Standard Operating Procedures for Normal Flight Operations

PROCEDURES
NORMAL PROCEDURES
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PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL
PRO-NOR-SOP Standard Operating Procedures

PRO-NOR-SOP-01 General Information
Foreword.................................................................................................................................................................. A
PRO-NOR-SOP-02 Flight Preparation

Technical Condition of the Aircraft.......................................................................................................................... A
Weather Briefing...................................................................................................................................................... B
NOTAMs.................................................................................................................................................................. C
GPS PRIMARY Availability (If Installed)................................................................................................................. D
Flight Plan and Operational Requirements............................................................................................................. E
Optimum Flight Level...............................................................................................................................................F
Fuel Requirements.................................................................................................................................................. G
PRO-NOR-SOP-03 Safety Exterior Inspection

Safety Exterior Inspection........................................................................................................................................A
PRO-NOR-SOP-04 Preliminary Cockpit Preparation

General.....................................................................................................................................................................A
Aircraft Power Up.................................................................................................................................................... B
APU Fire Test/APU Start........................................................................................................................................ C
AIR COND............................................................................................................................................................... D
Cargo Heat  ..................................................................................................................................................... E
Cockpit Lights...........................................................................................................................................................F
ECAM.......................................................................................................................................................................G
Before Walkaround.................................................................................................................................................. H
PRO-NOR-SOP-05 Exterior Walkaround

General.....................................................................................................................................................................A
Exterior Walkaround................................................................................................................................................ B
PRO-NOR-SOP-06 Cockpit Preparation

Introduction...............................................................................................................................................................A
Panel Scan Sequence............................................................................................................................................. B
Overhead Panel.......................................................................................................................................................C
CTR Instrument Panel.............................................................................................................................................D
Pedestal................................................................................................................................................................... E
RMP..........................................................................................................................................................................F
Airfield Data............................................................................................................................................................. G
ACARS.....................................................................................................................................................................H
FMGS Preparation.................................................................................................................................................... I
Glareshield................................................................................................................................................................J
Continued on the following page
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FCOM 26 MAY 15
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OPERATING MANUAL
Continued from the previous page

Lateral Consoles...................................................................................................................................................... K
Instrument Panels.................................................................................................................................................... L
ECAM Control Panel...............................................................................................................................................M
ADIRS...................................................................................................................................................................... N
Takeoff Briefing....................................................................................................................................................... O
PC Dedicated to Maintenance  ....................................................................................................................... P
PRO-NOR-SOP-07 Before Pushback or Start

Before Start Clearance............................................................................................................................................ A
At Start Clearance................................................................................................................................................... B
PRO-NOR-SOP-08 Engine Start

Automatic Engine Start............................................................................................................................................A
Ground Run Up - Danger Areas............................................................................................................................. B
PRO-NOR-SOP-09 After Start

After Start.................................................................................................................................................................A
PRO-NOR-SOP-10 Taxi
Taxi...........................................................................................................................................................................A
Visual Ground Geometry......................................................................................................................................... B
180 Deg Turn on Runway.......................................................................................................................................C
PRO-NOR-SOP-11 Before Takeoff

Before Takeoff......................................................................................................................................................... A
PRO-NOR-SOP-12 Takeoff
Takeoff..................................................................................................................................................................... A
PRO-NOR-SOP-13 After Takeoff

After Takeoff............................................................................................................................................................ A
PRO-NOR-SOP-14 Climb
Climb........................................................................................................................................................................ A
PRO-NOR-SOP-15 Cruise
Cruise....................................................................................................................................................................... A
PRO-NOR-SOP-16 Descent Preparation

Descent Preparation................................................................................................................................................ A

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PRO-NOR-SOP-17 Descent
Descent Initiation..................................................................................................................................................... A
Descent Monitoring.................................................................................................................................................. B
Descent Adjustment.................................................................................................................................................C
Approach Checklist..................................................................................................................................................D
PRO-NOR-SOP-18 Approach
PRO-NOR-SOP-18-A Approach General
Introduction...............................................................................................................................................................A
Cross-Reference Table............................................................................................................................................B
Flying Reference......................................................................................................................................................C
Stabilization Criteria.................................................................................................................................................D
Approach Speed Technique.................................................................................................................................... E
Discontinued Approach............................................................................................................................................ F
PRO-NOR-SOP-18-B Aircraft Configuration Management

Initial Approach........................................................................................................................................................ A
Intermediate/Final Approach....................................................................................................................................B
PRO-NOR-SOP-18-C Aircraft Guidance Management

Approach using LOC G/S Guidance....................................................................................................................... A
Approach using FINAL APP Guidance................................................................................................................... B
Approach using FPA Guidance...............................................................................................................................C
Circling Approach.................................................................................................................................................... D
RNAV Visual Approach........................................................................................................................................... E
Visual Approach....................................................................................................................................................... F
PRO-NOR-SOP-19 Landing
ILS Final Approach and Landing Geometry............................................................................................................A
Minimum Visual Ground Segments (Flare Phase)..................................................................................................B
Ground Clearance Diagram.................................................................................................................................... C
Landing.................................................................................................................................................................... D
PRO-NOR-SOP-20 Go-Around
Go Around with FD..................................................................................................................................................A
PRO-NOR-SOP-21 After Landing

After Landing............................................................................................................................................................A
PRO-NOR-SOP-22 Parking
Parking..................................................................................................................................................................... A

FCOM 26 MAY 15
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NORMAL PROCEDURES
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OPERATING MANUAL

PRO-NOR-SOP-23 Securing the Aircraft
Securing the Aircraft................................................................................................................................................ A
PRO-NOR-SOP-90 Standard Callouts

Communications and Standard Terms....................................................................................................................A
Checklist Callouts.................................................................................................................................................... B
Actions Commanded by PF.................................................................................................................................... C
FMA..........................................................................................................................................................................D
Altitude..................................................................................................................................................................... E
Flaps or Gear Callouts............................................................................................................................................ F
Flight Parameters in Approach............................................................................................................................... G
Flight Parameters in Go-Around............................................................................................................................. H
PF/PM Duties Transfer............................................................................................................................................. I
Abnormal and Emergency Call Outs....................................................................................................................... J
Summary for Each Phase....................................................................................................................................... K
PRO-NOR-SRP Systems Related Procedures

PRO-NOR-SRP-01 FMS
PRO-NOR-SRP-01-05 Introduction
Introduction...............................................................................................................................................................A
PRO-NOR-SRP-01-10 Cockpit Preparation

FMGS Initialization...................................................................................................................................................A
Flight Plan Initialization............................................................................................................................................B
FMGS Data Insertion...............................................................................................................................................C
FMGS Re-Initialization After a Canceled Flight...................................................................................................... D
PRO-NOR-SRP-01-15 Before Pushback or Start

Change of Runway.................................................................................................................................................. A
TAKEOFF FROM INTERSECTION.........................................................................................................................B
PRO-NOR-SRP-01-20 Taxi
FCU Selection for Takeoff.......................................................................................................................................A
FMA Mode Check....................................................................................................................................................B
Selecting a Navigation Display................................................................................................................................C
Selecting Takeoff Displays for Pilot's and Copilot's MCDU.................................................................................... D

FCOM 26 MAY 15
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NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PRO-NOR-SRP-01-30 Takeoff
Monitoring the Takeoff.............................................................................................................................................A
PRESELECTING A HDG OR A TRK......................................................................................................................B
Normal Takeoff Profile.............................................................................................................................................C
No Flight Director Takeoff....................................................................................................................................... D
TAKEOFF WITH NO V2 ENTRY............................................................................................................................ E
Takeoff Using the Localizer of the Opposite Runway.............................................................................................F
PRO-NOR-SRP-01-40 Climb
Monitoring the Climb Phase.................................................................................................................................... A
Immediate Return to Origin Airport......................................................................................................................... B
PRO-NOR-SRP-01-50 Cruise
Reaching Cruise Flight Level.................................................................................................................................. A
Monitoring the Navigation Accuracy........................................................................................................................B
Monitoring the Fuel Predictions...............................................................................................................................C
Entering a Step Climb or a Step Descent.............................................................................................................. D
Immediate Change of Level in Cruise.....................................................................................................................E
Preparation for Descent and Approach...................................................................................................................F
PRO-NOR-SRP-01-60 Descent
DESCENT INITIATION............................................................................................................................................ A
Descent Monitoring.................................................................................................................................................. B
Expedite Descent (If installed)................................................................................................................................ C
Monitoring the Navigation in the Terminal Control Area.........................................................................................D
Too Steep Path........................................................................................................................................................E
Holding Pattern........................................................................................................................................................ F
MANUAL TERMINATION........................................................................................................................................G
PRO-NOR-SRP-01-70 Approach
Initial Approach........................................................................................................................................................ A
ILS/MLS/GLS/FLS Approach................................................................................................................................... B
Switching from Non ILS to ILS Approach............................................................................................................... C
Task Sharing During CAT I, CAT II and CAT III Approach and Landing................................................................D
Task Sharing for CAT I Approach (or better)..........................................................................................................E
Task Sharing for CAT II Approach.......................................................................................................................... F
Task Sharing for CAT III Approach with DH.......................................................................................................... G
Task Sharing for CAT III Approach/Landing without DH........................................................................................ H
Landing Categories................................................................................................................................................... I

FCOM 26 MAY 15
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NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Warnings for ILS Approach......................................................................................................................................J
Failures and Associated Actions Above 1 000 ft for CAT II or CAT III................................................................... K
Failures and Associated Actions Below 1 000 ft During A CAT II Approach.......................................................... L
FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT III WITH DH................................................... M
Failures and Associated Actions Below 1 000 ft for CAT III without DH................................................................ N
Back-Course Localizer Approach - Procedure....................................................................................................... O
PRO-NOR-SRP-01-80 Go-Around
MONITORING THE GO-AROUND..........................................................................................................................A
Go-Around Profile.................................................................................................................................................... B
Missed Approach: Try Again...................................................................................................................................C
Missed Approach: Divert......................................................................................................................................... D
Task Sharing During a Go-Around..........................................................................................................................E

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - GENERAL INFORMATION
OPERATING MANUAL
FOREWORD
Ident.: PRO-NOR-SOP-01-00010142.0001001 / 05 AUG 10
Applicable to: ALL
The procedures contained in this Chapter are recommended by Airbus, and are consistent with the
other Chapters of this manual.
The Authorities do not certificate Standard Operating Procedures. The manufacturer presents them
herein as the best way to proceed, from a technical and operational standpoint. They are continually
updated and the revisions take into account Operator input, as well as manufacturer experience.
In addition, Operators may amend them, as needed. However, the manufacturer recommends that
Operators using the FCOM as onboard operational manual submit suggested changes to expedite
publication, and maintain consistency of the manual. The Operator should note that they may rewrite
this Chapter, at their own responsibility; this could, however, make it difficult to update the manual
and keep it consistent with the other Chapters.
The following sections contain expanded information on normal procedures.
Standard Operating Procedures consist of inspections, preparations, and normal procedures. All
items of a given procedure are listed in a sequence that follows a standardized scan of the cockpit
panels, unless that sequence goes against the action priority logic, to ensure that all actions are
performed in the most efficient way.
Standard Operating Procedures are divided into flight phases, and are performed by memory.
These procedures assume that all systems are operating normally, and that all automatic functions
are used normally.
Some normal procedures, that are non-routine will be found in the SUPPLEMENTARY
TECHNIQUES (Refer to PRO-SUP-10 General), and in the SPECIAL OPERATIONS (Refer to
PRO-SPO-20 General).
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FCOM A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - GENERAL INFORMATION
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - FLIGHT PREPARATION
OPERATING MANUAL
TECHNICAL CONDITION OF THE AIRCRAFT

Applicable to: ALL
The crew will verify the technical state of the aircraft (deferred defect list), with regard to
airworthiness, acceptability of malfunctions (MEL), and influence on the flight plan.
WEATHER BRIEFING
Applicable to: ALL
‐ The crew will get a weather briefing

‐ The briefing should include:
• Actual and expected weather conditions, including runway conditions for takeoff and climb-out
• Significant weather enroute, including winds and temperatures
• Terminal forecasts for destination and alternate airports
• Actual weather for destination and alternates, for short range flights and recent past weather, if
available
• Survey of the meteorological conditions at airports along the planned route.
Weather can affect the choice of routing (for example, influence which route is quickest) and
the choice of flight level. The flight crew must also consider the possibility of runways being
contaminated at the departure and destination airfields. The flight crew must also verify ISA
deviations and enroute icing conditions, and must consider the possibility of holding due to weather
at the destination.
NOTAMS
Ident.: PRO-NOR-SOP-02-00010149.0002001 / 29 MAY 13
Applicable to: ALL
‐ The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability
of runways and approach aids etc, all of which may affect the final fuel requirement
‐ In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizer
and the elevators, it is not recommended to takeoff from runways in bad condition (loose surface,
under repair, covered with debris...)
GPS PRIMARY AVAILABILITY (IF INSTALLED)

Applicable to: ALL
Ident.: PRO-NOR-SOP-02-A-00014998.0002001 / 09 SEP 14
For RNP operations requiring RAIM/AIME check:

RAIM and AIME are available worldwide, if 24 GPS satellites or more are operative.

