ Pull FPA
Preset FPA
FDP
INTERMEDIATE
CLICK APPROACH
TO EDIT MASTER – 1/2
TITLE STYLE NEXT BACK
AIRCRAFT CONFIGURATION FOR APPROACH
PF At green dot:
PM
“ FLAPS 1 ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK TCAS.……………......……..……………........…TA or TA/RA
Below VFE next

“ FLAPS 2 ”
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
CLICK APPROACH
TO EDIT MASTER – 2/2
TITLE STYLE PREV BACK
PF When L/G down and below VFE next:
PM
“FLAPS 3”
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
“FLAPS FULL”
DECEL TOWARDS VAPP…………….........…..……..CHECK
CLICK TOFINAL MASTER -TITLE
EDITAPPROACH 1/2 STYLE NEXT BACK
PF 0.3 nm before the FDP: PM

FPA………………………………………………………...PULL
“ FPA MINUS 3.1° ”
“ CHECKED ”
At the FDP:
“CHECKED” “PASSING FINAL DESCENT POINT,____ FT”
GO AROUND ALT.…........…………..………..…….…..…SET
“GO AROUND ALTITUDE____ FT SET” “CHECKED”
POSITION/FLT PATH………………..…MONITOR/ADJUST i
FLT PARAMETERS……………………….…….....MONITOR i
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

EDITAPPROACH 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) Bird below the horizon: Consistent V/S:
NDB: 5 deg
 Crosschecks altitudes versus distances as published on the charts.

PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS BACK
“SPEED” “LOC” 1/2 dot

Speed Target Speed Target
- 5kt +10 kt
“COURSE” VOR 33R
“BANK” VOR:
1/2 dot NDB:
7¨ (2.5 deg) 5 deg
“___ FT HIGH or LOW” At altitude check points

“PITCH”
+10¨ +10¨
-2.5¨ 0¨ “SINK RATE” -1000 ft/min

A320
-1200 ft/min
A330
A320 A330
EDITAPPROACH 2/2 STYLE PREV BACK
PF 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 i
“ SET FDs OFF ”
FDs……………………...……………………………….....OFF
“ SET RUNWAY TRACK ______ ”

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
AP……………….OFF BACK
 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.
CLICK TO EDIT MASTER TITLE
3D APPROACH i STYLE
INTERMEDIATE / FINAL APPROACH

Aircraft configuration management
INITIAL
SOP
APPROACH
SOP INTERMEDIATE APPROACH FINAL APPROACH
SOP SOP SOP SOP

-ILS- -FINAL APP- -ILS- -FINAL APP-
A320: 2 000 ft AGL minimum

A330/340: 2 500ft AGL minimum
-FL100- - -S
(For ILS APPR only) ° Flaps1
Flaps2
or 3 nm mini
L/G Down
Flaps3
Flaps Full
LDG Checklist
VAPP
(MDA)DA/H
IAF IF FDP
A320/A330 XFTDN13DAPPRO01 – ISSUE 15

3DSUMMARY TABLE TITLE STYLE
APPROACH BACK
Charts Approach FMS database

Deviation Arming FMA
Type Approach type
Single diamond
ILS ILSxx GS | LOC
Vertical:
RNAV LNAV/
RNAV (GNSS)
(GNSS) VNAV
VOR VORxx
Lateral:
FINAL APP
NDB NDBxx
RNAV (RNP
RNAV (RNP AR)
AR)
INITIAL ASTER TITLE STYLE BACK
PF PM
F-PLN SEQUENCING ...........................................ADJUST i

POSITION ......................................................... MONITOR
Check that ATC clearances allow the aircraft to fly through
the capture area
Approx. 15 nm from touchdown:

APPROACH PHASE...........................................ACTIVATE i
MANAGED SPEED…………………………………..CHECK i
FLIGHT PATH……………………………………...MONITOR i NAV ACCURACY…………………………….........MONITOR i
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
F-PLN SEQUENCING BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced, C FDP
NAV mode is available.
C FDP
 If the F-PLN is NOT sequenced: no NAV mode.
B
 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).
APPROACH PHASE BACK
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.
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.
NAV ACCURACY… MONITOR BACK
NAV ACCURACY must be monitored regularly during the approach.
PROG
The required navigation accuracy has to be appropriate to the phase of flight.

FLIGHT PATH … MONITOR BACK

 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
CILICK TO EDIT/ M
NTERMEDIATE FINAL APPROACH
ASTER – 1/2
TITLE STYLE NEXT BACK
PF PM
At green dot:
“ FLAPS 1 ”
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 ”
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
CILICK TO EDIT/ M
NTERMEDIATE FINAL APPROACH
ASTER – 2/2
TITLE STYLE PREV BACK
PF When L/G down: PM
“FLAPS 3”
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
“FLAPS FULL”
DECEL TOWARDS VAPP…………….........…..……..CHECK
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” LANDING C/L……...………………………….…COMPLETE
“LANDING C/L COMPLETE”
At 1 000 ft RA: “ONE THOUSAND ” Monitor or Announce

“ CHECKED ”
INTERMEDIATE
CLICK TO APPROACH
-ILS APPROACH-
PF 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
CLICK TO APPROACH
-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
CLICK TO EDIT ASTER TITLE STYLE BACK
-ILS APPROACH-
PF PM
At the final descent point:
“ GLIDE SLOPE ”
“ CHECKED ”
“PASSING (fix name), ____ft”
FLT PARAMETERS…………………….…….……MONITOR i
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: “ONE HUNDRED” Monitor or Announce
At 50 ft RA: “FIFTY” Monitor or Announce

FINALMAPPROACH
CLICK TO EDIT ASTER TITLE STYLE
-ILS APPROACH-

“SPEED” “LOC”
Speed Target Speed Target 1/2 dot
- 5kt +10 kt
“BANK”
“GLIDE”
7°
1/2 dot
“PITCH”
“SINK RATE”
+10°
- 1 200 ft/min (A330)

0° (A330) - 1 000 ft/min (A320)
-2.5° (A320)
INTERMEDIATE
CLICK TO APPROACH
-FINAL APP-
PF PM
When cleared for approach:
APPR p/b on FCU….............…….....………...…….PRESS

APP NAV………………...….CHECK ARMED or ENGAGED
FINAL……………………………………..……CHECK ARMED
“ FINAL BLUE, APP NAV ”

“ CHECKED ”
CLICK TOFINAL MASTER–TITLE
EDITAPPROACH 1/2 STYLE NEXT BACK
-FINAL APP-
PF 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
-FINAL APP-
“SPEED” “CROSS TRACK”
Speed Target Speed Target XTK > 0.1 nm
- 5kt +10 kt
“COURSE”
VOR:
“BANK” “V DEV” 1/2 dot NDB:
V/DEV > 1/2 dot (50ft) (2.5 deg) 5 deg
V / DEV
7°
“___ FT HIGH or LOW”
At altitude check points

“PITCH” “SINK RATE”
+10°
1 200 ft/min (A330)

0° (A330)
1 000 ft/min (A320)
-2.5° (A320)
EDITAPPROACH 2/2 STYLE PREV BACK
-FINAL APP-
PF PM
At MINIMUM +100 ft: “HUNDRED ABOVE” Monitor or Announce
At MINIMUM: “MINIMUM” 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

-FINAL APP-
AP……………….OFF BACK
 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.
CLICK TO V
EDIT MASTER
ISUAL TITLE STYLE
PATTERN
VISUAL CIRCUIT LONG FINAL APPROACH DOWNWIND LEG
i i i
Remember:
In visual pattern, look outside.
A320/A330 XFTDN1VISUPAT01 – ISSUE 15

VISUAL
VISUAL P ATTERN
CIRCUIT TITLE STYLE BACK
“ AP OFF ”
“ FD OFF ” DOWNWIND LEG i
“ BIRD ON ”
“ Set downwind track ”
“ Check speed managed ”
“ After Takeoff / Climb

“ Approach checklist ” Checklist ”
1500 ft/AAL
“ Set downwind heading ”
ABEAM THRESHOLD i
“ Flaps 1 ”
“ Activate approach phase ”
“ Thrust Climb ” ALT*

“ FLAPS 2 ” “ Autothrust ” LVR CLB
“ Set runway track ”

“ Pull HDG”
“ Gear down ”
Before line up for takeoff:
• Set ROSE NAV 10 nm,
Initiate a
“ FLAPS 3 ” • Set circuit ALT on AFS CP.
shallow i
descent “ FLAPS FULL ” When lined up:
“ Landing checklist ” 500 ft/AAL • Set RWY TRK
Stabilized with FLAPS FULL AT VAPP
VISUAL TITLE STYLE
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.
VISUAL TITLE STYLE
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
VISUAL TITLE STYLE
PATTERN
INITIATE A SHALLOW DESCENT
BACK
Initiate a shallow descent while turning to reach the profile.