FCOM A to D → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
If the number of GPS satellites is 23 or less, check RAIM/AIME availability using the approved
version of the Honeywell / Litton ground-based prediction software.
RAIM availability may be checked using the PREDICTIVE GPS MCDU page  .
FLIGHT PLAN AND OPERATIONAL REQUIREMENTS

Ident.: PRO-NOR-SOP-02-00010150.0001001 / 18 MAR 11
Applicable to: ALL
‐ The crew will check the company flight plan for routing, altitudes, and flight time
‐ The Captain will check the ATC flight plan and ensure that:
• It is filled in and filed, in accordance with the prescribed procedures
• It agrees with the fuel flight plan routing.
‐ The crew will check the estimated load figures, and will calculate the maximum allowable takeoff
and landing weights.
OPTIMUM FLIGHT LEVEL

Ident.: PRO-NOR-SOP-02-00010151.0001001 / 01 DEC 14
Applicable to: ALL
The flight crew should choose a flight level that is as close to the optimum as possible. To obtain
the optimum flight level, use the chart in the QRH (Refer to QRH/PER-G Optimum & Maximum
Altitudes).
As a general rule, an altitude that is 4 000 ft below the optimum produces a significant penalty
(approximately 5 % of fuel). Flight 8 000 ft below the optimum altitude produces a penalty of more
than 10 % against trip fuel. (The usual contingency allowance is 5 %).
FUEL REQUIREMENTS
Applicable to: ALL
COMPUTERIZED FLIGHT PLAN CHECK

In most cases the flight crew uses a computer-derived flight plan to obtain the correct fuel
requirements. Although these computerized requirements are normally accurate, the flight crew
must check them for gross errors.
The easiest way to do this is to use the “Quick Determination of F-PLN” tables (Refer to
PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78). Although the aircraft will fly at ECON MACH
that is based on the cost index, the M 0.78 table is accurate enough to permit the crew to check for
gross error.
Ensure that both the captain and the first officer have verified that the fuel calculations and
required fuel on board are correct and that the figure complies with the applicable regulations.

FCOM ← D to G → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FUEL TRANSPORTATION
The flight crew must check the policy covering the “tankering” of fuel on sectors where there is a
favourable fuel price differential or operational requirement.
Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector and
therefore reduces the economy of the operation (lower flex temperature, more tire and brake wear,
more time in climb phase, lower optimum flight level etc).

FCOM ←G 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
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NORMAL PROCEDURES
FCOM A321 STANDARD OPERATING PROCEDURES
FLIGHT CREW
OPERATING MANUAL - SAFETY EXTERIOR INSPECTION
SAFETY EXTERIOR INSPECTION

Applicable to: ALL
Ident.: PRO-NOR-SOP-03-A-00010153.0001001 / 05 AUG 10
Items marked by (*) are the only steps to be completed during a transit stop.
This inspection ensures that the aircraft and its surroundings are safe for operations.
On arriving at the aircraft, check for obstructions in the vicinity, engineering activity, refueling, etc.
Ident.: PRO-NOR-SOP-03-A-00010154.0001001 / 04 MAR 14
* WHEEL CHOCKS.................................................................................................................. CHECK

If the wheel chocks are not in position, the flight crew must check that the parking brake is set with
sufficient accumulator pressure.
* LANDING GEAR DOORS....................................................................................CHECK POSITION

WARNING Do not pressurize the green hydraulic system without clearance from ground
personnel, if any gear door is open. Remember that the green hydraulic system is
pressurized if the yellow system is pressurized and the PTU is on AUTO.
* APU AREA............................................................................................................................. CHECK

Observe that the APU inlet and outlet are clear.

FCOM A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
OPERATING MANUAL - SAFETY EXTERIOR INSPECTION

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
OPERATING MANUAL - PRELIMINARY COCKPIT PREPARATION
GENERAL
Applicable to: ALL
Items marked by asterisks (*) are the only steps to be completed during a transit stop.
The following procedure, performed by the PM, ensures that all the required checks are performed
before applying electrical power to avoid inadvertent operation of systems and danger to the aircraft
and personnel.
Included is APU starting and the establishment of electrical and pneumatic power.
DOCUMENTATION AND MAINTENANCE
On entering the aircraft, obtain the technical (maintenance) log and verify that the certificate of
maintenance and daily inspection (or similar) are up to date and signed. Check the deferred or
carried-forward defects. If refueling has already been completed, check the uplift.
AIRCRAFT POWER UP
Applicable to: ALL
ENG
ENG MASTERS 1, 2................................................................................................................... OFF
ENG MODE selector................................................................................................................NORM
*WEATHER RADAR
* Power supply sw .................................................................................................................... OFF
* WINDSHEAR sw  ..............................................................................................................OFF
* GAIN knob ................................................................................................................... AUTO/CAL
* MODE selector ..............................................................................................................AS RQRD
L/G
L/G lever.................................................................................................................................. DOWN
WIPERS
Both WIPER selectors................................................................................................................. OFF

FCOM A to B → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
ELEC
 If the aircraft has not been electrically supplied for 6 h or more, perform the following
check:
BAT 1 pb and BAT 2 pb......................................................................................... CHECK OFF
BAT 1 and 2 VOLTAGE......................................................................... CHECK ABOVE 25.5 V
Battery voltage above 25.5 V ensures a charge above 50 %.
 If battery voltage is below 25.5 V:
A charging cycle of about 20 min is required.
BAT 1 pb and BAT 2 pb..............................................................................................AUTO
EXT PWR pb-sw.............................................................................................................. ON
Check on ELEC SD page, that the battery contactor is closed and the batteries are
charging.
 After 20 min:
BAT 1 + 2 pb..................................................................................................................OFF
BAT 1 and 2 VOLTAGE...................................................................CHECK ABOVE 25.5 V
 If battery voltage is above 25.5 V:
BAT 1 pb and BAT 2 pb..............................................................................................AUTO
If the APU is started on batteries only, it should be started within 30 min after the selection
of batteries to AUTO (35 min after battery selection to AUTO, the battery charge is less
than 25 % of maximum capacity).
 If the aircraft has been electrically supplied during the last 6 h:
BAT 1 pb and BAT 2 pb.................................................................................................... AUTO
 If the AVAIL light is on:
EXT PWR pb-sw.....................................................................................................................ON
HYD
WARNING Do not pressurize hydraulic systems without clearance from ground crew.

FCOM ←B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
APU FIRE TEST/APU START

Applicable to: ALL
Ident.: PRO-NOR-SOP-04-B-00010170.0001001 / 17 JUN 14
APU FIRE
APU FIRE pb-sw...................................................................................................IN and GUARDED
AGENT lights ............................................................................................................................. OUT
APU FIRE TEST pb................................................................................................................PRESS
Check :
‐ APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC Power available).
‐ APU FIRE pb-sw lighted red.
‐ SQUIB light and DISCH light on
Ident.: PRO-NOR-SOP-04-B-00010171.0015001 / 20 NOV 14
APU START
 If the EXT PWR pb-sw ON light is on:
APU MASTER SW pb-sw ..................................................................................................... ON
APU START pb-sw ................................................................................................................ON
Note: Wait at least 3 s before selecting APU START pb-sw.
For more information on the APU start, Refer to DSC-49-20 Overhead Panel.
EXT PWR pb-sw ........................................................................................................ AS RQRD
The flight crew should keep ON the external power units to reduce the APU load, particularly
in hot weather conditions.
 If the EXT PWR pb-sw ON light is off:
APU MASTER SW pb-sw ..................................................................................................... ON
APU START pb-sw ................................................................................................................ON
Note: Wait at least 3 s before selecting APU START pb-sw.
For more information on the APU start, Refer to DSC-49-20 Overhead Panel.

FCOM C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
AIR COND
Applicable to: ALL
AIR COND
 When the APU is AVAIL:
APU BLEED pb-sw................................................................................................................. ON
Do not use APU BLEED, if ground personnel confirms that ground air unit is connected.
Pilots should also check the BLEED SD page to determine whether an HP ground air unit is
connected (pressure in the bleed system).
ALL WHITE LIGHTS............................................................................................................. OFF
X BLEED selector.............................................................................................................. AUTO
Zone temperature selectors.........................................................................................AS RQRD
Full range temperature 24 ± 6 °C (75 ± 11 °F).
CARGO HEAT 
Applicable to: ALL
CARGO HEAT 
TEMPERATURE selector ................................................................................................. AS RQRD
COCKPIT LIGHTS
Applicable to: ALL
COCKPIT LIGHTS
* COCKPIT LIGHTS..........................................................................................................AS RQRD
Set INT LT, FLOOD LT, INTEG LT (included glareshield and FCU).
ECAM
Applicable to: ALL
* ECAM
* RCL pb ........................................................................................................................PRESS 3 s
This action recalls all the warnings that the flight crew cleared or cancelled during the last flight.
* Check MEL if required.

FCOM D to G → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
 On the DOOR SD page:

* OXY ....................................................................................................... CHECK PRESSURE
 If the OXY pressure is half boxed in amber:
MIN FLT CREW OXY CHART............................................................. CHECK PRESSURE
Verify that the pressure is sufficient for the scheduled flight (Refer to LIM-35 Cockpit Fixed
Oxygen System).
 On the HYD SD page:
* RESERVOIR FLUID LEVEL................................................CHECK WITH NORMAL RANGE
 On the ENG SD page:
* ENG OIL QUANTITY.................................................................................. CHECK NORMAL
Check that the oil quantity is at or above 11 qt + estimated consumption (average estimated
consumption ~ 0.3 qt/h).
BEFORE WALKAROUND
Ident.: PRO-NOR-SOP-04-E-00010173.0001001 / 05 AUG 10
Applicable to: ALL
F/CTL
FLAPS.................................................................................................................. CHECK POSITION
Check the upper ECAM display to confirm that the FLAPS position agrees with the handle
position.
* SPEEDBRAKE lever........................................................ CHECK RETRACTED and DISARMED
WARNING If flight control surface positions do not agree with the control handle positions,
check with the maintenance crew before applying hydraulic power.
Ident.: PRO-NOR-SOP-04-E-00010174.0001001 / 03 MAR 14
Applicable to: ALL
* PARKING BRAKE
* PARKING BRAKE handle......................................................................................................... ON
* BRAKE and ACCU PRESS indicator.................................................................................CHECK
‐ Check for normal indications.
‐ The ACCU PRESS indication must be in the green band. If required use the electric pump on
yellow hydraulic system to recharge the brake accumulator.
WARNING Yellow and green hydraulic systems are pressurized from yellow electric pump.
Get ground crew clearance before using the electric pump.

FCOM ← G to H → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
Applicable to: VN-A344
ALTERNATE BRAKING SYSTEM

Note: The purpose of this check is to verify, before the first flight of the day, the efficiency of the
alternate braking system (absence of “spongy pedals”).
Y ELEC PUMP pb-sw....................................................................................................CHECK OFF
CHOCKS.............................................................................................................. CHECK IN PLACE
PRK BRK handle......................................................................................................................... OFF
BRAKE PEDALS.....................................................................................................................PRESS
Apply maximum pressure on both pedals.
BRAKE PRESSURE (on BRAKE press indicator)................................................................. CHECK
Pressure must build up without delay symmetrically on left and right sides for the same application
simultaneously applied on left and right pedals. With full pedal deflection, the pressure must be
between 2 000 and 2 700 PSI.
BRAKE PEDALS................................................................................................................ RELEASE
PRK BRK handle...........................................................................................................................ON
The parking brake must be on during the exterior inspection to allow the flight crew to check brake
wear indicators.
Applicable to: ALL
* OPERATIONS ENGINEERING BULLETINS (OEB)

* OEB in QRH.......................................................................................................................CHECK
Go to the OEB section of the QRH and review all OEBs (particularly red OEBs) that are applicable
to the aircraft.
Note: If there is a transfer of duties during this flight, the flight crew must remind the incoming
flight crew of the applicable OEB(s) during the briefing that is done when transferring the
duties.
Ident.: PRO-NOR-SOP-04-E-00010206.0001001 / 14 SEP 12
Applicable to: ALL
EMERGENCY EQUIPMENT
EMER EQPT.......................................................................................................................... CHECK
Check the emergency equipments as follows:
‐ Life jackets stowed
‐ Axe stowed

FCOM ←H→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
‐ Smoke hoods  or portable oxygen equipment and full face masks  stowed and
serviceable
‐ Portable fire extinguisher lockwired and pressure in the green area
‐ Smoke goggles stowed (smoke hoods  )
‐ Oxygen masks stowed
‐ Flashlights stowed
‐ Escape ropes stowed
Applicable to: ALL
RAIN REPELLENT
RAIN RPLNT indicators.......................................................... CHECK PRESSURE and QUANTITY
CAUTION Never use rain repellent to wash the windshield and never use it on a dry
windshield.
Applicable to: ALL
REAR AND OVERHEAD CIRCUIT BREAKERS PANELS

REAR and OVERHEAD CIRCUIT BREAKERS panels......................................................... CHECK
Check that all circuit breakers are set. Reset as necessary.
Ident.: PRO-NOR-SOP-04-E-00010209.0001001 / 03 MAR 14
Applicable to: ALL
GEARS PINS AND COVERS

* GEARS PINS and COVERS...................................................CHECK ONBOARD and STOWED
Check that three are on board and stowed.

FCOM ←H 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - EXTERIOR WALKAROUND
OPERATING MANUAL
GENERAL
Applicable to: ALL
The exterior walkaround ensures that the overall condition of the aircraft and its visible components
and equipment are safe for the flight.
Complete inspection is normally performed by maintenance personnel or in the absence of
maintenance personnel by a flight crew member before each originating flight.
Items marked by asteriks (*) must be performed again by a flight crew member before each flight.
The parking brake must be ON during the exterior inspection to allow the flight crew to check brake
wear indicators.
‐ Check structure for impact damage
‐ Check that there is no evident fuel, oil or hydraulic leaks.
WARNING If a landing gear door is open, contact the maintenance crew before applying
hydraulic power.

FCOM A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
EXTERIOR WALKAROUND
Applicable to: ALL
Ident.: PRO-NOR-SOP-05-A-00010361.0001001 / 04 MAY 15
SCHEMATIC
(1) Refer to PRO-NOR-SOP-05 Exterior Walkaround - LH FWD Fuselage

FCOM B→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
(2) Refer to PRO-NOR-SOP-05 Exterior Walkaround - Nose Section

(3) Refer to PRO-NOR-SOP-05 Exterior Walkaround - Nose L/G
(4) Refer to PRO-NOR-SOP-05 Exterior Walkaround - RH FWD Fuselage
(5) Refer to PRO-NOR-SOP-05 Exterior Walkaround - Lower Center Fuselage
(6) Refer to PRO-NOR-SOP-05 Exterior Walkaround - RH Center Wing
(7) Refer to PRO-NOR-SOP-05 Exterior Walkaround - ENG 2 LH Side
(8) Refer to PRO-NOR-SOP-05 Exterior Walkaround - ENG 2 RH Side
(9) Refer to PRO-NOR-SOP-05 Exterior Walkaround - RH Wing Leading Edge
(10) Refer to PRO-NOR-SOP-05 Exterior Walkaround - RH Wing Trailing Edge
(11) Refer to PRO-NOR-SOP-05 Exterior Walkaround - RH L/G and Fuselage
(12) Refer to PRO-NOR-SOP-05 Exterior Walkaround - RH AFT Fuselage
(13) Refer to PRO-NOR-SOP-05 Exterior Walkaround - TAIL
(14) Refer to PRO-NOR-SOP-05 Exterior Walkaround - APU
(15) Refer to PRO-NOR-SOP-05 Exterior Walkaround - LH AFT Fuselage
(16) Refer to PRO-NOR-SOP-05 Exterior Walkaround - LH Landing Gear
(17) Refer to PRO-NOR-SOP-05 Exterior Walkaround - LH Wing Trailing Edge
(18) Refer to PRO-NOR-SOP-05 Exterior Walkaround - LH Wing Leading Edge
(19) Refer to PRO-NOR-SOP-05 Exterior Walkaround - ENG 1 LH Side
(20) Refer to PRO-NOR-SOP-05 Exterior Walkaround - ENG 1 RH Side
(21) Refer to PRO-NOR-SOP-05 Exterior Walkaround - LH Center Wing
LH FWD FUSELAGE
* AOA probes................................................................................................................ CONDITION
F/O and CAPT static ports..................................................................................................... CLEAR
Avionics equipment vent air inlet valve.......................................................................... CONDITION
Oxygen bay.......................................................................................................................... CLOSED
Oxygen overboard discharge indicator.................................................................................. GREEN
* Toilet servicing door  ................................................................................................. CLOSED

FCOM ←B→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
NOSE SECTION
* Pitot probes.................................................................................................................CONDITION
STBY static ports.................................................................................................................... CLEAR
* TAT probes................................................................................................................. CONDITION
* Radome and latches................................................................................. CONDITION/LATCHED
Forward avionics compartment door....................................................................................CLOSED
Ground electrical power door (if not required.).................................................................... CLOSED
NOSE L/G
* Nose wheel chocks........................................................................................................ IN PLACE
* Wheels and tires......................................................................................................... CONDITION
Nose gear structure........................................................................................................ CONDITION
Taxi, TO, turn-off lights...................................................................................................CONDITION
Hydraulic lines and electrical wires................................................................................ CONDITION
Wheel well.............................................................................................................................. CHECK
Safety pin.......................................................................................................................... REMOVED
RH FWD FUSELAGE
RH + AFT avionic compartment doors................................................................................ CLOSED
Avionic equipment vent air outlet valve..........................................................................CONDITION
F/O-CAPT static ports.............................................................................................................CLEAR
* AOA probe.................................................................................................................. CONDITION
Forward cargo door and selector panel.................................................................................CHECK
LOWER CENTER FUSELAGE

Potable water drain panel ...................................................................................................CLOSED
Antennas......................................................................................................................... CONDITION
Drain mast.......................................................................................................................CONDITION
RAM air inlet flap............................................................................................................ CONDITION
LP and HP ground connection doors.................................................................................. CLOSED
Anticollision light..................................................................................................................... CHECK
CTR TK magnetic fuel level....................................................................................................FLUSH
Pack air intakes and outlets................................................................................................... CLEAR

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
RH CENTER WING
Yellow hydraulic bay door....................................................................................................CLOSED
Fuel panel.............................................................................................................................CLOSED
Magnetic fuel level.................................................................................................................. FLUSH
Fuel water drain valve tank................................................................................................ NO LEAK
Landing light....................................................................................................................CONDITION
* Slat 1...........................................................................................................................CONDITION
ENG 2 LH SIDE
Oil fill access door................................................................................................................CLOSED
Master magnetic chip detector access door (IAE only)....................................................... CLOSED
* Fan cowl doors............................................................................................... CLOSED/LATCHED
* Drain mast..................................................................................................CONDITION/NO LEAK
* Engine inlet and fan blades............................................................................................... CHECK
Ident.: PRO-NOR-SOP-05-A-00010371.0001001 / 24 FEB 14
ENG 2 RH SIDE
Vent inlet (CFM only)..............................................................................................................CLEAR
Pressure-relief/Start valve handle access door................................................................... CLOSED
Turbine exhaust (CFM only)................................................................................................... CLEAR
Pylon/access panel......................................................................................... CONDITION/CLOSED
RH WING LEADING EDGE

* Slats 2, 3, 4, 5............................................................................................................ CONDITION
Fuel water drain valve........................................................................................................ NO LEAK
Refuel coupling.....................................................................................................................CLOSED
Surge tank air inlet................................................................................................................. CLEAR
* Fuel ventilation overpressure disc..................................................................................... INTACT
Navigation...................................................................................................................... CONDITION
* Wing tip....................................................................................................................... CONDITION

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
RH WING TRAILING EDGE

Static dischargers................................................................................................................... CHECK
* Control surfaces.......................................................................................................... CONDITION
* Flaps and fairings....................................................................................................... CONDITION
RH L/G AND FUSELAGE

* Chocks.......................................................................................................................... REMOVED
Brakes and brake wear ind............................................................................................ CONDITION
Torque link damper.........................................................................................................CONDITION
Hydraulic lines........................................................................................................................ CHECK
Landing gear structure........................................................................................................... CHECK
Downlock springs................................................................................................................... CHECK
Ground hydraulic connection yellow.................................................................................... CLOSED
Water drain mast  .................................................................................................... CONDITION
Shroud fuel drain............................................................................................CONDITION/NO LEAK
RH AFT FUSELAGE
RA Antennas...................................................................................................................CONDITION
Check that the RA antennas are clean.
Cargo door and selector panel.............................................................................................. CHECK
Bulk door  ........................................................................................................................ CHECK
* Toilet service access door............................................................................................... CLOSED
Outflow valve.................................................................................................................. CONDITION
Drain mast ..................................................................................................................... CONDITION
Flight recorder access door ................................................................................................ CLOSED
TAIL
* Stabilizer, elevator, fin, and rudder.............................................................................CONDITION
* Lower fuselage structure (tail impact on runway).......................................................CONDITION

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
APU
Access doors........................................................................................................................CLOSED
Air intake......................................................................................................................... CONDITION
Drain...............................................................................................................CONDITION/NO LEAK
Oil cooler air outlet ................................................................................................................ CLEAR
Exhaust....................................................................................................................................CLEAR
Navigation light............................................................................................................... CONDITION
Fire extinguisher overpressure indication (red disc).......................................................... IN PLACE
LH AFT FUSELAGE
* Stabilizer, elevator, fin, and rudder.............................................................................CONDITION
* Potable water service door.............................................................................................. CLOSED
Ground hydraulic connection blue door............................................................................... CLOSED
Ground hydraulic connection green and reservoir filling door............................................. CLOSED
LH LANDING GEAR
* Chocks.......................................................................................................................... REMOVED
Brakes and brake wear indicator....................................................................................CONDITION
Torque link damper.........................................................................................................CONDITION
Hydraulic lines........................................................................................................................ CHECK
Landing gear structure........................................................................................................... CHECK
Downlock springs................................................................................................................... CHECK
LH WING TRAILING EDGE

* Flaps and fairing......................................................................................................... CONDITION
* Control surfaces..........................................................................................................CONDITION
LH WING LEADING EDGE

* Wing tip....................................................................................................................... CONDITION
Navigation light............................................................................................................... CONDITION

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Surge tank air inlet................................................................................................................. CLEAR

* Fuel ventilation overpressure disc..................................................................................... INTACT
Fuel water drain valve........................................................................................................ NO LEAK
* Slats 2, 3, 4, 5............................................................................................................ CONDITION
ENG 1 LH SIDE
Oil fill access door (CFM and IAE only).............................................................................. CLOSED
Master magnetic chip detector access door (IAE only)....................................................... CLOSED
* Thrust Recovery Nozzle (PW only)................................................................ CLOSED/LATCHED
Hydraulic filter visual door (PW only).................................................................................. CLOSED
* Drain mast..................................................................................................CONDITION/NO LEAK
* Engine inlet and fan blades............................................................................................... CHECK
ENG 1 RH SIDE
Vent inlet (CFM only)..............................................................................................................CLEAR
Pressure relief/Start valve handle access door (CFM and IAE only)...................................CLOSED
Nose cowl pressure relief door (PW only)........................................................................... CLOSED
Engine oil fill access/starter air valve override access door (PW only)................................CLOSED
Master chip detector access door (PW only).......................................................................CLOSED
IDG servicing access door (PW only)..................................................................................CLOSED
Turbine exhaust...................................................................................................................... CLEAR
Pylon/access panel......................................................................................... CONDITION/CLOSED
LH CENTER WING
* Slat 1...........................................................................................................................CONDITION
Wing leading edge ventilation intake  .............................................................................. CLEAR
Fuel water drain valves.......................................................................................................NO LEAK
Landing lights..................................................................................................................CONDITION
Hydraulic reservoir pressurization door............................................................................... CLOSED
RAT doors............................................................................................................................ CLOSED

FCOM ←B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION
OPERATING MANUAL
INTRODUCTION
Applicable to: ALL
Items marked by (*) are the only steps to be completed during a transit stop.
The PF and PM should perform the cockpit preparation according to the panel scan sequence
defined below (Refer to Panel Scan Sequence), and the task sharing defined in the QRH (Refer to
QRH/Normal Procedures - Cockpit Preparation).
PANEL SCAN SEQUENCE

Applicable to: ALL

FCOM A to B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
OVERHEAD PANEL
Applicable to: ALL
Ident.: PRO-NOR-SOP-06-A-00011155.0001001 / 31 JUL 13
WHITE LIGHTS ON THE OVERHEAD PANEL

 During the scan sequence of the overhead panel:
* ALL WHITE LIGHTS.......................................................................................... EXTINGUISH
It is a general rule to turn off all the white lights during the scan sequence; therefore, these
actions are not listed here.
RCDR
* RCDR GND CTL pb-sw............................................................................................................ ON
In order to perform the test, ensure that the PARK BRK is on.
LOUDSPEAKER VOLUME knob....................................................................... OFF (BOTH SIDES)
ACP INT/RAD sw (CAPT and F/O)..................................................................................SET to INT
INTERPHONE VOLUME RECEPTION KNOB (CAPT and F/O)....................................... RELEASE
Turn down the volume to the minimum.
CVR TEST pb..............................................................................................PRESS AND MAINTAIN
The CVR test is successful when an audio test signal is heard through the loudspeakers and the
CVR TEST pb is pressed and maintained.
Depending on the CVR model, the audio test signal is:
‐ For CVR 30 minutes:
‐ A continuous tone, or
‐ A short tone.
‐ For CVR 120 minutes:
‐ A short tone, or
‐ A short tone and a beep every 4 s, or
‐ Two short tones and a beep every 4 s.
The audio test signal stops when the CVR TEST pb is released.