VISUAL TITLE STYLE
LONG PATTERN
FINAL BACK
ENERGY CIRCLE i
“ Activate APPR PHASE ”
'‘ FLAPS 1 ” “ FLAPS 2 ”
“ Gear down ”
“ FLAPS 3 ”
“ FLAPS FULL ”
1500 ft/AAL
“ Landing checklist ”
500 ft/AAL
Around 5 NM
VISUAL TITLE STYLE
PATTERN
ENERGY CIRCLE BACK
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.
CLICK TO EDIT M
VISUALASTER
PATTERN
DOWNWIND LEG
TITLE STYLE
BACK
“ AP OFF ”
“ FD OFF ”
“ BIRD ON ”
“ Set downwind track ”
“ Activate approach phase ” “ FLAPS 1 ”
“ Set managed speed ”
“ Approach checklist ”
1500 ft/AAL
“ FLAPS 2 ”
“ Gear down ”
“ FLAPS 3 ”
Initiate a
shallow i
descent “ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
VISUAL TITLE STYLE
PATTERN
INITIATE A SHALLOW DESCENT BACK
Initiate a shallow descent while turning to reach the profile.

CLICK TO EDITCM ASTER TITLE STYLE
IRCLING
Approach Preparation:
Downwind:
Primary F-PLN: Insert instrument approach,
Set downwind track,
APPR PERF Page: insert MDA for circling,
Maintain visual (lateral distance, TRK),
SEC F-PLN: Copy active F-PLN and revise landing runway.
Activate SEC F-PLN,
Disconnect AP and remove FD. i
Before FAF: At MDA:

Base turn:
Flaps 3, i Maintain altitude, i Abeam: Set runway track,
L/G down, If visual references for circling Start chronometer, Initial bank 25°,
F Speed. • Turn 45°, 3 sec/100 ft. Maintain altitude.
• Fly for 30 sec from wings level.
If visual references are not
sufficient: GO AROUND initiate.
Circling MDA
30 s
500 ft AGL
45 º stabilized
Threshold identified:
Set landing CONF (FULL FLAPS,
VAPP),
Landing C/L.
A320/A330 XFTDN1CIRCLNG01 – ISSUE 15

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:

IRCLING
LEVEL OFF AND FLY AT LEAST MDA BACK
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.
IRCLING
DOWNWIND LEG BACK
• .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).
CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
2nd SOP
APPROACH
GO-AROUND GO-AROUND THRUST ACCELERATION

DECISION INITIATION REDUCTION
i SOP SOP SOP
DIVERSION SOP
CALLOUTS
Discontinued approach i -
° Green dot
-S Flaps 0
Rejected landing i
-F Flaps 1
Spatial disorientation i
THR levers GA ACCELERATION
CLB ALTITUDE
L/G UP
FLAPS GA THRUST REDUCTION
TOGA ALTITUDE
Rotation
A320/A330 XFTDN4GOAROUN01 – ISSUE 15

CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
Requirements for GO AROUND decision BACK
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
 …
CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
REJECTED LANDING
BACK
 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.
CLICK TO EDIT
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:
CLICK TO
GOEDIT MASTER
AROUND TITLE STYLE
INITIATION BACK
PF PM
GOLDEN RULE #1 Fly, Navigate, Communicate.
GOLDEN RULE #4 Take actions if things do not go as expected.
Simultaneously:
THRUST LEVERS……………..…………....TOGA i
ROTATION ………………………..……PERFORM i
“ GO AROUND, FLAPS ” FLAPS………………………….….……..RETRACT ONE STEP
“FLAPS xx”
FLIGHT PARAMETERS…………….….….………MONITOR i
“ 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
CLICK TOGOEDIT MASTER
AROUND TITLE STYLE
INITIATION
THRUST LEVERS………………….TOGA BACK
 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.
AROUND TITLE STYLE
INITIATION
ROTATION …………………. PERFORM BACK
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.
AROUND TITLE STYLE
INITIATION
FLIGHT PARAMETERS CALLOUTS BACK
7°
+20° maxi
No climb rate
+10° mini
“BANK”
“PITCH” “SINK RATE”

CLICK TOTEDIT
HRUSTMREDUCTION
PF PM
At Go Around Thrust Reduction altitude, as LVR CLB is flashing on FMA:
THRUST LEVERS………………………………………..…CL
“ THRUST CLIMB, AUTO THRUST ”

“ CHECKED ”
ACCELERATION BACK
PF 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 ”
FLAPS 1……………………………....………………SELECT
“ FLAPS 1 ”
At S speed with positive speed trend:
“ FLAPS 0 ”
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”
CLICK TO SEDIT MASTER
ECOND TITLE STYLE
APPROACH BACK
PF PM
If the flight crew decides to fly a second approach:
APPROACH PHASE………………………….………..ACTIVATE
CLICK TO EDITDIVERSION
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
DISCONTINUED TITLE STYLE
APPROACH BACK
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.
CLICK TO
GOEDIT MASTER
AROUND TITLE STYLE
- CALLOUTS BACK
PF
“Go Around- FMA FMA FMA “AFTER T/O

Flaps" Changes “Gear UP" Changes Changes CLIMB C/L"
"Flaps 1" "Flaps 0"
“Checked”
“Flaps xx" “Checked” "Positive “Checked” “Speed “Speed “DOWN TO THE
“Gear UP"
climb" checked” checked” LINE"
“Flaps 1" “Flaps 0"
PM
- Green dot
°
-S Flaps 0
-F Flaps 1
THR levers
CLB THRUST ACCELERATION
L/G UP ALTITUDE
FLAPS
Retract 1 step THRUST REDUCTION
THR levers ALTITUDE
TOGA
CLICK TO EDITLANDING
MASTER TITLE STYLE
APPROACH MUST BE STABILIZED: FLARE ROLLOUT
MANUAL SOP SOP

From 1000 ft From 500 ft
in IMC in VMC
AUTOLAND SOP SOP
Flare REV REV THR

Retard MAX IDLE IDLE
1000 ft 500 ft
A320 EFTDN1LANDING01 – STD 1.9 – ISSUE 15

CLICK TO EDIT M ASTER TITLE STYLE
FLARE BACK
PF 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.
CLICK TO EDITRMASTER TITLE STYLE
OLLOUT BACK
PF PM
At touchdown:
DEROTATION……………………………………..…INITIATE
BOTH THRUST LEVERS…………REV MAX or REV IDLE
“ SPOILERS ”
“ REVERSE GREEN ”
DIRECTIONAL CONTROL………………….……..ENSURE DIRECTIONAL CONTROL…….....................MONITOR

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
CLICK TO AEDIT MASTER
UTOLAND TITLE STYLE
- FLARE BACK
PF At any time, if AUTOLAND light comes

PM
on, take over.
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
CLICK TOAUTOLAND
- ROLLOUT BACK
PF PM
At touchdown:
“ ROLLOUT ”
BOTH THRUST LEVERS…………REV MAX or REV IDLE

“ SPOILERS ”
DIRECTIONAL CONTROL……………MONITOR/ENSURE 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
CLICK TO EDIT M ASTER TITLE STYLE
FLARE
PM FLIGHT PARAMETERS CALLOUTS

BACK
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”
CLICK
AFTER TO EDIT
LANDING MASTER
– PARKING TITLE STYLE
– SECURING THE A/C
AFTER LANDING PARKING SECURING THE

AIRCRAFT (*)
SOP FLOW SOP SOP
“ SECURING THE A/C C/L ”
“ PARKING C/L ”
“ AFTER LANDING C/L ”
(*) Note: This procedure can be

performed using the QRH.
A320/A330 XFTDB1AFTLDGD01 – ISSUE 15

CLICK
AFTER TO EDIT
LANDING MASTER
– PARKING TITLE STYLE
– SECURING THE A/C
AFTER LANDING FLOW PATTERN BACK
PF
PF PM
PM
ANTI-ICE 7 APU
6
GROUND
RADAR SPOILERS
5 TCAS / ATC
PREDICTIVE 2 1 4
WINDSHEAR FLAPS
3
(A320) ENG MODE SEL
AFTER LANDINGTITLE STYLE BACK
PF Signal for PM actions