FCOM C→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: ‐ The flight crew may also hear an acoustic feedback (i.e. Larsen effect) during the test.
The test is still valid even if this acoustic feedback (i.e. Larsen effect) is heard.
‐ If the flight crew cannot hear the audio test signal through the loudspeakers, and if the
CVR maintenance headset (22RK headset) is available, the flight crew can perform
the CVR TEST through the CVR maintenance headset.
EVAC
CAPT & PURS/CAPT sw ..................................................................................................AS RQRD
Usual position is CAPT.
*ADIRS
All IR MODE selector.................................................................................................................. NAV
Align or realign IRS as appropriate. Refer to PRO-SUP-34 IRS Alignment Conditions.
Ident.: PRO-NOR-SOP-06-A-00011160.0001001 / 05 JAN 15
EXTERIOR LIGHTS
STROBE sw.............................................................................................................................. AUTO
BEACON sw................................................................................................................................ OFF
REMAINING EXTERIOR LIGHTS......................................................................................AS RQRD
*SIGNS
* SIGNS sw....................................................................................................................... ON/AUTO
* EMER EXIT LT selector......................................................................................................... ARM
Note: If the CIDS has been programmed (option) for a non-smoking flight, NO SMOKING or
NO PORTABLE/ELEC DEVICE  signs are permanently on, with the EXIT sw or NO
SMOKING sw or NO PORTABLE/ELEC DEVICE sw  at AUTO.
PROBE/WINDOW HEAT
PROBE/WINDOW HEAT pb....................................................................................... CHECK AUTO

FCOM ←C→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CABIN PRESS
LDG ELEV knob....................................................................................................................... AUTO
Ident.: PRO-NOR-SOP-06-A-00011163.0002001 / 18 NOV 13
*AIR COND
* ECON FLOW pb............................................................................................................ AS RQRD
Select:
ON : ECON flow, if number of passengers is below 140.
Off : For normal flow.
If the APU is supplying, pack controllers select 120 % of the normal flow automatically,
independent of the pushbutton position.
Ident.: PRO-NOR-SOP-06-A-00011164.0001001 / 09 APR 15
ELEC
Scan and check that there are no amber lights, except GEN FAULT lights.
ELEC pb (on the ECAM Control Panel).................................................................................PRESS
BAT 1 pb-sw and BAT 2 pb-sw....................................................................................OFF then ON
This action initiates a charging cycle of the batteries.
10 s after setting all BAT pb-sw ON, check on the ELEC SD page that the current charge of the
battery is below 60 A, and is decreasing.
 If the charge of at least one battery is not below 60 A:
Wait until the end of the charging cycle of the batteries and perform this check again.
*FUEL
CAUTION If the FUEL MODE SEL pb-sw is unduly left in the MAN position on ground, when
the CTR TK L XFR pb-sw and CTR TK R XFR pb-sw are not in the OFF position:
There is a possibility of fuel spillage. In this configuration, the center tank fuel
transfer will not stop when the wing tanks become full.
FUEL MODE SEL pb-sw............................................................................................ CHECK AUTO
ENG 1 - ENG 2 FIRE

ENG 1 FIRE pb-sw and ENG 2 FIRE pb-sw ..........................................CHECK IN and GUARDED
AGENT 1 light and AGENT 2 light ...............................................................................CHECK OFF

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 1 TEST pb and ENG 2 TEST pb ........................................................ PRESS and MAINTAIN

For ENG FIRE TEST description,Refer to DSC-26-20-20 Overhead Panel
AUDIO SWITCHING PANEL

AUDIO SWITCHING selector ................................................................................................. NORM
VENT
ALL LIGHTS...................................................................................................................CHECK OFF
THIRD OCCUPANT AUDIO CONTROL PANEL

PA knob ...............................................................................................................................RECEPT
‐ This allows cabin attendant announcements to be recorded on the CVR.
‐ For proper recording, set volume at or above medium range.
MAINTENANCE PANEL
ALL LIGHTS...................................................................................................................CHECK OFF
CTR INSTRUMENT PANEL

Ident.: PRO-NOR-SOP-06-B-00011179.0001001 / 13 AUG 10
Applicable to: VN-A344, VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356, VN-A357, VN-A358, VN-A359, VN-A363
CTR INSTRUMENT PANEL - STBY INSTRUMENT

* STBY ASI........................................................................................................................... CHECK
* STBY ALTI (and STBY ALTI in meter  ).......................................................................CHECK
* STBY HORIZON.................................................................................................................CHECK
Check no flag - Erect if necessary.

FCOM ← C to D → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-06-B-00011184.0001001 / 16 MAR 11

Applicable to: VN-A322, VN-A323, VN-A324, VN-A325, VN-A326, VN-A327, VN-A329, VN-A331, VN-A332, VN-A334, VN-A335, VN-A336,
VN-A338, VN-A339, VN-A360, VN-A361, VN-A362, VN-A365, VN-A366, VN-A367, VN-A390, VN-A392, VN-A393, VN-A395, VN-A396,
VN-A397, VN-A399, VN-A601, VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
CTR INSTRUMENT PANEL - ISIS

* ISIS..................................................................................................................................... CHECK
‐ Adjust brightness, check IAS, altimeter readings, altimeter settings and attitude display.
‐ Check no flags - Reset attitude, if necessary.
Note: Use of the ISIS bugs function is not recommended (Refer to DSC-34-25 Bugs Function)
VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
*CLOCK
CLOCK.......................................................................................................................... CHECK/SET
For more information on the setting of the clock, Refer to DSC-31-55-10 GENERAL.
VN-A362, VN-A363, VN-A365, VN-A366, VN-A367
*CLOCK
CLOCK............................................................................................................................CHECK/SET
For more information on the setting of the clock, Refer to DSC-31-55-10 GENERAL.
If the date is incorrect, set the date manually then set and keep the clock mode to INT for the
whole flight.
Ident.: PRO-NOR-SOP-06-B-00011186.0001001 / 13 AUG 10
Applicable to: ALL
NOSEWHEEL STEERING
* A/SKID & N/W STRG sw.......................................................................................................... ON

FCOM ←D 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PEDESTAL
Applicable to: ALL
Ident.: PRO-NOR-SOP-06-C-00011187.0001001 / 13 AUG 10
ACP
INT knob ..................................................................................... PRESS OUT / VOLUME CHECK
Make sure that INT volume is turned up to permit contact with the ground crew.
VHF ....................................................................................................................................... CHECK
Check transmission and reception.
HF (if required for flight).........................................................................................................CHECK
‐ Check transmission and reception.
‐ Do not transmit on HF during refueling.
Ident.: PRO-NOR-SOP-06-C-00011191.0001001 / 18 MAR 11
COCKPIT DOOR
If required by local Airworthiness Authorities:
ANN LT selector........................................................................................................................ TEST
Check that the OPEN and FAULT lights (on the pedestal), and the three LED lights (on the
overhead panel) come on.
ANN LT selector.......................................................................................................................... BRT
Check that all lights go off.
CKPIT DOOR................................................................................CHECK CORRECT OPERATION
‐ Set the COCKPIT DOOR sw to the UNLOCK position. Check that the door opens, and that the
OPEN light comes on
‐ Then, with the door fully open, release the COCKPIT DOOR sw (check that it returns to NORM
position). Close the door. Check that it is locked, and that the OPEN Indication goes off.
CKPIT DOOR MECHANICAL OVERRIDE............................................................................ CHECK
Check that the door opens normally, and that it closes when the mechanical override is used.
Ident.: PRO-NOR-SOP-06-C-00011189.0001001 / 14 SEP 12
SWITCHING PANEL
All selectors................................................................................................................CHECK NORM

FCOM E→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-06-C-00011192.0001001 / 12 JUL 13
*ENG
* THRUST lever ....................................................................................................................... IDLE
* ENG MASTER sw .................................................................................................................. OFF
* ENG MODE selector............................................................................................................NORM
*PARKING BRK
* PARK BRK handle..................................................................................................... CHECK ON
* BRAKE PRESS indicator................................................................................................... CHECK
Check for normal indication on the ACCU and BRAKES PRESS indicator.
 If brakes are hot and chocks are in place:
PARK BRK handle ...............................................................................................................OFF
This action increases the brake cooling.
Ident.: PRO-NOR-SOP-06-C-00011198.0001001 / 07 FEB 11
GRAVITY GEAR EXTN

GRAVITY GEAR EXTN....................................................................................... CHECK STOWED
Ident.: PRO-NOR-SOP-06-C-00011199.0001001 / 20 JAN 15
ATC
* ATC ................................................................................................................................... STDBY
ATC and TCAS are on standby. To prevent possible interference to radar surveillance systems,
TCAS should not be selected before the holding point/lining up.
ALT RPTG ....................................................................................................................................ON
ATC SYS 1........................................................................................................................... SELECT
For RVSM operations (Refer to PRO-SPO-50 General), select SYS 1 if AP 1 is used, and SYS 2 if
AP 2 is used.
Only system 1 is available, in emergency electrical configuration.
RMP
Ident.: PRO-NOR-SOP-06-00011202.0001001 / 30 JUN 14
Applicable to: ALL
RMP..................................................................................................................................... CHECK ON
Green NAV light.................................................................................................................CHECK OFF
SEL light.............................................................................................................................CHECK OFF

FCOM ← E to F → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
COM FREQUENCIES...................................................................................................................TUNE
Use VHF 1 for ATC (only VHF 1 is available in emergency electrical configuration), VHF 2 for ATIS
and company frequencies. VHF 3 is normally devoted to ACARS.
AIRFIELD DATA
Ident.: PRO-NOR-SOP-06-00011204.0001001 / 14 SEP 12
Applicable to: ALL
* AIR FIELD DATA ................................................................................................................ OBTAIN

Obtain data needed for initializing the system and preparing the cockpit. The airfield data should
include: RUNWAY IN USE, ALTIMETER SETTING, and WEATHER DATA.
ACARS
Ident.: PRO-NOR-SOP-06-00011224.0001001 / 24 SEP 14
Applicable to: ALL
* Initialize ACARS at that point or after FMGS PREPARATION, as per company policy.
FMGS PREPARATION
Ident.: PRO-NOR-SOP-06-D-00011226.0001001 / 13 AUG 10
Applicable to: ALL
At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time
(3 min) for tests’ completion, and do not start to press pushbuttons until the tests are over. If the
“PLEASE WAIT” message appears, do not press any MCDU key until the message clears.
Ident.: PRO-NOR-SOP-06-D-00011227.0001001 / 03 MAR 14
Applicable to: ALL
* ENGINE & AIRCRAFT TYPE................................................................................................ CHECK

Press the DATA key, and display the STATUS page (if not displayed).

FCOM ← F to I → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-06-D-00011228.0001001 / 17 JUN 14

VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
* FM database validity.............................................................................................................. CHECK

‐ Check DATA BASE validity and stored WPT/NAVAIDS/RWY/ROUTES, if any.
If applicable, review the stored data for deletion decision.
‐ On Honeywell FMS, the double AIRAC cycle of the NDB has one day in common (AIRAC#1 day
28 / AIRAC#2 day1) (Refer to DSC-22_20-50-10-25 Aircraft Status Page).
If the CHECK DATA BASE CYCLE message triggers, the active database is no longer valid.
Therefore, on Day 28 of AIRAC Cycle #1, select AIRAC Cycle#2 prior to the first flight of the day.
* FM database validity.............................................................................................................. CHECK

Check DATA BASE validity and stored WPT/NAVAIDS/RWY/ROUTES, if any.
If applicable, review the stored data for deletion decision.
Applicable to: ALL
* NAVAID DESELECTION....................................................................................................AS RQRD

If NOTAMs warn of any unreliable DME or VOR/DME, display DATA, then POSITION MONITOR.
Access the SEL NAVAID page, and deselect the related NAVAID.
* FLIGHT PLAN INITIALIZATION......................................................................................COMPLETE

‐ Press the INIT key
‐ Insert CO RTE or city pair, and check FROM/TO
‐ Check/modify ALTN/CO RTE

FCOM ←I→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
‐ Enter flight number

Note: For ATC needs, the crew should enter exactly the entire flight number, as shown on the
ICAO flight plan, without inserting any space, on the MCDU INIT page.
‐ Enter (and/or check) cost index
‐ Enter intended initial CRZ FL, or check if it was already supplied by the database.
Modify it, if necessary, taking into account ATC constraints or expected gross weight
‐ Check and modify CRZ FL TEMP and tropopause level to agree with forecast
‐ Enter (and/or check) the expected ground temperature for take off (GND TEMP) 
‐ PRESS IRS INIT prompt
‐ Check alignment latitude/longitude.
Applicable to: VN-A344, VN-A350, VN-A351, VN-A354, VN-A357
* FLIGHT PLAN INITIALIZATION......................................................................................COMPLETE

‐ Press the INIT key
‐ Insert CO RTE or city pair, and check FROM/TO
‐ Check/modify ALTN/CO RTE
‐ Enter flight number
Note: For ATC needs, the flight crew should enter exactly the entire flight number, as shown on
the ICAO flight plan, without inserting any space, on the MCDU INIT page.
‐ Enter (and/or check) cost index
‐ Enter intended initial CRZ FL, or check if it was already supplied by the database.
Modify it, if necessary, taking into account ATC constraints or expected gross weight.
‐ Check and modify CRZ FL TEMP to agree with forecast
‐ Do not modify the default tropopause value (36 090 ft) displayed on the INIT page or the FUEL
PRED page of the MCDU.
‐ Check latitude/longitude.
Ident.: PRO-NOR-SOP-06-D-00011232.0001001 / 28 MAY 13
Applicable to: ALL
* ADIRS POSITION INITIALIZATION.................................................................... AS APPROPRIATE

Confirm or insert position coordinates for the IRS alignment. Refer to PRO-SUP-34 IRS Alignment
Procedure.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

* F-PLN A page...........................................................................................COMPLETE AND CHECK

If CO RTE has been inserted, the F-PLN should automatically include the preferential or probable
takeoff runway approach and landing runway, associated SIDs, STARs, transition and en-route
waypoints. However some databases will only include departure and arrival airport IDENTs and
en-route waypoints.
The flight crew must check, modify, or insert (as applicable) the F-PLN in the following order,
according to the data given by ATIS, ATC, or MET:
‐ Lateral revision at departure airport. Select RWY, then SID, then TRANS using scroll keys.
‐ Lateral revision at WPT for ROUTE modification if needed. (Refer to DSC-22_20-30-10-05 Lateral
Revisions).
‐ Vertical revision. Check or enter climb speed limit, constraints according to ATC clearance. Enter
step altitude as appropriate.
* WINDS.................................................................................................................AS APPROPRIATE
Enter the forecast wind for CLB, CRZ and DES phases.(Refer to DSC-22_20-30-20-05 Flight
Phases).
* F-PLN .................................................................................................................................... CHECK
‐ Check the F-PLN using F-PLN page and ND PLAN mode versus the computer (paper) flight plan
or navigation chart.
‐ Check DIST TO DEST along the F-PLN. Compare it with the total distance computed for the flight
with the computer (paper) flight plan.
* F-PLN A page...........................................................................................COMPLETE AND CHECK

If CO RTE has been inserted, the F-PLN should automatically include the preferential or probable
takeoff runway approach and landing runway, associated SIDs, STARs, transition and en-route
waypoints. However some databases will only include departure and arrival airport IDENTs and
en-route waypoints.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
The flight crew must check, modify, or insert (as applicable) the F-PLN in the following order,
according to the data given by ATIS, ATC, or MET:
‐ Lateral revision at departure airport. Select RWY, then SID, then TRANS using scroll keys.
‐ Lateral revision at WPT for ROUTE modification if needed. (Refer to DSC-22_20-30-10-05 Lateral
Revisions).
‐ Vertical revision. Check or enter climb speed limit, constraints according to ATC clearance. Enter
step altitude as appropriate.
* WINDS.................................................................................................................AS APPROPRIATE
Choose between using trip wind and the forecast wind for CLB, CRZ and DES phases.(Refer to
DSC-22_20-30-20-05 Flight Phases).
* F-PLN .................................................................................................................................... CHECK
‐ Check the F-PLN using F-PLN page and ND PLAN mode versus the computer (paper) flight plan
or navigation chart.
‐ Check DIST TO DEST along the F-PLN. Compare it with the total distance computed for the flight
with the computer (paper) flight plan.
Applicable to: ALL
* SECONDARY FLIGHT PLAN............................................................................. AS APPROPRIATE

This is routinely a copy of the active flight plan. However, consideration may be given to the
following:
a. Copy the active F-PLN, but modify it at a suitable WPT for an immediate return to the departure
airfield in the event of, for example, engine failure
b. If weather is below landings minima at the departure airfield, the secondary flight plan should be
that required for a diversion immediately after takeoff
c. If there is a chance of a change in runway or SID during taxi, prepare for it by copying the active
flight plan and making the necessary modifications.
Applicable to: ALL
* RADIO NAV............................................................................................................................CHECK
‐ Check the VOR, ILS and ADF tuned by the FMGC.
‐ Modify them if required, and check that the correct identifier is displayed on the ND and PFD (ILS).
If unsatisfactory, go through the audio check.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
GROSS WEIGHT INSERTION (INIT B PAGE);

* ZFW/ZFWCG..................................................................................................................... INSERT
* BLOCK FUEL.....................................................................................................................INSERT
CAUTION The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) are
computed from the ZFW and ZFWCG entered by the crew on the MCDU.
Therefore, this data must be carefully checked (Captain’s responsibility).
‐ The flight crew should insert the weights after completing all other insertions. This is to avoid
cycles of prediction computations at each change in flight plan, constraints, etc.
‐ If ZFW and ZFWCG are unavailable, it is acceptable to enter the expected values in order to
obtain predictions. Similarly, the flight crew may enter the expected fuel on board, if refueling
has not been completed at that time.
‐ If ZFW, ZFWCG, and BLOCK FUEL are inserted, the FM will provide all predictions, as well as
the EXTRA fuel, if any.
Ident.: PRO-NOR-SOP-06-D-00011240.0001001 / 21 JAN 14
Applicable to: ALL
TAKEOFF DATA INSERTION (PERF TAKEOFF PAGE):

* V1, VR, V2.........................................................................................................................INSERT
* FLX TO TEMP................................................................................................................... INSERT
* THR RED/ACC altitude......................................................................................... SET or CHECK
* ENG OUT ACC altitude.........................................................................................SET or CHECK
* FLAPS/THS reminder........................................................................................................ INSERT
* TO SHIFT....................................................................................................................... AS RQRD
Enter the takeoff SHIFT distance, if takeoff is to be from an intersection. This is essential for
position updating at takeoff and, consequently, for navigation accuracy.
Applicable to: ALL
CLIMB, CRUISE, DESCENT, SPEED PRESELECTION

* PRESET SPEEDS..........................................................................................................AS RQRD
If the flight is cleared for a close-in turn or close-in altitude constraint, the flight crew may preselect
green dot speed on the PERF CLB page. Once the CLB phase is active, the preselected speed
will be displayed in the FCU speed window and on the PFD (blue symbol). Once the turn is
completed or the altitude cleared, the pilot will resume the managed speed profile by pressing the
SPD selector on the FCU.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Similarly the pilot may select a CRZ MACH number on the PERF CRZ page (constant CRZ Mach
segment, for example). When the CRZ phase is active, the preselected CRZ MACH number will
be displayed in the FCU speed window and on the PFD. When ECON MACH number may be
resumed, the crew presses the FCU SPD selector.
In either of the above cases, the pilot may cancel the CLB or CRZ preselected SPD/MACH prior to
activating the related phase, by selecting ECON on the PERF CLB or CRZ pages.
SPD LIM is defaulted to 250 kt below 10 000 ft in the managed speed profile. This may be either
cleared or modified on the VERT REV page at the origin (or a climb waypoint).
Ident.: PRO-NOR-SOP-06-D-00015496.0001001 / 23 DEC 14
Applicable to: ALL
CHECK OF FMGS PREPARATION:

* FMS PREPARATION......................................................................................................... CHECK
After the PF prepared the FMS, the PM checks:
‐ The airfield data.
‐ All FMS entered data.
GLARESHIELD
*EFIS CONTROL PANEL

* BAROMETRIC REFERENCE.................................................................................................. SET
‐ Set QNH on the EFIS control panel and on the standby altimeter
‐ Check barometer settings and altitude indications on the PFD and standby altimeter. (Tolerance
limits are given in Refer to PRO-SUP-34 Flight Instrument Tolerances - General).
* FD ............................................................................................................................... CHECK ON
* LS................................................................................................................................... AS RQRD
* ND MODE and RANGE ......................................................................................................... SET
MODE : Display the ARC mode on the ND if the takeoff direction is approximately the
departure direction, or the ROSE NAV mode if the direction change is to be more
than 70 ° after takeoff (to allow the ND to display the area behind the aircraft).
RANGE : Set the minimum range to display the first waypoint after departure, or as required
for weather radar.

FCOM ← I to J → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
* ADF/VOR sw .................................................................................................................AS RQRD

Display VOR and ADF needles as needed.
*EFIS CONTROL PANEL

* BAROMETRIC REFERENCE.................................................................................................. SET
‐ Set QNH (or QFE) on the EFIS control panel and on the standby altimeter
‐ Check barometer settings and altitude indications on the PFD and standby altimeter. (Tolerance
limits are given in Refer to PRO-SUP-34 Flight Instrument Tolerances - General).
* FD ............................................................................................................................... CHECK ON
* LS................................................................................................................................... AS RQRD
* ND MODE and RANGE ......................................................................................................... SET
MODE : Display the ARC mode on the ND if the takeoff direction is approximately the
departure direction, or the ROSE NAV mode if the direction change is to be more
than 70 ° after takeoff (to allow the ND to display the area behind the aircraft).
RANGE : Set the minimum range to display the first waypoint after departure, or as required
for weather radar.
* ADF/VOR sw .................................................................................................................AS RQRD
Display VOR and ADF needles as needed.
Applicable to: ALL
*FCU
* SPD MACH window......................................................................................................... DASHED
* HDG V/S -TRK FPA pb................................................................................................... HDG V/S
* ALT window..................................................................... INITIAL EXPECTED CLEARANCE ALT
Note: Do not engage the autothrust on ground, as it may generate the AUTO FLT A/THR OFF
warning at engine start.

FCOM ←J 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
LATERAL CONSOLES
Applicable to: ALL
OXYGEN MASK TEST
WARNING 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.
On the OXYGEN panel:
CREW SUPPLY pb......................................................................................................... CHECK ON
On the glareshield:
LOUDSPEAKERS..........................................................................................................................ON
On the audio control panel:
INT reception knob......................................................................................... PRESS OUT-ADJUST
INT/RAD sw...................................................................................................................................INT
On the mask stowage box:

FCOM K→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
‐ Press and hold the reset/test button in the direction of the arrow.
• Check that the blinker turns yellow for a short time, and then goes black.
‐ Hold the reset/test button down, and press the emergency pressure selector.
• Check that the blinker turns yellow and remains yellow, as long as the emergency pressure
selector is pressed.
• Listen for oxygen flow through the loudspeakers. Warn any engineer, whose headset may be
connected to the nose intercom, that a loud noise may be heard when performing this check.
‐ Check that the reset/test button returns to the up position and the N 100 % selector is in the
100 % position.
‐ Press the emergency pressure selector again, and check that the blinker does not turn yellow.
This ensures that the mask is not supplied.
On the ECAM DOOR/OXY page:
REGUL LO PR message...............................................................................................CHECK OFF
The crew must perform this check after having checked all masks. It ensures that the LP valve is
open, (due to residual pressure between the LP valve and the oxygen masks, an LP valve failed in
the closed position may not be detected during the oxygen mask test).
INSTRUMENT PANELS
Ident.: PRO-NOR-SOP-06-00011252.0001001 / 27 JAN 15
PFD and ND brightness knob................................................................................................AS RQRD

Check the ND outer ring is set to maximum brightness (radar/terrain display).
LOUDSPEAKER knob .................................................................................................................... SET
Set the LOUDSPEAKER knob around the 1 o’clock position.
* PFD.........................................................................................................................................CHECK
‐ Check PFD/ND not transferred.
‐ Check for correct display, when ATT and HDG are available.
‐ Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading and attitude
display.
* ND...........................................................................................................................................CHECK
‐ Check for correct display.
‐ Crosscheck compass indication on the ND and DDRMI.
‐ Check ground speed less than 5 kt, heading, initial waypoint, VOR ADF indications.

FCOM ← K to L → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
INSTRUMENT PANELS
Ident.: PRO-NOR-SOP-06-00011252.0002001 / 27 JAN 15
PFD and ND brightness knob................................................................................................AS RQRD

Check the ND outer ring is set to maximum brightness (radar/terrain display).
LOUDSPEAKER knob .................................................................................................................... SET
Set the LOUDSPEAKER knob around the 1 o’clock position.
* PFD.........................................................................................................................................CHECK
‐ Check PFD/ND not transferred.
‐ Check for correct display, when ATT and HDG are available.
‐ Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading and attitude
display.
* ND...........................................................................................................................................CHECK
‐ Check for correct display.
‐ Crosscheck compass indication on the ND.
‐ Check ground speed less than 5 kt, heading, initial waypoint, VOR ADF indications.
ECAM CONTROL PANEL

Ident.: PRO-NOR-SOP-06-00011190.0001001 / 24 FEB 15
Applicable to: ALL
*ECAM CONTROL PANEL

* PRESS pb ......................................................................................................................... PRESS
Check that the CAB PRESS page displays LDG ELEV AUTO, to confirm the correct position of the
LDG ELEV knob.
* STS pb ...............................................................................................................................PRESS
Check that INOP SYS display is compatible with MEL.
If a message is displayed in MAINTENANCE STATUS, Refer to MMEL/MI-00-08 ECAM and
MAINTENANCE STATUS.

FCOM ← L to M 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ADIRS
Applicable to: ALL
* IRS ALIGN..............................................................................................................................CHECK
On the POSITION MONITOR page, check that the IRS are in NAV mode, and check that the
distance between each IRS and the FMS position is lower than 5 nm. Select ND in ROSE-NAV or
ARC mode, and confirm that the aircraft position is consistent with the position of the airport, the SID
and the surrounding NAVAIDs.
TAKEOFF BRIEFING
Applicable to: ALL
* TAKEOFF BRIEFING........................................................................................................PERFORM
PC DEDICATED TO MAINTENANCE 
Ident.: PRO-NOR-SOP-06-00011258.0001001 / 07 FEB 11
Applicable to: ALL
Check that the Personal Computer (PC) dedicated to maintenance use and located in front of lower
stowage at RH rear corner is stowed.
Check that the light of its manual switch is off. If not, switch it off.
Check that its associated printer located in front of RH rear of the cockpit is stowed.

FCOM N to P 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
OPERATING MANUAL - BEFORE PUSHBACK OR START
BEFORE START CLEARANCE

Applicable to: ALL
Ident.: PRO-NOR-SOP-07-A-00010188.0002001 / 23 DEC 14
LOADSHEET
LOADSHEET.......................................................................................................................... CHECK
Both crew members carefully check the Load and Trim Sheet (LTS), particularly for gross errors.
Make sure that the load sheet data is correct (e.g correct flight, correct aircraft, dry operating
index, configuration, Fuel on Board,etc.).
ZFW/ZFWCG............................................................................................................CHECK/REVISE
The PF compares the ZFW and the ZFWCG with the previously-entered data, and adjust if
necessary.
ZFW/ZFWCG............................................................................................................. CROSSCHECK
The PM crosschecks the ZFW and the ZFWCG entered in the FMS.
Check that the takeoff CG is within LTS operational limits.
FOB............................................................................................................................................ CHECK
‐ Check that ECAM fuel on board corresponds to the F-PLN.
‐ Check that fuel imbalance is within limits.
‐ Crosscheck that the sum of the Fuel On Board (FOB) recorded at the end of the last flight and
the fuel uplift (if any) is consistent with the current FOB. If an abnormal discrepancy is found, a
maintenance action is due.
TAKEOFF DATA
FMS T.O DATA...................................................................................... CHECK/REVISE AS RQRD
The PF enters or revises the takeoff data in the INIT B and PERF pages of the MCDU.
REVISED FMS T.O DATA........................................................................................ CROSSCHECK
The PM checks the takeoff speeds and the flexible temperature, using the RTOW charts.
The PM crosschecks the FMS entries of the PF.
The flight crew should pay particular attention in determining the takeoff configuration Refer to
PER-THR-FLX DEFINITION.
Confirm any takeoff weight limitation.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
SEATING POSITION
SEATING POSITION............................................................................................................ ADJUST
The seat is correctly adjusted, when the pilot’s eyes are in line with the red and white balls.
MCDU
FMS PERF TO page............................................................................................................ SELECT
It is recommended to display the PERF TO page on the PF side.
FMS F-PLN page..................................................................................................................SELECT
It is recommended to display the F-PLN page on the PM side
ELEC
EXT PWR....................................................................................................................CHECK AVAIL
CAUTION If the PM requests to unplug the EXT PWR with the EXT PWR ON, the ground
engineer may be severely injured.
EXT PWR DISCONNECTION........................................................................................... REQUEST
BEFORE START CHECKLIST DOWN TO THE LINE

BEFORE START CHECKLIST down to the line.............................................................COMPLETE
AT START CLEARANCE
Applicable to: ALL
PUSHBACK/START UP CLEARANCE
PUSHBACK/START CLEARANCE....................................................................................... OBTAIN
Obtain ATC pushback/startup clearance.
Obtain ground crew clearance.
Ident.: PRO-NOR-SOP-07-B-00015568.0001001 / 20 JAN 15
Applicable to: ALL
ATC...................................................................................................................SET FOR OPERATION

ATC is set in accordance with airport requirements.