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 i
“ AFTER LANDING C/L ”

AFTER LANDING C/L………..……..………….…COMPLETE
“ AFTER LANDING C/L COMPLETE ”
AFTER LANDINGTITLE STYLE
BRAKE TEMPERATURE BACK
Select brake fans:

• just before reaching the gate (short taxi)
To avoid brake oxidation
or
• 5 min after landing (long taxi)
Short turnaround time

Or
Use of brake fans without oxidation
Brake temperature likely
consideration
exceeding
500°C
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 EDITPMASTER TITLE STYLE
ARKING BACK
PF 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 i
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 • The ACCU PRESS must be in the green band.
• Check the brake pressure
 Minimum time at or near IDLE to stabilize engine hot section temperature, refer to FCOM SOP PARKING
ARKING
APU BLEED…………ON BACK
 Select APU Bleed ON just before engine shutdown, to avoid ingestion of

exhaust gases from the engines.
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).
CLICK TO EDIT MTHE
SECURING ASTER TITLE STYLE
AIRCRAFT BACK
PF 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 i
“ SECURING THE AIRCRAFT C/L ”

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 i
CLICK TO EDIT MTHE
AIRCRAFT
BACK
EFB APPLICATIONS…CLOSE: ALL EFB…SWITCH OFF:
CLICK TO EDIT MTHE
AIRCRAFT
BACK
To ensure the ADIRS memorize the last data:
at least 10 sec
t
ADIRS OFF Electrical supply OFF
CLICK TO EDIT MTHE
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 When APU flap fully closed,
goes out set batteries OFF
AP/FD AND A/THR
ENGAGEMENT/DISENGAGEMENT
AP/FD A/THR
ENGAGEMENT and i ENGAGEMENT and
i
DISENGAGEMENT DISENGAGEMENT
A320/A330 XFTDN1000AUTO01 - ISSUE 15

AP/FD AND A/THR
AP/FD – 1/2 NEXT BACK
Engagement
AP OFF / FD OFF
Manual flight
without FD.
1 Set FD ON
Use AFS CP to adjust FMA

2
for the intended flight path.
AP OFF / FD ON
Manual flight
with FD.
3 Set AP ON i
EXPECTED FMA
AP ON / FD ON
Never engage AP without
Autoflight
expected FMA.
with AP/FD.
AP/FD AND A/THR
BEFORE SETTING AP ON BACK
If large orders are required to achieve the intended flight path,

center the FD bars before setting AP ON.
AP/FD AND A/THR
AP/FD – 2/2 PREV BACK
Disengagement
AP ON / FD ON
Autoflight
with AP/FD.
CAVALERY CHARGE
Press the AP
1 INSTINCTIVE DISC pb Press a second time on the AP INSTINCTIVE DISC
pb to cancel the aural and visual indications.
to disconnect AP.
AP OFF / FD ON
Manual flight
with FD.
2 Set FD OFF
AP OFF / FD OFF
Manual flight
without FD.
AP/FD AND A/THR
A/THR – 1/2 NEXT BACK
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.
AP/FD AND A/THR
AP/FD – 2/2 PREV BACK
Disengagement
A/THR ON
Flight with
A/THR.
1
Move thrust levers i
to current thrust.
2
Press A/THR INSTINCTIVE DISC pb
to disconnect the A/THR.
A/THR OFF
Flight with
manual thrust.
AP/FD AND A/THR
Move thrust lever to current thrust BACK
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.
HEAD-UP DISPLAY (HUD)
HUD REMINDER TAXI TAKEOFF APPROACH ROLL OUT

i i i i i
A320/A330 EFTDO_HUD_01 – ISSUE 15

TAXI NEXT BACK
TYPICAL DISPLAY
TAXI PREV BACK
DECLUTTER DISPLAY
TAKEOFF BACK
TYPICAL DISPLAY
TAKEOFF ROLL - ROTATION:
 The yaw bar is displayed to show

you any derivation 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 BACK
TYPICAL DISPLAY
BARO 750
LS
N
APPROACH PREV NEXT BACK
DECLUTTER 1 MODE
BARO 750
LS
N
D1
DECLUTTER 2 MODE
LS
D1
TYPICAL DISPLAY (IN CROSSWIND)
BARO 750
APPROACH PREV BACK
X WIND DISPLAY
BARO 750
ROLLOUT BACK
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.
REMINDER NEXT BACK
ENERGY CHEVRONS
FPA TOTAL FPA:

AIRCRAFT ENERGY
ACCELERATION
/
DECELERATION
CHEVRONS ABOVE BIRD: CHEVRONS ALIGNED WITH BIRD: CHEVRONS BELOW BIRD:
THE AIRCRAFT ACCELERATES THE AIRCRAFT IS AT THE AIRCRAFT DECELERATES
A CONSTANT SPEED AND THRUST
REMINDER PREV NEXT BACK
FLAG MESSAGES
FLAG MESSAGES
WINDSHEAR
FLAG MESSAGES
PULL UP
FLAG MESSAGES
EXCESSIVE ATT
FLAG MESSAGES
TCAS RA
REVERT TO PFD
FLAG MESSAGES
TCAS RA INHIBITED
FLAG MESSAGES
TRK FPA DESELECTED

FLAG MESSAGES
MAX BRAKING
MAX REVERSE
FLAG MESSAGES
RWY TOO SHORT

FLAG MESSAGES
FOR GA: SET TOGA

REMINDER PREV BACK
FLAG MESSAGES
COMBINER
UNLOCKED
CLICK TO EDIT
NORMAL MASTER
LAW TITLE STYLE
PROTECTIONS
LOAD FACTOR PROTECTION i
PITCH ATTITUDE PROTECTION i
BANK ANGLE PROTECTION i
HIGH SPEED PROTECTIONS i
LOW SPEED PROTECTIONS i
A320/A330 XFTDN1000PROT01 – ISSUE 15

CLICK LTO EDIT
OAD MASTER
FACTOR TITLE STYLE
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
ITCHEDIT MASTER
ATTITUDE TITLE STYLE
PROTECTION BACK
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.

CLICK TO EDIT
BANK MASTER
ANGLE TITLE STYLE
PROTECTION BACK
0°
Above 33°, side stick inputs are needed
33° Bank angle 33° to maintain bank angle and altitude.
maintained with
If the side stick is released, the bank
stick neutral
angle reduces automatically to 33°.
Auto Pitch Turn coordination is provided within the

67° Trim envelop.
67°
Do not use rudder in Normal Law
(except for takeoff, landing and single
engine operation).
BANK ANGLE LIMIT
Bank angle is limited to 67°.

CLICK
HIGH EDIT M
TOSPEED ASTER TITLE
PROTECTION STYLE
(HSP) BACK
Stick full forward XXX
Stick free The aircraft flies back

towards the envelope VMO
XXX
VMO
XXX
VMO + 4 kt VMO
MMO + 0.006
CRC XXX
VMO + 6 kt (A320)
VMO + 4kt (A330) XXX
HSP activates VMO
VMO
A320 – High Speed Protection Pitch nose-down

A330 – High Speed Protection Authority reduced
• AP disconnects (VMO+15kt, MMO +0.04),
• AP disconnects (VMO+12kt, MMO+0.03), to zero
• THS limited between the setting at entry into the
• Pitch trim is frozen
protection and 11° nose-up,
• Bank angle limited to 45°,
• Bank angle limited to 40°,
• Bank angle reduces to 0° when sidestick is
• Bank angle reduces to 0° when sidestick is
released,
released,
• Permanent nose-up order is applied.
• Permanent nose-up order is applied
CLICK TO EDIT
LOW MASTER
SPEED TITLE STYLE
PROTECTION BACK
Stick full back The High Angle of Attack (AOA) protection has priority over all other protections.
Stick free
Alpha Floor i
VLS
The lowest speed that
the A/THR maintains, if VαPROT V αPROT VαMAX
engaged. Alpha Prot activates. is maintained. VαMAX is maintained.
Alpha Prot activation:

• AP Disconnects,
• Sidestick directly commands the AOA without
exceeding αMAX,
• Speedbrakes, if deployed, retract automatically,
• Bank limited to 45°
CLICK TO EDIT
LOW MASTER
SPEED TITLE STYLE
PROTECTION
ALPHA FLOOR BACK
VαFLOOR
αFLOOR
automatically When the aircraft
leaves
commands
αFLOOR TOGA thrust, if
TOGA thrust. maintained
conditions,
with an undue
TOGA thrust is
speed
locked. When
increase, may
lead to applicable,
overspeed. re-engage
Disconnect the the A/THR.
A/THR, and
exit TOGA LK.
ACBNORMAL
LICK TO EDIT MASTERMANAGEMENT
OPERATION TITLE STYLE
MEMORY ITEMS
ECAM
or NOT SENSED PROC
(SENSED PROC)
OEB immediate actions
DETECTION DETECTION
DETECTION PROC PROC
PROC
OEB? OEB?
YES NO YES NO
ECAM ACTIONS
ECAM PROCEDURE Refer to QRH
Apply OEB Apply OEB Abnormal
PROC procedure
(Read and do (Read and do
QRH) SYSTEM DISPLAY QRH) i
PROC
STATUS
PROC
ASSESS THE SITUATION
PROC
A320/A330 XFTDN6ECAM00001 – ISSUE 15

DETECTION
MEMORY ITEMS
PF 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.
DETECTION
ECAM (SENSED PROC)
PF PM
First pilot who notices MASTER WARNING / MASTER CAUTION:
MASTER WARNING / MASTER CAUTION …..………… RESET
TITLE OF FAILURE…………………………….…...…ANNOUNCE
or,
ADVISORY i
GOLDEN RULE #1 Fly i ,Navigate, Communicate.

CLICK TO EDITAM ASTER TITLE STYLE
DVISORY BACK
PF 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
ECAM (SENSED PROC)
FLY BACK
 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.
CLICK TOECAM
EDIT M
PASTER TITLE STYLE
ROCEDURE BACK
PF 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 i
“ CLEAR (name of SYSTEM)? ”

ECAM ACTIONS PERFORMED ……………...…… CHECK
“ CLEAR (name of SYSTEM) ” CLR pb……………………….…………………..……..PRESS
Actions to be confirmed by both pilots:

i
CLICK TOECAM
EDIT M
PASTER TITLE STYLE
ROCEDURE
HOW TO STOP ECAM ACTIONS… BACK
 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”.
CLICK TOECAM
EDIT M
PASTER TITLE STYLE
ROCEDURE
ECAM ACTIONS ……. PERFORM BACK
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.
CLICK TOECAM
ACTIONS EDIT MPASTER
ROCEDURE
TO BE CONFIRMED TITLE
BY BOTH STYLE
PILOTS BACK
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
Any guarded controls ENG MASTER sw Thrust levers
IR mode rotary knob or

IR pb sw
Computer reset
PF PM
READ ON E/WD……..….. “ ENGINE MASTER 1 OFF ”
Hand on related control:
REQUEST………….“ CONFIRM ENG MASTER 1 ? ”

RELATED CONTROL………………….….…CHECK
ANSWER.…….…. “ ENG MASTER 1 CONFIRM ”
ACTION……………………………………….PERFORM
SYSTEM TITLE STYLE
DISPLAY BACK
PF 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
PF 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 i
“ REMOVE STATUS? ”
“ REMOVE STATUS ”
STS pb ……………………….…….…………..…… PRESS
“ ECAM ACTIONS COMPLETE ”
Apply the tasksharing for Normal Operations

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
NOT SENSED PROC
PF 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.

REFER TITLE STYLE
TO QRH BACK
PF 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

ACBNORMAL
SITUATION ASSESSEMENT BACK
Taking into account:
LAND ASAP
Limitations Weather
i
OPS &
Fuel Landing
Commercial
Management Performances
consideration
DECISION
Notify:
ATC CREW / PAX OPS ...

ACBNORMAL
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.
CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
GOLDEN RULE #1 Fly, Navigate, Communicate. A320 i A330 i
“ ECAM ACTIONS ” i
ENG ALL ENGs FLAME OUT
 RAT: Automatic deployment. PROC

 Alternate law: Protections lost.
FL 250
APU…….START
FL 200
APU BLEED…………..ON
SPEED…….GREEN DOT
PROC
A320/A330 XFTDA1ALENGFO01 – ISSUE 15

CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
FLY: LOSS OF AP, ATHR BACK
 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.

CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
FLY: LOSS OF AP, ATHR BACK
 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.

CLICK TOALL
EDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
ECAM PROCEDURE BACK
When the ECAM requests:
- ENG/FUEL PROC. . . . . . . .
- ENG/FUEL PROC. . . . . . . . . APPLY
APPLY
If fuel remains, refer immediately to the QRH

CLICK TO EEDIT MASTER
NG RELIGHT TITLE STYLE
– 1/2 BACK
QRH
PREPARES FOR RELIGHT

ATTEMPT WITH WINDMILLING
ABOVE APU AIR BLEED LIMIT,

RELIGHT SEQUENCE CAN BE
i
REPEATED UNTIL SUCCESSFUL OR
APU BLEED AVAILABLE
– 1/2
ABOVE APU AIR BLEED LIMIT BACK
FOR ENG START
 No relight, ENG masters OFF,
Start chronometer:
 30 seconds later:
After a successful start,
use the restored engine ASAP.

Check Engine parameters, if no relight:
 30 seconds later: repeat CLICK TO MOVE FORWARD

process…
– 2/2 BACK
QRH
RELIGHT SEQUENCE WHEN

i
BELOW APU AIR BLEED LIMIT
– 2/2
BELOW APU AIR BLEED LIMIT BACK
FOR ENG START
 From ENG masters OFF,
One ENG at a time:
After a successful start,
use the restored engine ASAP.

Check Engine parameter, if no relight:
 30 seconds later: repeat

process… CLICK TO MOVE FORWARD
CLICK TO
Dual FMGC
EDIT MASTER
Failure
TITLE STYLE
NORMAL mode:
FMGC 1 FMGC 2
FADEC
MCDU 1 MCDU 2
THRUST
LEVERS
FMGC 1 FAILURE DUAL FMGC FAILURE NAV B/UP

11
i i PROC
A320/A330 EFTDA1DUALFM001 – ISSUE 15

CLICK TO EDIT
FMGC MASTER TITLE STYLE
1 FAILURE BACK
PF PM
DETECTION
GOLDEN RULE #1 i Fly, Navigate, Communicate.
GOLDEN RULE #2 Use the appropriate level of automation at all times.
 SINGLE mode. The system automatically selects this degraded mode when one FMGC fails: i
Computer Reset
CLICK TO EDIT
FMGC MASTER
FLY THE1AIRCRAFT
FAILURETITLE STYLE NEXT BACK
 Loss of AP1 and FD1 (AP, FD of the affected side).
 Engage AP2.
CLICK TO EDIT
FMGC M ASTER
1 TITLE STYLE
FAILURE
NAVIGATE PREV BACK
ND1 ND1
 Select the same range and mode on both NDs:
SET OFFSIDE RNG/MODE OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE OFFSIDE FM CONTROL
 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
FMGC MASTER TITLE STYLE
1 FAILURE
SINGLE MODE BACK
FMGC 1 FMGC 2
FADEC
MCDU 1 MCDU 2
THRUST
LEVERS
CLICK TODEDIT MASTER
UAL FMGC TITLE STYLE
FAILURE BACK
PF FMGC Auto-Reset
PM
DETECTION
GOLDEN RULE #1 i Fly, Navigate, Communicate.
GOLDEN RULE #2 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 i
STATUS
FAILURE
FLY THE AIRCRAFT NEXT BACK
 Loss of AP/FD and A/THR.
 Remove FD flag (FDs…..OFF).
 Use the bird (FPV) (TRK/FPA…. SELECT).
Single Chime
THR LK (every 5 sec)
 THR LK: Read N1, then move the thrust levers ( ) accordingly.
FAILURE
NAVIGATE PREV BACK
 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

FAILURE
COMPUTER RESET BACK
 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.
CLICK TO EDIT
NAV M ASTER
B/UP TITLE STYLE
MODE BACK
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 FMGC2
MCDU 1 MCDU 2
BACK UP BACK UP
NAV NAV
CLICK TO EDITEGPWS
MASTER TITLE STYLE
MEMORY ITEM
GPWS EGPWS DURING CAUTION WARNING

BASIC FUNCTIONS ENHANCED FUNCTIONS THE FLIGHT ALERTS ALERTS
i i PROC PROC PROC
Air Data
Radio
Altitude GPWS
Radio altitude alerts
GPS data Terrain