FCOM ← A to B → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
Applicable to: ALL
WINDOWS AND DOORS

WINDOWS and DOORS........................................................................................ CHECK CLOSED
‐ To ensure that the sliding window is correctly closed and locked, push the handle of the sliding
window fully forward to the closed position, and check that the red indicator is visible
‐ Check, on the ECAM lower display, that all the aircraft doors are closed
‐ When required by local airworthiness authorities, check that the cockpit door is closed and
locked (no cockpit door open/fault indication).
If entry is requested, identify the person requesting entry before unlocking the door. With the
cockpit door sw on NORM, the cockpit door is closed and locked. If entry is requested from the
cabin, and if no further action is performed by the pilot, the cabin crew will be able to unlock the
door by using the emergency access procedure. Except for crew entry/exit, the cockpit door
should remain closed until engine shutdown.
SLIDES.....................................................................................................................CHECK ARMED
‐ Check, on the ECAM lower display, that all slides are armed.
Applicable to: ALL
EXTERIOR LIGHTS
BEACON sw.................................................................................................................................. ON
Applicable to: ALL
THRUST LEVERS
THRUST LEVERS...................................................................................................................... IDLE
CAUTION Engines will start, regardless of the thrust lever position; thrust will rapidly
increase to the corresponding thrust lever position, causing a hazardous situation,
if thrust levers are not at IDLE.
Applicable to: ALL
 If pushback is not required:

PRK BRK ACCU PRESS.................................................................................................... CHECK
The ACCU PRESS indicator must be in the green band.
PRK BRK handle....................................................................................................................... ON
Check the PRK BRK PRESS indicator.

PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
Ident.: PRO-NOR-SOP-07-B-00010198.0001001 / 21 JUL 14
 If pushback is required:
N WHEEL STEERG DISC MEMO................................................................. CHECK DISPLAYED
In case of pushback (conventional or towbarless), the nosewheel steering selector bypass pin
must be in the tow position. The ECAM’s NW STRG DISC, or N WHEEL STEERG DISC memos
indicate this to the flight crew.
CAUTION If the ECAM does not display the N WHEEL STEERG DISC memo, but the
ground crew confirms that the tow pin is in the towing position, the flight crew
should not start the engine during pushback. This is to avoid possible nose
landing gear damage upon green hydraulic pressurization.
To dispatch the aircraft in such a case, Refer to MMEL/MI-32-51 NWS Electrical
Deactivation Box.
In case of a powerpush by the main landing gear, the nosewheel steering selector should remain
in the normal position to steer the aircraft (Refer to PRO-SUP-80 Pushback with Power Push
Unit Via the Main Landing Gear - General).
PARK BRK handle ...................................................................................................................OFF
CAUTION Do not use brakes during pushback, unless required due to an emergency.
 When the pushback is completed:
PRK BRK ACCU PRESS..............................................................................................CHECK
PARK BRK handle ..............................................................................................................ON
Ident.: PRO-NOR-SOP-07-B-00010198.0002001 / 21 JUL 14
VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612
 If pushback is required:
N WHEEL STEERG DISC MEMO................................................................. CHECK DISPLAYED
In case of pushback (conventional or towbarless), the nosewheel steering selector bypass pin
must be in the tow position. The ECAM’s NW STRG DISC, or N WHEEL STEERG DISC memos
indicate this to the flight crew.

PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW
CAUTION If the ECAM does not display the N WHEEL STEERG DISC memo, but the
ground crew confirms that the tow pin is in the towing position, the flight crew
should not start the engine during pushback. This is to avoid possible nose
landing gear damage upon yellow hydraulic pressurization.
To dispatch the aircraft in such a case, Refer to MMEL/MI-32-51 NWS Electrical
Deactivation Box.
In case of a powerpush by the main landing gear, the nosewheel steering selector should remain
in the normal position to steer the aircraft (Refer to PRO-SUP-80 Pushback with Power Push
Unit Via the Main Landing Gear - General).
PARK BRK handle ...................................................................................................................OFF
CAUTION Do not use the brakes during pushback, unless required due to an emergency.
 When the pushback is completed:
PRK BRK ACCU PRESS..............................................................................................CHECK
PARK BRK handle ..............................................................................................................ON
Ident.: PRO-NOR-SOP-07-B-00010203.0001001 / 24 JUN 13
Applicable to: ALL
BEFORE START CHECKLIST BELOW THE LINE

BEFORE START CHECKLIST below the line................................................................ COMPLETE

FCOM ←B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FLIGHT CREW

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - ENGINE START
OPERATING MANUAL
AUTOMATIC ENGINE START

Use the automatic engine start procedure in most circumstances. However, if the start aborts due
to insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from an
external pneumatic power group), it is recommended to use the manual start procedure, instead the
automatic procedure.
If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run the
engine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatched
without maintenance action. If the leak is still present after 5 min, maintenance action may be
required before the flight.
ENG MODE selector........................................................................................................... IGN/START
The lower ECAM displays the ENG SD page.
START ENGINE 2..............................................................................................................ANNOUNCE
Engine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parking
brake.
ENG 2 MASTER sw..........................................................................................................................ON
‐ Do not turn the ENG 2 MASTER sw ON before all amber crosses, except on N1 and N2, and
messages, have disappeared on the engine parameters (upper ECAM display).
‐ Parameter callouts are not mandatory.
‐ In case the electrical power supply is interrupted during the start sequence (indicated by the loss
of ECAM DUs), abort the start by switching OFF the ENG 2 MASTER sw. Then, perform a 30 s
dry crank.
ON ECAM UPPER DISPLAY ON ECAM LOWER DISPLAY
N2 increases Corresponding start valve inline.
Bleed pressure indication green.
Oil pressure increases.
Indication of the active igniter (A or B).
30 s after ENG 2 MASTER sw is ON:
‐ FF increases.
20 s (maximum) after fuel is on

‐ EGT increases
‐ N1 increases prior to 34 % N2.
At 43 % N2 Igniter indication off.
Slightly above 43 % N2 Start valve crossline.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: When the FADEC detects an impending hung start or hot start, the FADEC applies an
automatic recovery sequence without an ECAM message. The crew will notice that dual
ignition (A+B) is applied, and that fuel will be commanded OFF, and then re-commanded
ON within 0.5 s. It is not necessary for the crew to shut down the engine.
ENG IDLE PARAMETERS.........................................................................................................CHECK
At ISA sea level : N1 about 21.4 %
N2 about 57.8 %
EPR about 1.01
EGT about 414 °C
FF about 350 kg/h (775 lb/h)
Grey background on N2 indication disappears.
ENG 1 MASTER sw..........................................................................................................................ON
Same procedure as for engine 2.
Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.
Note: A PTU FAULT is triggered, if the second engine is started within 40 s following the end of
the cargo doors operation.
AUTOMATIC ENGINE START

Use the automatic engine start procedure in most circumstances. However, if the start aborts due
to insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from an
external pneumatic power group), it is recommended to use the manual start procedure, instead the
automatic procedure.
If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run the
engine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatched
without maintenance action. If the leak is still present after 5 min, maintenance action may be
required before the flight.
ENG MODE selector .......................................................................................................... IGN/START
The lower ECAM displays the ENG SD page.
Engine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parking
brake.

FCOM ←A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENG 2 MASTER sw ........................................................................................................................ ON

‐ Do not turn the ENG 2 MASTER sw ON before all amber crosses, except on N1 and N2, and
messages, have disappeared on the engine parameters (upper ECAM display).
‐ Parameter callouts are not mandatory.
‐ In case the electrical power supply is interrupted during the start sequence (indicated by the loss
of ECAM DUs), abort the start by switching OFF the ENG 2 MASTER sw. Then, perform a 30 s
dry crank.
ON ECAM UPPER DISPLAY ON ECAM LOWER DISPLAY
N2 increases Corresponding start valve inline.
Bleed pressure indication green.
Oil pressure increases.
Indication of the active igniter (A or B).
30 s after ENG 2 MASTER sw is ON:
‐ FF increases.
20 s (maximum) after fuel is on

‐ EGT increases
‐ N1 increases prior to 34 % N2.
At 43 % N2 Igniter indication off.
Slightly above 43 % N2 Start valve crossline.
Note: When the FADEC detects an impending hung start or hot start, the FADEC applies an
automatic recovery sequence without an ECAM message. The crew will notice that dual
ignition (A+B) is applied, and that fuel will be commanded OFF, and then re-commanded
ON within 0.5 s. It is not necessary for the crew to shut down the engine.
 When idle is reached (AVAIL indication is displayed):
ENG IDLE PARAMETERS.................................................................................................. CHECK
For additional information on the engine idle parameters, Refer to FCTM/NO-030 AVERAGE
IDLE ENGINE PARAMETERS .
START ENGINE 1....................................................................................................... ANNOUNCE
ENG 1 MASTER lever ...............................................................................................................ON
Same procedure as for engine 2.
Note: A PTU FAULT is triggered, if the second engine is started within 40 s following the end
of the cargo doors operation.

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
GROUND RUN UP - DANGER AREAS


FCOM B→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Applicable to: ALL

FCOM ←B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER START
OPERATING MANUAL
AFTER START
Applicable to: ALL
Ident.: PRO-NOR-SOP-09-A-00010210.0006001 / 26 OCT 12
ENG MODE
ENG MODE selector .............................................................................................................. NORM
For additional information on the automatic starting sequence, Refer to DSC-70-80-40 Automatic
Starting Sequence.
After a shutdown period greater than 2 h, to avoid thermal shock, the pilot should operate the
engine at idle or near idle for at least 5 min before advancing the thrust lever to high power. Taxi
time at idle may be included in the warm-up period.
APU BLEED
APU BLEED pb-sw......................................................................................................................OFF
‐ This action enables to avoid ingestion of engine exhaust gases.
‐ APU BLEED valve closes, ENG BLEED valves open.
ANTI-ICE
ENG 1 ANTI ICE pb-sw and ENG 2 ANTI ICE pb-sw....................................................... AS RQRD
Note: Icing conditions may be expected when the OAT (on ground and for takeoff), or the TAT
(in flight), is 10 °C or below, and there is visible moisture in the air (such as clouds, fog
with low visibility, rain, snow, sleet, ice crystals), or when standing water, slush, ice or
snow is present on the taxiways or runway.
During ground operation, when in icing conditions and the OAT is plus 3 °C or less, or if significant
engine vibration occurs, the following procedure should be applied for ice shedding :
CAUTION If, during thrust increase, the aircraft starts to move, immediately retard the thrust
levers to IDLE.
If ground surface conditions and the environment permit, the flight crew should accelerate the
engines to minimum 50 % of N1 at intervals not greater than 15 min. There is no requirement to
maintain the high trust settings.
In addition, this engine acceleration should also be performed just before take-off, with particular
attention to engine parameters to ensure normal engine operation.
Note: When performing the static run–up, the 61-74 % N1 range should be avoided.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
If ENG ANTI ICE is selected ON and the valve(s) do not open (FAULT light(s) remain on),
increase the N2 of the associated engine by about 5 %.
When the valves are open, retard the thrust lever(s) to idle.
If ENG ANTI ICE is switched on, the IGNITION memo appears on the ECAM because continuous
ignition is automatically selected.
WING ANTI ICE pb-sw.......................................................................................................... AS RQRD

APU
 If the APU is not required:
APU MASTER SW................................................................................................................OFF
GROUND SPOILERS
GROUND SPOILERS................................................................................................................. ARM
RUDDER TRIM
RUD TRIM position indication.....................................................................................CHECK ZERO
 If the RUD TRIM position indication is not at zero:
RESET pb........................................................................................................................ PRESS
Note: After the reset, the flight crew may observe an indication of up to 0.3 ° (L or R) in the
RUD TRIM position indication.
FLAPS
FLAPS lever...................................................................................................... SET FOR TAKEOFF
FLAPS.................................................................................................................. CHECK POSITION
Check the position of the flaps on the ECAM upper display.
 If taxiing in icing conditions with rain, slush or snow:
Maintain the flaps retracted until the aircraft reaches the holding point of the takeoff runway.
This action prevents contamination of the slats/flaps mechanism.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PITCH TRIM
PITCH TRIM handwheel..............................................................................................................SET
Set takeoff CG on pitch trim handwheel.
ECAM STATUS
STATUS REMINDER............................................................................... CHECK NOT DISPLAYED
 If STS reminder is displayed:
STS pb............................................................................................................................. PRESS
Review the ECAM Status page.
N/W STEER DISC MEMO

N/W STEER DISC MEMO....................................................................... CHECK NOT DISPLAYED
GROUND CREW
CLEAR TO DISCONNECT.............................................................................................ANNOUNCE
Request : Chocks removed
Nose wheel steering bypass pin removed
Interphone disconnect
Hand signal on the left/right side.
AFTER START CHECKLIST

AFTER START CHECKLIST.......................................................................................... COMPLETE

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAXI
OPERATING MANUAL
TAXI
Applicable to: ALL
TAXI CLEARANCE
TAXI clearance...................................................................................................................... OBTAIN
Applicable to: ALL
EXTERIOR LIGHTS
NOSE sw.....................................................................................................................................TAXI
L2 ‐ During the day and during the night, set the NOSE sw to TAXI
‐ When crossing a runway, set the STROBE sw to ON.
L1 RWY TURN OFF & CAMERA sw  ......................................................................................... ON
Applicable to: ALL
PARK BRK
PARK BRK handle.......................................................................................................................OFF
BRAKES PRESSURE........................................................................................... CHECK AT ZERO
The flight crew may observe slight residual pressure on the triple indicator for a short period of
time.
Applicable to: ALL
THRUST LEVER
THRUST lever ...................................................................................................................AS RQRD
The flight crew will need a little power above idle thrust to move the aircraft (approximately up to
40 % N1).
L2
For additional training-related information on the thrust use during taxi, Refer to FCTM/NO-040
Taxi Roll and Steering.
BRAKES
CAUTION If the aircraft has been parked in wet conditions for a long period, the efficiency of
the first brake application at low speed will be reduced.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
BRAKES ................................................................................................................................ CHECK
If an arc is displayed on the ECAM WHEEL SD page, above the brake temperature, set the brake
fans  ON.
BRAKES PRESSURE........................................................................................... CHECK AT ZERO
L2 For additional training-related information on the brake check, Refer to FCTM/NO-040 BRAKE
CHECK.
BRAKES
CAUTION If the aircraft has been parked in wet conditions for a long period, the efficiency of
the first brake application at low speed will be reduced.
BRAKES ................................................................................................................................ CHECK
‐ Once the aircraft starts moving:
• Check the brake efficiency of the normal braking system: The aircraft must slow down when
pressing the brake pedals.
If an arc is displayed on the ECAM WHEEL SD page, above the brake temperature, set the
brake fans  on.
Applicable to: ALL
NOSEWHEEL STEERING
TILLER or RUDDER PEDALS.................................................................................. USE AS RQRD
L2 For information on the nosewheel steering limitation, Refer to LIM-32 Nosewheel Steering (NWS).
L1
For additionnal training-related information on the nosewheel steering, Refer to FCTM/NO-040
Taxi Roll and Steering.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
FLIGHT CONTROLS
FLIGHT CONTROLS..............................................................................................................CHECK
L2 For additional training-related information on the flight controls check, Refer to FCTM/NO-040
FLIGHT CONTROL CHECK.
Applicable to: ALL
ATC CLEARANCE
ATC clearance....................................................................................................................CONFIRM
Applicable to: ALL
TAKEOFF DATA/CONDITIONS
If takeoff data has changed, or in case of a runway change, prepare updated takeoff data, and as
appropriate:
F-PLN (Runway).................................................................................................................... REVISE
FLAPS lever ....................................................................................................... AS APPROPRIATE
Select takeoff position.
V1, VR, V2........................................................................................................................REINSERT
FLX TO temperature.........................................................................................................REINSERT
Applicable to: ALL
AFS/FLIGHT INSTRUMENTS
F-PLN (SID,TRANS)............................................................................................REVISE or CHECK
Carefully confirm that the ATC clearance agrees with the FMS, if NAV mode is to be used.
INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECK
Use VERT REV at departure, or at a CLB waypoint.
CLEARED ALTITUDE ON FCU ................................................................................................. SET
HDG ON FCU ............................................................................................IF REQUIRED, PRESET
If a heading is required by the ATC after takeoff, in case of a radar vector departure, preset the
heading on the FCU. NAV mode will be disarmed.
RWY TRK mode will keep the aircraft on the runway track.
BOTH FD ........................................................................................................................CHECK ON
PFD/ND ................................................................................................................................. CHECK

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
TAKEOFF BRIEFING.........................................................................................................CONFIRM
L2 For additional training-oriented information on the takeoff briefing confirmation, Refer to
FCTM/NO-040 Takeoff Briefing Confirmation.
Ident.: TDU / PRO-NOR-SOP-10-A-00015299.0002001 / 26 FEB 14
Impacted DU: 00015298 Taxi - Radar
RADAR (if required).......................................................................................................................... ON

To check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew can then
set the radar to the AUTO position.
Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying below
FL 200.
Note: 1. If the weather is good, or not significant, in order to check that the radar is operating
correctly: down tilt until displaying ground echoes
2. If the weather display is ambiguous or unexpected, in order to better analyze the weather
situation, use manual tilt according to standard technique.
3. In particular below FL 200, for situations with low-level weather, weather with low
reflectivity or in front of suspected active cells, the flight crew should switch to Manual
mode and adjust the tilt setting downward until the weather is detected or the ground
clutter appears on the upper part of the display.
4. In addition, the flight crew may increase the manual gain control to display lower
reflectivity targets. The manual gain control can be increased in both AUTO and Manual
modes to display lower levels of weather. In both cases, ground clutter may also be
displayed as a result of low settings and/or increased gain.
PREDICTIVE WINDSHEAR SYSTEM  ..................................................................................AUTO
Ident.: TDU / PRO-NOR-SOP-10-A-00015299.0001001 / 26 FEB 14
Impacted DU: 00015298 Taxi - Radar

Gain must be manually set to +8, when MULTISCAN sw is set to AUTO and when flying below
FL 150.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation
in good or non significant weather conditions, no weather pattern will be displayed on
the ND’s. In this case, the flight crew confirms correct radar operation, using temporarily
MANUAL TILT.
2. The flight crew monitors the weather radar display in AUTO mode, and confirms any
weather display that is ambiguous or unexpected using manual tilt according to standard
techniques.
Applicable to: ALL
Impacted by TDU: 00015299 Taxi - Radar

Applicable to: ALL
ATC
ATC code/mode...............................................................................CONFIRM/SET FOR TAKEOFF
Applicable to: ALL
TERR ON ND
TERR ON ND  .............................................................................................................AS RQRD
‐ In mountainous areas, consider displaying terrain on ND.
‐ If use of radar is required, consider selecting the radar display on the PF side, and TERR ON
ND on the PM side only.
Applicable to: ALL
AUTO BRK
AUTO BRK MAX pb-sw................................................................................................................ ON

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
FINAL CHECK
T.O CONFIG pb.........................................................................................................................TEST
Check that ECAM upper display shows “T.O CONFIG NORMAL”.
T.O MEMO............................................................................................................ CHECK NO BLUE
CABIN REPORT................................................................................................................. RECEIVE
Obtain cabin report from the purser, as a minimum : “CABIN SECURED FOR TAKEOFF”
Applicable to: ALL
BEFORE TAKEOFF CHECKLIST

BEFORE TAKEOFF CHECKLIST down to the line........................................................COMPLETE
VISUAL GROUND GEOMETRY

Applicable to: ALL
180 DEG TURN ON RUNWAY

Applicable to: ALL
The standard width of a runway is 45 m. However, this aircraft only needs a runway width of 32 m
(105 ft) for a 180 ° turn.
The following procedure is recommended for performing a 180 ° turn on the runway.

FCOM ← A to C → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 FOR THE CM1:

‐ Taxi on the right of the runway and turn left, maintaining 25 ° of divergence from the runway
axis
‐ When physically over the runway edge:
• Turn the nosewheel fully right
• On ENG 1, set N1 to between 30 % and 35 % (CFM engines), or the EPR to between 1.02
and 1.03 (IAE engines)
• Set ENG 2 to idle.
The Ground Speed (GS) for the entire maneuver should be between 5 kt and 8 kt, to prevent the
width of the turn from increasing.
 FOR THE CM2:
The procedure is symmetrical. (Taxi on the left-hand side of the runway).
Note: To prevent the nosewheel from skidding on a wet runway, it is possible to perform the
turn at a very low speed using asymmetric thrust and differential braking, as necessary.

FCOM ←C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - BEFORE TAKEOFF
OPERATING MANUAL
BEFORE TAKEOFF
Applicable to: ALL
 If the brake fans  are running:

BRAKE TEMP......................................................................................................................CHECK
‐ If brake temperature is above 150 °C, delay takeoff.
‐ If brake temperature is below 150 °C, select brake fans off.
TAKEOFF OR LINE UP CLEARANCE..................................................................................... OBTAIN

EXTERIOR LIGHTS
RWY TURN OFF sw..................................................................................................................... ON
NOSE sw.......................................................................................................................................T.O
STROBE sw...................................................................................................................................ON
Set the STROBE sw to ON when entering the runway.
LAND LIGHTS sw......................................................................................................................... ON
Set the LAND LIGHTS sw to ON when entering the runway and takeoff clearance is received.
L2 Note: Setting the RWY TURN OFF sw, the LAND LIGHTS sw and the NOSE sw to ON/T.O
minimizes bird strike hazard during takeoff.
TCAS
TCAS  Mode selector.............................................................................................. TA or TA/RA
L2 The flight crew should use the TA/RA mode as the default mode of the TCAS.
The flight crew may use the TA ONLY mode in specific airports, and for specific procedures
(identified by Operators) that may provide resolution advisories that are neither wanted nor
appropriate (e.g. closely-spaced parallel or converging runways).
APPROACH PATH CLEARED OF TRAFFIC

APPROACH PATH......................................................................................CLEARED OF TRAFFIC
Check that the approach path is clear of traffic, visually and using TCAS display on ND.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CABIN CREW............................................................................................................................ ADVISE

Advise the cabin crew that takeoff is imminent.
ENG MODE selector..............................................................................................................AS RQRD

Select IGN START, if heavy rain or severe turbulence is expected after takeoff.
Note: Continuous ignition is automatically selected, if the ENG 1 ANTI ICE pb and ENG 2 ANTI
ICE pb are ON.
SLIDING TABLE
SLIDING TABLE  ..........................................................................................................STOWED
TAKEOFF RUNWAY..............................................................................................................CONFIRM
Confirm that the line up is performed on the intended runway. Useful aids are:
‐ The runway markings,
‐ The runway lights,
Be careful that in low visibility, edge lights could be mixed up with the center line lights.
‐ The ILS signal,
If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb): The LOC deviation
should be centered after line up.
‐ The runway symbol on the ND,
‐ The Runway Awareness and Advisory System  .
PACK 1 and 2........................................................................................................................AS RQRD

Consider selecting packs OFF, or APU bleed ON.
This will improve performance when using TOGA thrust.
In case of a FLEX takeoff, selecting packs OFF or APU bleed ON will reduce takeoff EGT, and thus
reduce maintenance costs.
The use of flex thrust may reduce maintenance costs. The effect is particularly significant with the
first degrees of FLEX.
Use of APU bleed is not authorized, if wing anti-ice is to be used.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
BEFORE TAKEOFF CHECKLIST below the line............................................................... COMPLETE

Read the checklist below the line, when line-up clearance is obtained.

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - TAKEOFF
OPERATING MANUAL
TAKEOFF
Applicable to: ALL
The below procedure is the standard takeoff procedure. However, rolling takeoff is permitted.
TAKEOFF........................................................................................................................... ANNOUNCE
Applicable to: ALL
THRUST SETTING
THRUST LEVERS........................................................................................... 50 % N1 (1.05 EPR)
 If the crosswind is at or below 20 kt and there is no tailwind:
To counter the nose-up effect of setting engine takeoff thrust, apply half forward sidestick until
the airspeed reaches 80 kt. Release the sidestick gradually to reach neutral at 100 kt.
BRAKES.......................................................................................................................RELEASE
THRUST LEVERS................................................................................................ FLX or TOGA
Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his hand on the
thrust levers until the aircraft reaches V1.
 In case of tailwind, or if crosswind is greater than 20 kt:
The PF applies full forward sidestick.
BRAKES.......................................................................................................................RELEASE
THRUST LEVERS................................................................................................ FLX or TOGA
‐ The PF increases thrust progressively to reach takeoff thrust by 40 kt ground speed, while
maintaining sidestick full forward up to 80 kt. Release the sidestick gradually to reach
neutral at 100 kt.
‐ Once the thrust levers are set to FLX or TOGA detent, the Captain keeps his hand on the
thrust levers until the aircraft reaches V1.
Note: 1. ENG SD page replaces WHEEL SD page on the ECAM lower display
2. The FADEC includes a keep-out zone, which is designed to avoid steady state
operation inside a N1 range between 60 % and 74 % due to fan flutter phenomenon.
This can result in discontinuous EPR increase during thrust setting (Refer to
DSC-70-20 Functions).
DIRECTIONAL CONTROL......................................................................................... USE RUDDER
At 130 kt (wheel speed), the connection between nosewheel steering and the rudder pedals
is removed. Therefore, in strong crosswinds, more rudder input will be required at this point to
prevent the aircraft from turning into the wind.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CHRONO.................................................................................................................................START
PFD/ND .............................................................................................................................MONITOR
1. Check the FMA on the PFD. The following modes are displayed: MAN TOGA (or MAN FLX xx)
/SRS/RWY (or blank) / A/THR (in blue).
Note: If an ILS that corresponds to the departure runway is tuned, RWY mode appears. If
not, no lateral mode appears until the aircraft lifts off.
2. Check the FMS position on the ND (aircraft on runway centerline).
Note: If GPS PRIMARY is not available, check the FMS position update.
FMA ............................................................................................................................... ANNOUNCE
Applicable to: ALL
BELOW 80 KT
TAKEOFF EPR.......................................................................................................................CHECK
Check that the actual EPR of the individual engines has reached the EPR rating limit, before the
aircraft reaches 80 kt. Check EGT.
THRUST SET................................................................................................................. ANNOUNCE
PFD and ENG indications..................................................................................................MONITOR
Scan airspeed, EPR, and EGT throughout the takeoff.
Applicable to: ALL
REACHING 100 KT
ONE HUNDRED KNOTS............................................................................................... ANNOUNCE
‐ The PF crosschecks and confirms the speed indicated on the PFD
‐ Below 100 kt the Captain may decide to abort the takeoff, depending on the circumstances
‐ Above 100 kt, rejecting the takeoff is a more serious matter.
Applicable to: ALL
AT V1
V1....................................................................................................................................ANNOUNCE