Air Data and
Obstacle
Radio database
Altitude
Geometric altitude alerts
Baro
Altitude
EGPWS
Aircraft
Position
Airport
database 0
5
5
T
E
R
R
A
H
E
0 A
1 D
3
A320/A330 XFTDO3_EGPWS_01 – ISSUE 15

CLICK TO
GPWS MASTER
EDITBASIC TITLE STYLE
FUNCTIONS BACK
 The GPWS warns the crew of a potential Controlled Flight Into Terrain (CFIT).
 Main functions:
1 - Excessive rate of descent. i
2 - Excessive terrain closure rate. i
3 - Altitude loss after TO or GA. i
4 - Unsafe terrain clearance. i
5 - Excessive deviation below G/S. i

CLICK TO
GPWS MASTER
FUNCTIONS
MODE 1: BACK
EXCESSIVE RATE OF DESCENT
 Warns that the A/C descent rate, with respect to altitude AGL, is excessive.
 Available in all flight phases.
“Sink rate, sink rate”
Then:
“Pull up”
CLICK TO
GPWS MASTER
FUNCTIONS
MODE 2: BACK
EXCESSIVE TERRAIN CLOSURE RATE
 Warns the pilot of rapidly rising terrain or obstacle with respect to the A/C speed, the configuration and the Radio
Altitude rate of change.
“Terrain “Terrain
Terrain” “Too low Terrain” “Obstacle Ahead”
Ahead”
 Then, after it has been repeated twice…
“Terrain Ahead” “Obstacle Ahead”

“Pull up” “PULL UP” “PULL UP”
CLICK TO
GPWS MASTER
FUNCTIONS
MODE 3: BACK
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”

CLICK TO
GPWS MASTER
FUNCTIONS
MODE 4: BACK
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”
CLICK TO
GPWS MASTER
FUNCTIONS
MODE 5: BACK
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”
CLICK TO EDIT
EGPWS MASTERFUNCTIONS
ENHANCED TITLE STYLE BACK
 GPWS and Enhanced GPWS comparison: i
 EGPWS gives additional time to react.
 EGPWS display: i
 EGPWS contains 3 functions:
• Terrain Awareness and Display (TAD):
- Caution: i
- Warning: i
• Terrain Clearance Floor (TCF). i
• Runway Field Clearance Floor (RFCF). i

CLICK TO EDIT
ENHANCED TITLE STYLE
GPWS and EGPWS comparison BACK
Air Data
Radio
Altitude GPWS
Radio altitude alerts
GPS data Terrain

and
Air Data
Obstacle
Radio database
Altitude
Geometric altitude alerts
Baro
Altitude
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.
CLICK TO EDIT
EGPWS DISPLAY BACK
 Terrain and Obstacle data are displayed on ND when ARC or ROSE mode is selected and:
• Either TERRAIN ON ND is selected by the crew,
• Or in case of Terrain Awareness and Display (TAD) alert (automatic pop up).
 ND can display only one image at a time: EGPWS or WX RADAR.
 Source may be identified at bottom right of ND:
• WX RADAR tilt angle indication: i
• TERR ON ND for EGPWS: i

CLICK TO EDIT
WX RADAR TILT ANGLE INDICATION BACK
WX RADAR tilt angle indication.
+2.5°
CLICK TO EDIT
TERR ON ND FOR EGPWS BACK
TERR
055
TERR in place of tilt angle.
013
 Lowest and highest elevations of colored terrain encountered within the selected
range, ahead of the aircraft:
055
013
 Color display at high altitude: i
 Color display at low altitude: i

CLICK TO EDIT
COLOR DISPLAY AT HIGH ALTITUDE BACK
REFERENCE ALTITUDE
Based on the
distribution of
terrain elevations
within
ND range
Solid green
056 High density green

023
Low density green
Black
Sea level
Cyan
Unknown areas Magenta

CLICK TO EDIT
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

CLICK TO EDIT
ENHANCED
CAUTION DISPLAY
TITLE STYLE BACK
OBST
AHEAD
055 055
013 013
“Terrain ahead” Time before impact “Obstacle ahead”

approx: 60 sec
CLICK TO EDIT
EGPWS M ASTER
FUNCTIONS
WARNING DISPLAY BACK
026
014
“Terrain ahead” “Obstacle ahead”

Time before impact
“PULL UP” ‘PULL UP”
approx: 30 sec
CLICK TO EDIT
TERRAIN CLEARANCE FLOOR (TCF) BACK
 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.

3° descent path
CLICK TO EDIT
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
0.5 nm 300 ft
CLICK TO DEDIT MTHE
URING ASTER TITLE STYLE
FLIGHT BACK
 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).
CAUTION TITLE STYLE
ALERTS NEXT BACK
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
“Obstacle
Ahead”
 During daylight and VMC with terrain and obstacle
clearly insight:
FLIGHT PATH……………………………..……. ADJUST
• Adjust pitch, bank and thrust to silent the alert.
NOTE: For some airports, the operator may define a specific procedure
A320/A330
CAUTION TITLE STYLE
ALERTS PREV BACK
PF PM
Sink rate
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
“Don’t sink”
Too low FLAPS, too low GEAR
GO AROUND………………………….........PERFORM
“Too low Flaps” “Too low Gear”
Glide slope
When conditions require a deliberate approach below “Glide Slope”

G/S:
G/S MODE……………………….………………….........OFF
Below 1 000 ft AAL in IMC or below 500 ft in VMC:

GO AROUND……………………………….........CONSIDER
A320/A330
WARNING TITLE STYLE
ALERTS BACK
CM1
PF CM2
PM
Pull up warning alerts
“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
EMERGENCY DESCENT
TITLE STYLE
MEMORY ITEM
1st STEP: MEMORY ITEMS

REACHING
2st STEP: ECAM or FL100 / MEA or
PROTECT DESCENT QRH PROC MORA
INITIATION
PROC PROC
PROC PROC
DECOMPRESSION
or
PRESSURIZATION LOST
FLOW PATTERN FLOW

FL100 / MEA or MORA
A320/A330 XFTDA7EMERDES01 – ISSUE 15

ROTECT BACK
PF PM
“ EMERGENCY DESCENT ”
CREW OXY MASKS …………………..………..…….…… USE

INT/RAD sw ………………………………………………….. INT
INT RECEPTION knob ..….......................……… CHECK ON
INT VOLUME ………………………..…………...……. ADJUST
COMMUNICATION ………………….…...….….... ESTABLISH
INT
ESCENT TITLE STYLE
INITIATION BACK
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
INITIAL TITLE STYLE
DESCENT
ALT KNOB SELECTOR … TURN then PULL BACK
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.
CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
PROCEDURE BACK
PF When descent established: i

PM
Note: The following actions are not an extensive presentation of the ECAM/ QRH but just highlights on some specific steps.
SPEED ……………..………………….MAX APPROPRIATE i
ATC ……..………………....………………………..... NOTIFY
Whether displayed or not on ECAM, the flight crew should announce through PA:
“EMERGENCY DESCENT” i
 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.

CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
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.
• If ECAM warning
• If No ECAM warning QRH EMER DESCENT Procedure

CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
PROCEDURE
SPEED…………..MAX APPROPRIATE BACK
STRUCTURAL DAMAGE ?
Loud bang, high cabin V/S, airflow…
IAS target
No Yes, or suspected
during descent
MMO / VMO……SET SPD / MACH pb……PRESS
Reduce speed as appropriate.

If necessary, reduce speed below VLO and extend the landing
gear
CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
PROCEDURE
“EMERGENCY DESCENT” BACK
On some aircraft configuration, the action line EMER DESCENT (PA)….ANNOUNCE

may not be displayed on ECAM.
CLICK TO EDIT
REACHING MASTER
FL100 / MEATITLE STYLE
OR MORA BACK
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.
EMERGENCY DESCENT
TITLE STYLE
BACK
PF PM
1 1
EMERGENCY TITLE STYLE
EVACUATION
CAPT F/O
When the aircraft is stopped:
“ ATTENTION CREW AT STATIONS ”

PA
“ EMERGENCY EVACUATION PROCEDURE ”
EMER EVAC PROC...........................................PERFORM
The Captain is building his decision.
If evacuation is not required:
“CABIN CREW and PASSAGERS REMAIN SEATED”

PA
If evacuation is required, evacuation initiate
“EVACUATE, EVACUATE”
PA
EMER EVAC COMMAND …..………………………...… ON
ATC …..………………………...… ADVISE

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.
A320/A330 XFTDA1EMREVAC01 – ISSUE 15

CLICK TO EDIT
ENGINE MASTER
FAILURE TITLEV1
AFTER STYLE
DETECTION ECAM ACCELERATION CONTINUE ECAM APPROACH

ACTIONS PREPARATION
PROC PROC PROC PROC PROC
APPROACH BRIEFING
FMS PREP
MCT
At Green Dot
OP CLB
-S Flaps 0 -
°
-F Flaps 1
Beta target
L/G up EO ACCELERATION ALTITUDE
PITCH: 12,5°
A320
V1
ENG 1 FAIL 400 ft mini

A330
A320/A330 XFTDA10ENGFTO01 – ISSUE 15

DETECTION BACK
PF PM
ENG 1 FAIL
The first pilot who detects:

“ ENGINE FAILURE ”
FLY:
 Gear Up,
 No ECAM action until the aircraft is
 Consider TOGA, i
established on a safe flight path, and
 Pitch adjust 12.5º, then follow FD bars,
not before at least 400 ft AGL. i
 Beta target, i
 Consider AP.
NAVIGATE:
LAND ASAP
When applicable, consider EO SID for TAKEOFF RWY.
COMMUNICATE:
“ PAN PAN ” or “ MAYDAY ” message.
ATC
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 .

DETECTION
CONSIDER TOGA BACK
 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.
DETECTION
BETA TARGET AND RUDDER TRIM BACK
Center the
Beta target.
Beta target
Once centered:
Appropriate sideslip Then, trim.
for optimum 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.
CLICK TO EDIT
ECAMMASTER
ACTIONSTITLE STYLE BACK
PF 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.

The crew may decide to attempt an engine relight
• Abnormal engine indications on ECAM (such as
in flight at this step, but it is recommended to:
N1 or N1 ~ 0).
• Perform all ECAM actions and
• Damage visually detected by the crew.
• Consider engine relight when reaching the
No Attempt to Relight STATUS page.
ACCELERATION BACK
PF PM
Before EO ACC ALT: i
“ STOP ECAM ” ECAM ACTIONS ………………….………………….....STOP
At EO ACC ALT
A330
A320 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 i

ACCELERATION
Before EO ACC ALT BACK
 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.

ACCELERATION
BEFORE EO ACC ALT BACK
 Set MCT during a FLEX TAKE OFF:
FLX CL MCT
CONTINUE TITLE STYLE
ECAM BACK
PF PM
“ CONTINUE ECAM ”
ECAM ACTIONS ……………………………….CONTINUE
Before reading STATUS page, consider:
AFTER TAKEOFF/CLIMB checklist
ENG RELIGHT (IN FLIGHT)

APPROACH TITLE STYLE
PREPARATION BACK
PF 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.
CLICK TO EDIT
ENGINE MASTER
FAILURE IN TITLE
CRUISESTYLE
STANDARD STRATEGY
Detection and PROC FLIGHT
Initial Actions CONTINUATION
STRATEGY? ECAM ACTIONS
PROC OBSTACLE STRATEGY PROC
PROC
Deceleration to green dot

OBSTACLE STRATEGY
THR Levers A/THR

MCT OFF
ATC
M. 78/300KT
STANDARD STRATEGY
EO MAX FL
Engine Failure below

EO MAX FL
PROC
A320/A330 XFTDA1ENGFCRZ01 – ISSUE 15

CLICK
DETECTION MASTER
TO EDIT AND INITIALTITLE STYLE
ACTIONS BACK
PF PM
Use the appropriate level of

GOLDEN RULE #2 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
CLICK
DETECTION MASTER
TO EDIT AND INITIALTITLE STYLE
ACTIONS
STRATEGY … DETERMINE BACK
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
CLICK TO EDIT
ENGINE MASTER
FAILURE IN TITLE
CRUISESTYLE
BACK
M. 78/300KT A320
M. 82/300KT A330/340
SET & PULL SET & PULL

 On the PROG page, EO
THR Levers A/THR the REC MAX gives
M.78 (.82)/300kt LRC CEILING
MCT OFF
the EO LRC Ceiling:
When V/S becomes less than -500ft/min:
SET & PULL A/THR

V/S -500 ft/min ON
EO MAX FL
CLICK TO EDIT
ENGINE MASTER
FAILURE IN TITLE
CRUISESTYLE
OBSTACLE STRATEGY BACK
SET & PULL
CEILING
When clear of obstacle

apply standard strategy:
Deceleration to green dot
SET & PULL SET & PULL
M.78/300kt LRC CEILING
DRIFT DOWN FL
 On the PERF page,

the DRIFT DOWN
Ceiling is displayed EO MAX FL
as:
CLICK TO EDIT
ENGINE MASTER
FAILURE IN TITLE
CRUISESTYLE
FLIGHT CONTINUATION BACK
At LRC ceiling...
EO LRC SPEED T/D
When V/S < 500 ft/min:
V/S – 500 FT/MIN .…………………..….…. SET AND PULL

A/THR …………………..……….………..………..………..ON
When reaching EO LRC ceiling:
SPEED ….…………………………………...……....MANAGE
CLICK TO EDIT
ENGINE MASTER
FAILURE IN TITLE
CRUISESTYLE
ENGINE FAILURE BACK

BELOW EO MAX FL
 If the engine failure occurs below EO MAX FL, keep A/THR ON.
CLICK F
TO MASTER TITLE
EDITCONTROL
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 V STALL WARNING
VLS VLS
VαPROT
VαMAX VαSW
EFTDN1RCFGLAW01 – ISSUE 15
NORMAL LAW TITLE STYLE BACK
BANK ANGLE
HIGH SPEED PROTECTION
PROTECTION
OVERSPEED
WARNING
VLS
VαPROT
PITCH ATTITUDE
PROTECTION
αFLOOR
VαMAX
ALTERNATE TITLE STYLE
LAW BACK
FAILURES
FAILURES FAILURES
NORMAL LAW ALTERNATE LAW ALTERNATE LAW

WITH REDUCED PROTECTION (NO 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.
DIRECT LAW TITLE STYLE BACK
FAILURES
FAILURES
CREW ACTIONS
FAILURES FAILURES
NORMAL LAW ALTERNATE LAW ALTERNATE LAW DIRECT LAW

WITH REDUCED PROTECTION (NO 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.

CLICK TO EDIT
FLIGHT CREW MASTER TITLE STYLE
INCAPACITATION
DEFINITION DETECTION REACTION
i i PROC
A320/A330 XFTDA1INCAPAC01 – ISSUE 15

CLICK TO EDITDEFINITION
“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.

DETECTION BACK
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.
REACTION - 1/2TITLE STYLE NEXT BACK
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: “ MAYDAY, MAYDAY, MAYDAY ”

ATC
 Take any steps possible to contain the incapacitated flight crewmember. These steps may
involve cabin crew.
“ATTENTION, PURSER TO COCKPIT PLEASE”
PA
REACTION - 1/2TITLE STYLE
BACK
SIDESTICK TAKEOVER
“PRIORITY LEFT”
40 Sec
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
LOW EDIT MASTER
TO ENERGY AURALTITLE
ALERTSTYLE
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.
ALERT TRIGGERING CONDITIONS
The low energy aural alert is triggered:
VLS
• Between VLS and VaPROT. VαPROT
VαMAX
A320/A330 XFTDN1LOWENER01 – ISSUE 15

REJECTED TITLE STYLE
TAKEOFF
CAPTAIN DECISION
V1
“STOP”
RTO < 72 kt Reject takeoff Continue takeoff
i i
REJECTED
TAKEOFF
PROC
FLOW
A320/A330 XFTDA6REJECTO01 – ISSUE 15

TAKEOFF
DECISION MANAGEMENT BACK
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).
TAKEOFF
RTO BELOW 72 kt BACK
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.

TAKEOFF BACK
CAPT F/O
CAPTAIN DECISION
“ STOP! ”
The CAPT is now PF
Simultaneously:
ALL THRUST LEVERS.……........................................IDLE
REVERSE THRUST.…...………....…...…..…….MAX AVAIL REVERSERS/DECELERATION ……………..….… CHECK
“ DECEL ”
ANY AUDIO….……..…….……..………..………….CANCEL
When the aircraft stopped:
REVERSERS ............................................... STOWED

PARKING BRAKE …………………………………….ON NOTIFY ATC .………..…..… “ AIRBUS_____, STOPPING ”
ATC
“ ATTENTION! CREW AT STATIONS ” EMERGENCY EVACUATION PROC (QRH) ….… LOCATE
i
PA
If required
ECAM ACTIONS
EVACUATION PROCEDURE
TAKEOFF
EMER EVAC PROC BACK
 The EMER EVAC procedure is located in the inside back cover of the QRH.
TAKEOFF
REJECTED TAKEOFF flow pattern BACK
CAPT
CAPT F/O
F/O
“STOP !”
« REVERSE GREEN »
1
« ECAM ACTIONS » « DECEL »
4 2
3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1 WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
PA: « ATTENTION! CREW AT STATION »
3 3
4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED 2
PARKING BRAKE ON
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)
A320 EFTDO_ROWROP_01 – STD 1.9 – ISSUE 15

CLICKRTO
UNWAY OVERRUN
EDIT MASTERWTITLE
ARNINGSTYLE BACK
-IF WET: RWY TOO SHORT -
PF 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.

CLICKRTO
UNWAY OVERRUN
EDIT MASTERWTITLE
ARNINGSTYLE BACK
-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.
CLICK TO EDIT
RUNWAY MASTER
OVERRUN TITLE STYLE
PROTECTION BACK
PF STOP MINDED PM
MAXIMUM MANUAL BRAKING............ APPLY and KEEP

MAXIMUM REVERSE THRUST…….….APPLY and KEEP
MAXIMUM MANUAL BRAKING....................... MAINTAIN  The flight crew must always

MAXIMUM REVERSE THRUST…….….APPLY and KEEP
follow the ROP alerts.
MAXIMUM MANUAL BRAKING....................... MAINTAIN

MAXIMUM REVERSE THRUST…………….…. MAINTAIN
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
ECAM warning
Smoke sensed
Smoke perception without Procedure
ECAM warning
“ ECAM actions ”
i
i (A320 Only)
Immediate actions
If smoke persists
Or
QRH SMOKE / In case of doubt about
FUMES / AVNCS the smoke source,
SMOKE apply:
procedure
i QRH SMOKE / FUMES /
AVNCS SMOKE
procedure
A320/A330 XFTDA1SMOKE0001 – ISSUE 15

CLICK TO EDITSMMOKE
ASTER TITLE STYLE
WITHOUT ECAM WARNING BACK
QRH
Note: This QRH procedure covers many cases of smoke sources

(even all steps of the AVIONICS SMOKE ECAM procedure).
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 BACK
 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
CLICK TO EDITSMMOKE
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.

CLICK
REMOVAL MASTER
TO EDITOF SMOKETITLE
/FUMESSTYLE BACK
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 MEA-

MORA. Descente initiated.
At this stage, during descent, you Smoke Removal without

can come back to the window opening.
SMOKE/FUMES/AVNCS SMOKE
procedure.
Resume Smoke Removal at or below

FL100 or MEA.
If cockpit window opening

required…
CLICK
TOTO EDIT
SET MASTER
ELEC EMER TITLE
CONFIGSTYLE BACK
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.
CLICK TOSEDIT
TALLMASTER TITLE STYLE
RECOVERY
MEMORY ITEM
DETECTION RECOVERY
i PROC
1 Reduce AOA 2 Increase Energy
A320/A330 XFTDA4STALLRC01 – ISSUE 15

CLICK TOSEDIT
DETECTION BACK
DETECTION
OF
BUFFET
REQUIRE A STANDARD
“ STALL, STALL ”
CALLOUT AND AN
+ CRICKET IMMEDIATE ACTION
CLICK TOSEDIT
RECOVERY BACK
PF 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
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 Resolution Advisory Clear of conflict

(TA) (RA)
i
i i
“ TRAFFIC “ DESCEND “ CLEAR OF CONFLICT ”

TRAFFIC ” DESCEND ”
A320/A330 XFTDO2_TCAS__01 – ISSUE 15

CLICK TO EDIT TCAS
MASTER TITLE STYLE
INTRUDER CLASSIFICATION BACK
The intruders are classified in four levels and displayed accordingly on ND:
Surrounding Other Proximate Traffic Resolution

traffic intruders intruders Advisory (TA) Advisory (RA)
TCAS only - 15  - 10  - 09  - 05 
TCAS + ADS-B
- 05  - 15  - 10  - 09  - 05 
PROVIDES INFORMATION ABOUT THE TWO MOST

DANGEROUS TA / RA INTRUDERS WITHOUT BEARING
CLICK TO EDIT TCAS
MASTER TITLE STYLE
TCAS PANEL BACK
 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.
CLICK TO EDIT M
TRAFFIC ASTER TITLE
ADVISORY (TA) STYLE BACK
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.

CLICK TO EDIT M
TRAFFIC ASTER TITLE
ADVISORY (TA) STYLE
AF/FD TCAS NOT AVAIL BACK
 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“

CLICKRTO EDIT MASTER
ESOLUTION TITLE
ADVISORY (RA)STYLE BACK
PF PM
“ CLIMB, CLIMB ”
“ TCAS”
“ CHECKED ”
If AP is OFF:
FD orders...................FOLLOW “ AIRBUS xxx TCAS RA”
ATC
AP can be engaged.
V/S.............................MONITOR i V/S.............................MONITOR
Fly the green area
If any ”CLIMB” aural alert sounds during final approach
TCAS MODE ORDERs ....... MONITOR/FOLLOW “ AIRBUS xxx TCAS RA”

ATC
GO AROUND …………………………. CONSIDER
If AP/FD TCAS not avail: i
Respect STALL, GPWS or WINDSHEAR WARNINGS

CLICKRTO EDIT MASTER
ESOLUTION TITLE
ADVISORY (RA)STYLE
Monitor V/S BACK

CLICKRTO
ESOLUTION ADVISORY
EDIT MASTER (RA)STYLE
TITLE BACK
AP/FD TCAS NOT AVAILABLE
PF PM
“ CLIMB, CLIMB ”
AP......................................OFF
“ SET FDs OFF” FDs......................................OFF i
Promptly and smoothly
V/S........ ADJUST or MAINTAIN “ AIRBUS xxx TCAS RA”
Fly the green area. 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 »? NEXT
TCAS RA: “DESCENT! DESCENT!”
THR CLB | OP CLB

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
LEARMASTER
OF TITLE STYLE
CONFLICT BACK
PF PM
“ CLEAR OF CONFLICT ”
“ AIRBUS xxx CLEAR OF CONFLICT,
ATC 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
Aim:
• To reinforce 3D mental picture in order to recognize and confirm developed upset
situations.
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.
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?
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
Click for next…

Extreme Attitude
Extreme Attitude
Any stall?
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
Click for next…

Extreme Attitude
Extreme Attitude
Any stall?
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?
Click to review…
Extreme Attitude
Nose High Actions

- Adjust the thrust
- Reduce the roll not to exceed 60º
Click for next…

Extreme Attitude
Extreme Attitude
Any stall?
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?
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?
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
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.

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.

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.
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
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 (3)
- Adjust the roll not to exceed 60 degrees (4)
- Recover the level flight (5)
Nose High Actions

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 CM2
• Confirm the aeroplane attitude: Pitch and bank angles
• Communicate with the other crew members and say the intentions.
Nose High Actions

Nose High Actions

- Takeover and disconnect AP and A/THR
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
?
Nose High Actions

- Adjust the thrust
Nose High Actions

- Adjust the thrust
Nose High Actions

- Adjust the thrust
Nose High Actions

- Adjust the thrust
CG
Pitch up moment of underwing mounted engines

Nose High Actions

- Adjust the thrust
Nose High Actions

- Adjust the thrust
60 degrees
maximum
Nose High Actions

- Adjust the thrust
Nose High Actions

- Adjust the thrust
Nose High Actions

- Adjust the thrust
Upset Recovery Techniques – Nose Low
Nose Low Actions

- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
Nose Low Actions

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 CM2
• Confirm the aeroplane attitude: Pitch and bank angles
• Communicate with the other crew members and say the intentions.
Nose Low Actions

Nose Low Actions

?
Nose Low Actions

Nose Low Actions

This counter-intuitive action is just a reminder

as you must always recover from stall first.
Nose Low Actions

Nose Low Actions

R or L?
The bank angle indicator will show you

the shortest direction to wings level.
Here to the RHS.
Nose Low Actions

Nose Low Actions

and/or
Nose Low Actions

Nose Low Actions

Nose Low Actions

CULICK
NRELIABLE MASTER
TO EDITAIR SPEEDTITLE STYLE
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 UNRELIABLE SPEED PROC
PITCH/THRUST:
Below THRUST RED ALT……………………………......15°/TOGA
i Above THRUST RED ALT and below FL100……………10°/CLB
TO LEVEL OFF FLIGHT PATH
Above THRUST RED ALT and above FL100……………..5°/CLB STABILIZED
FLAPS: i
i
if CONF 0(1)(2)(3)………………....…MAINTAIN CURRENT CONF
if CONF FULL……………….....SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES………………………………….CHECK RETRACTED
L/G………………………………………………………………………..UP AFFECTED ADR
When at or above MSA or Circuit Altitude : IDENTIFICATION
Level Off for troubleshooting PROC
If safe conduct of the flight is not impacted

or after Memory Items:
ECAM ACTIONS
Apply UNRELIABLE SPEED INDICATION procedure.
A320/A330 XFTDA6UNRASPD01 – ISSUE 15

PITCH/THRUST BACK
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
Adjust PITCH and THRUST while climbing

THRUST RED ALT
15° / TOGA
CLICK TO EDIT
TO M ASTER
LEVEL OFFTITLE STYLE BACK
PF 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
If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING

LEVEL OFF ….. PERFORM BACK
If the altitude indication is unreliable, refer to the GPS altitude

CLICK TO
FLIGHT MASTER
EDITPATH TITLE STYLE
STABILIZED BACK
PF PM
AP …..…………………………………………………….. OFF
“SET FDs OFF” FDs ……………………………………………...……….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
FLIGHT PATH ………………….……… KEEP STABILIZED
If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING

CLICK
AFFECTED MASTER
TO EDITADR TITLE STYLE
IDENTIFICATION BACK
 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.
 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 will
be replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale. i
CLICK
AFFECTED MASTER
TO EDITADR TITLE STYLE
IDENTIFICATION
BUSS DISPLAY BACK
 Before extending the slats/flaps, reduce speed to the bottom part of the green area.
 When slats/flaps are extended, the BUSS display changes.
 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.
CLICKUTO
SEEDIT MASTER TITLE
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.
A320/A330 XFTDN1USESUMM01 – ISSUE 15

CLICKUTO
SEEDIT MASTER TITLE
PREV NEXT
DUAL HYD EMER ELEC

FAILURE CONFIG
ECAM
ACTIONS
QRH SUMMARY
i

CLICKUTO
SEEDIT MASTER TITLE
SUMMARY
BACK
CRUISE i
APPROACH
LANDING i
GO-AROUND
CLICKUTO
SEEDIT MASTER TITLE
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
SEEDIT MASTER TITLE
APPROACH / LANDING / GO-AROUND BACK

SECTIONS
 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
SEEDIT MASTER TITLE
PREV
How to use the SUMMARY?
SITUATION ASSESSMENT WHEN

1 CRUISE SECTION.
ECAM ACTIONS COMPLETED
REVIEW OF STATUS
APPROACH PREPARATION AND +
2 APPR / LDG / GA SECTIONS
BRIEFING
+
FMGS
3
APPLY APPROACH SECTION
PREFORMING APPROACH
(READ AND DO).
REVIEW LDG AND GA SECTIONS

ONCE AIRCRAFT IN LANDING +
4
CONFIGURATION. Check on ECAM STATUS that all
APPR PROC actions are completed.

WINDSHEAR
MEMORY ITEM
Symptoms i
TAKEOFF APPROACH/ LANDING

PREDICTIVE REACTIVE PREDICTIVE REACTIVE
WINDSHEAR WINDSHEAR WINDSHEAR WINDSHEAR
PROC PROC PROC PROC
i i
A320/A330 XFTDN3WINDSHR01 – ISSUE 14

WINDSHEAR SYMPTOMS BACK
 PFD:  ND:
• Speed Trend, unusual A/THR activity, • Ground Speed,
• Speed margin to VLS, • Wind Direction / Velocity.
• FPV,
• V/S excursions,
• Heading variations,
• Pitch attitude,
• Glide slope deviation.
ILS 33R
CREDICTIVE
P LICK TO EDIT MASTER TITLE
WINDSHEAR STYLE
AT TAKEOFF BACK
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
CREDICTIVE
WINDSHEAR STYLE
AT TAKEOFF
BACK
WINDSHEAR ALERT ZONES
Alerts available from ground up to 1200ft:
ADVISORY ALERT AREA

i
CAUTION ALERT AREA

i
WARNING ALERT AREA

i
CREDICTIVE
WINDSHEAR STYLE
AT TAKEOFF
ADVISORY ALERTS BACK
 No message on the PFD,

 No aural alert,
 Only the windhsear icon is displayed on the ND.
PWS SCAN
P
CREDICTIVE
LICK TO EDIT MASTER TITLE
WINDSHEAR
CAUTION ALERTS
AT TAKEOFF
STYLE
BACK
“ MONITOR RADAR DISPLAY ”
ILS 33R
PWS SCAN
CREDICTIVE
WINDSHEAR STYLE
AT TAKEOFF
BACK
WARNING ALERTS
“ WINDSHEAR AHEAD,
WINDSHEAR AHEAD ”
PCLICK TO EDIT
REDICTIVE MASTER IN
WINDSHEAR TITLE STYLE
APPROACH
BACK
For ADVISORY and CAUTION alerts refer to predictive windshear at takeoff.
WARNING ALERTS
“ GO AROUND,
WINDSHEAR AHEAD ”
ILS 33R
CRLICK TO EDIT
EACTIVE MASTER AT
WINDSHEAR TITLE STYLE
TAKEOFF BACK
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.

P
CREDICTIVE WINDSHEAR
LICK TO EDIT MASTERWHEN STYLE,
AIRBORNE
TITLE BACK
INITIAL CLIMB
PF PM
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM

SRS ORDERS……………..………….……………..FOLLOW
CP
LICK TO EDIT
REDICTIVE MASTERINTITLE
WINDSHEAR STYLE
APPROACH BACK
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
CLICK TO EDIT
REACTIVE MASTERIN TITLE
WINDSHEAR STYLE
APPROACH BACK
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

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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Tutorials

The objective is to provide a good mental picturing before

When and how to use

A320/A330 XFTDN1USETUTO01 – ISSUE 15

The objective is to provide a good mental picturing before

When and how to use

A320/A330 XFTDN1USETUTO01 – ISSUE 14

The trainee studies the tutorials before the APT session.

The trainee studies the tutorials before the FFS session.

Tutorials are used to assist debriefing after the session as required.

The trainee studies the tutorials before the APT session.

The trainee studies the tutorials before the FFS session.

Tutorials are used to assist debriefing after the session as required.

The buttons are:

BACK The BACK button is used to go back one step.

i The i button is used to open an information page.

FLOW The FLOW button is used to open an action flow page.

CALLOUTS The CALLOUT button is used to open a callout page.

Title of the Tutorial

Indication that the Tutorial

Title BACK button

Title BACK button

Possibility of injury to the Possibility of damage to the

Possibility of injury to The navigation may be

It may not be possible to The handling or control of the

FFS SAFETY EQUIPMENT FFS COCKPIT FACILITY

A320/A330 XFTDO1FRSTFFS01 – STD 1.9 – ISSUE 15

 Seat, pedal and armrest adjustments:

 Hand mike, headset, RMP, ACP

 Move the pedals full forward.

 Both surfaces must be visible by just looking up

 Put your feet “inside” the pedals.

 Apply full deflection of the pedal, then apply full

 The leg should be almost fully extended at this point,

HEIGHT ADJUST: Button A

PITCH ADJUST: Button B

When your seat is adjusted:

• If the armrest is correctly positioned, your hand should come naturally

GOLDEN RULE #1 Fly, Navigate, Communicate i

Use the appropriate level of automation

GOLDEN RULE #3 Understand the FMA at all times. i

Take actions if things do not go as

A320/A330 XFTDN1GOLDRUL01 – ISSUE 15

Actively monitor the flight parameters

Know where the

Cabin Crew Flight Crew ATC

Understand the operational effect of the selected level of automation.

Confirm that the aircraft reacts as expected.

Monitor the FMA.

Announce the FMA.

Confirm the FMA.

Understand the FMA.

Change the level of automation • Communicate with the PF

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

BEFORE TAKEOFF FLOW

AFTER TAKEOFF FLOW

CLIMB 10 000 ft FLOW

DESCENT – FMS PREPARATION FLOW

APPROACH BRIEFING FLOW