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
AT VR
ROTATION ............................................................................................................................ORDER
ROTATION........................................................................................................................ PERFORM
‐ At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards a
pitch attitude 15 ° (12.5 °, one engine is failed)
‐ Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension
‐ In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level
‐ After lift-off, follow the SRS pitch command bar.
CAUTION If a tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin, and
return to the originating airport for damage assessment.
Applicable to: ALL
WHEN POSITIVE CLIMB

POSITIVE CLIMB........................................................................................................... ANNOUNCE
L/G UP................................................................................................................................... ORDER
L/G.................................................................................................................................. SELECT UP
AP....................................................................................................................................... AS RQRD
Above 100 ft AGL, AP 1 or 2 may be engaged.
Applicable to: ALL
AT THRUST REDUCTION ALTITUDE

THRUST LEVERS..........................................................................................................................CL
Move the thrust levers to the CL detent, when the flashing LVR CLB prompt appears on the FMA.
A/THR is now active.
In manual flight, the pilot must anticipate the change in pitch attitude in order to prevent the speed
from decaying when thrust is reduced.
PACK 1 and 2 (if applicable)........................................................................................................ ON
Select PACK 1 on after CLB thrust reduction.
Select PACK 2 on after flap retraction.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: 1. Selecting pack on before reducing takeoff thrust would result in an EGT increase.
2. PACK 2 may be selected earlier, but not sooner than 10 s after PACK 1 is selected on,
for passenger comfort.
3. If packs are not switched on after the takeoff phase, an ECAM caution will be
triggered.
Applicable to: ALL
AT ACCELERATION ALTITUDE
Check the target speed change from V2 + 10 to the first CLB speed (either preselected or
managed).
Note: 1. When THR RED and ACC ALT are equal, the FMA will change from MAN
FLX/SRS/NAV to THR CLB/CLB/NAV.
2. If FCU-selected altitude is equal to or close to the acceleration altitude, then the FMA
will switch from SRS to ALT*.
VN-A612
ABOVE ACCELERATION ALTITUDE (OR ONCE IN CLIMB PHASE)

The following procedure ensures that the aircraft is effectively accelerating toward climb speed.
 At F speed:
Note: For takeoff in CONF 1 + F, “F” speed does not appear.
FLAPS 1.......................................................................................................................... ORDER
FLAPS 1......................................................................................................................... SELECT
 At S speed:
Note: At heavy takeoff weight, the S speed on A321 may be higher than the MAX speed
of configuration 1 + F (215 kt). Continue to accelerate and on reaching 210 kt the
automatic flap retraction will occur and the MAX speed will move to 230 kt.
FLAPS 0.......................................................................................................................... ORDER
FLAPS 0......................................................................................................................... SELECT
GND SPLRS...................................................................................................................DISARM
NOSE sw...............................................................................................................................OFF
RWY TURN OFF sw.............................................................................................................OFF

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
OTHER EXTERIOR LIGHTS.......................................................................................AS RQRD

The flight crew can maintain the LAND LIGHTS selector set to ON, according to airline policy
or regulatory recommendations.
Note: The CRUISE SD page replaces the ENG SD page.
VN-A360, VN-A361, VN-A362, VN-A363, VN-A365, VN-A366, VN-A367, VN-A390, VN-A602, VN-A606, VN-A610
ABOVE ACCELERATION ALTITUDE (OR ONCE IN CLIMB PHASE)

The following procedure ensures that the aircraft is effectively accelerating toward climb speed.
 At F speed:
Note: For takeoff in CONF 1 + F, “F” speed does not appear.
FLAPS 1.......................................................................................................................... ORDER
FLAPS 1......................................................................................................................... SELECT
 At S speed:
Note: At heavy takeoff weight, the S speed on A321 may be higher than the MAX speed
of configuration 1 + F (225 kt). Continue to accelerate and on reaching 210 kt the
automatic flap retraction will occur and the MAX speed will move to 235 kt.
FLAPS 0.......................................................................................................................... ORDER
FLAPS 0......................................................................................................................... SELECT
GND SPLRS...................................................................................................................DISARM
NOSE sw...............................................................................................................................OFF
Note: The CRUISE SD page replaces the ENG SD page.
Applicable to: ALL
DERATED CLB OPS  ..............Refer to FCOM Supplementary Procedures section (Power Plant)

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER TAKEOFF
OPERATING MANUAL
AFTER TAKEOFF
Applicable to: ALL
APU BLEED pb .................................................................................................................... AS RQRD

If the APU has been used to supply air conditioning during takeoff, set the APU BLEED pb to OFF.
For use of the APU BLEED, Refer to LIM-49-20 Envelope.
APU MASTER SW pb .......................................................................................................... AS RQRD

Select IGN, if severe turbulence or heavy rain is encountered.
TCAS  Mode selector ...........................................................................................................TA/RA

Select TA/RA, if the takeoff has been performed with TA only.
ANTI-ICE pb-sw..................................................................................................................... AS RQRD

ENG ANTI ICE must be ON, when icing conditions are expected with a TAT at, or below, 10 °C.
Note: With ENG ANTI ICE ON, the FADEC automatically selects continuous ignition. The
IGNITION memo appears on ECAM.
AFTER TAKEOFF/CLIMB CHECKLIST down to the line................................................... COMPLETE

FCOM A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER TAKEOFF
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CLIMB
OPERATING MANUAL
CLIMB
Applicable to: VN-A365, VN-A366, VN-A367
Impacted by TDU: 00013057 Climb - Initial Climb
Normal vertical mode is CLB or OP CLB with managed speed active.

PF MCDU..............................................................................................................................PERF CLB
‐ PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will
reach the FCU selected altitude) but he may select other pages such as F-PLN page as may be
tactically necessary.
With the AP engaged, the PF will make any required flight plan revisions.
‐ The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that this OPT FL is
a function of the cost index (CI).
‐ The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot may enter a
cruise flight level above this level into the MCDU and the FMGS will accept it, provided that it does
not exceed the level at which the margin is reduced to 0.2 g.
PM MCDU.................................................................................................................................... F-PLN
PM MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisions to
the lateral or vertical flight plan).
CLIMB SPEED MODIFICATIONS
 If ATC, turbulence or operational considerations lead to a speed change:
Select the new speed with FCU SPD knob and pull.
Speed target is now “selected”.
To return to managed speed mode, push FCU SPD knob.
The speed target is now “managed”.
Note: The best speed (and rate of climb) for long-term situations lies between green dot
speed and ECON speed. At high altitude, acceleration from green dot to ECON
speed can take a long time.
EXPEDITE CLIMB 
 If ATC requires a rapid climb through a particular level:
Push the EXP pb on the FCU.
The target speed is now green dot speed. FMA :THR CLB /EXP CLB/NAV

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: Use EXP  only for short-term tactical situations. For the best overall economy fly
at ECON IAS.
To return to ECON CLB speed:
Push ALT knob.
Check FMA: THR CLB/CLB/NAV
BAROMETRIC REFERENCE................................................................... SET STD/CROSSCHECK

At transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standby
altimeter.
Cross-check baro settings and altitude readings.
CRZ FL...................................................................................................................... SET AS RQRD
‐ If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ
FL entered in the INIT A page during cockpit preparation. The MCDU will automatically take into
account a higher CRZ FL selected with the FCU ALT knob.
‐ If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on the
PROG page) the flight crew must insert this lower CRZ FL in the PROG page.
Otherwise there is no transition into CRZ phase : the managed speed targets and Mach are not
modified, and SOFT ALT mode is not available. In that case FMA will display: MACH/ALT/NAV
instead of MACH/ALT CRZ/NAV.
VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610, VN-A611, VN-A612

PF MCDU..............................................................................................................................PERF CLB

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PM MCDU.................................................................................................................................... F-PLN
EXPEDITE CLIMB 
at ECON IAS.
Push ALT knob.

altimeter.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CRZ FL...................................................................................................................... SET AS RQRD

Ident.: TDU / PRO-NOR-SOP-14-A-00013057.0006001 / 23 DEC 14
Applicable to: VN-A365, VN-A366, VN-A367
Impacted DU: 00010245 Climb - Initial Climb

PF MCDU..............................................................................................................................PERF CLB
PM MCDU.................................................................................................................................... F-PLN

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
EXPEDITE CLIMB 
at ECON IAS.
Push ALT knob.

altimeter.
Note: When STD is set on the EFIS control panel, the transponder transmits the last QNH or
QFE baro setting to the Air Traffic Control (ATC).
Only the FCU selected altitude, if used by the Air Traffic Control (ATC) on ground may be
misinterpreted.
CRZ FL...................................................................................................................... SET AS RQRD
Applicable to: ALL
AFTER TAKEOFF/CLIMB CHECKLIST below the line...................................................... COMPLETE

Applicable to: ALL
ANTI ICE ENG 1 pb and ANTI ICE ENG 2 pb .....................................................................AS RQRD

ENG ANTI ICE should be ON when the aircraft encounters icing conditions, unless the SAT is below
- 40 °C.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: TDU / PRO-NOR-SOP-14-A-00013047.0003001 / 03 MAR 14

Impacted DU: 00010259 Climb - Radar
RADAR.................................................................................................................... AS APPROPRIATE
FL 200.
correctly: down tilt until displaying ground echoes.
Ident.: TDU / PRO-NOR-SOP-14-A-00013047.0001001 / 16 NOV 11
Impacted DU: 00010259 Climb - Radar
Gain must be manually set to +8 when, MULTISCAN sw is set to AUTO and when flying below
FL 150.
MANUAL TILT.
techniques.
Applicable to: ALL
Impacted by TDU: 00013047 Climb - Radar

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
AT 10.000FT
LAND LIGHTS selector......................................................................................................RETRACT
SEAT BELTS sw................................................................................................................AS RQRD
EFIS option.........................................................................................................................AS RQRD
Select CSTR on one side, for grid MORA (if available), and ARPT on the other side.
ECAM MEMO....................................................................................................................... REVIEW
NAVAIDS.................................................................................................................................CLEAR
Clear manually tuned VORs from MCDU RAD NAV page.
SEC F-PLN page............................................................................................................... AS RQRD
Recopy the active flight plan in the secondary if an immediate return flight plan has been
constructed previously.
OPT/MAX ALT........................................................................................................................CHECK

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - CRUISE
OPERATING MANUAL
CRUISE
Applicable to: ALL
ECAM MEMO........................................................................................................................... REVIEW

ECAM SD PAGES....................................................................................................................REVIEW
Periodically review system display pages and, in particular:
ENG : Oil pressure and temperature
BLEED : BLEED parameters
ELEC : Parameters, GEN loads
HYD : A slight decrease in quantity is normal.
Fluid contraction during cold soak can be expected.
Green system is lower than on ground, following landing gear retraction.
FUEL : Fuel distribution.
COND : Duct temperature, compared with zone temperature.
Avoid large differences for passenger comfort.
FLT CTL : Note any unusual control surface position.
VN-A612
FLIGHT PROGRESS................................................................................................................. CHECK

Monitor flight progress in the conventional way.
When overflying a waypoint:
‐ Check track and distance to the next waypoint.
When overflying the waypoint, or every 30 min:
‐ Check FUEL : Check FOB (ECAM), and fuel prediction (FMGC), and compare with the computer
flight plan or the in-cruise quick-check table (Refer to QRH/PER-G In Cruise Quick Check at a
Given Mach Number).
Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at
departure. If the sum is unusually greater than the fuel on board at departure, suspect a frozen fuel
quantity indication. Maintenance action is due before the next flight. If the sum is unusually smaller
than the fuel on board at departure, or if it decreases, suspect a fuel leak.
CAUTION This check must also be performed each time a FUEL IMBALANCE procedure is
necessary. Perform the check before applying the FUEL IMBALANCE procedure.
If a fuel leak is confirmed, apply the FUEL LEAK procedure.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FLIGHT PROGRESS................................................................................................................. CHECK

Monitor flight progress in the conventional way.
When overflying a waypoint:
‐ Check track and distance to the next waypoint.
When overflying the waypoint, or every 30 min:
‐ Check FUEL : Check FOB (ECAM), and fuel prediction (FMGC), and compare with the computer
flight plan or the in-cruise quick-check table (Refer to QRH/PER-G In Cruise Quick Check at a
Given Mach Number).
departure. If the sum is unusually greater than the fuel on board at departure, suspect a frozen fuel
quantity indication. Maintenance action is due before the next flight. If the sum is unusually smaller
than the fuel on board at departure, or if it decreases, suspect a fuel leak.
Note: If the FU indication on the FUEL SD page system page is frozen at 9 990 kg, refer to the 5
digit FU indication on the ENGINE SD page system page to obtain the FU data.
CAUTION This check must also be performed each time a FUEL IMBALANCE procedure is
necessary. Perform the check before applying the FUEL IMBALANCE procedure.
If a fuel leak is confirmed, apply the FUEL LEAK procedure.
Applicable to: ALL
STEP FLIGHT LEVEL.............................................................................................AS APPROPRIATE

Applicable to: ALL
NAVIGATION ACCURACY....................................................................................................MONITOR
On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS
PRIMARY is available.
Otherwise, a navigation accuracy check must be performed especially when any of the following
occurs:
‐ GPS PRIMARY LOST appears on the ND (GPS  )
‐ IRS only navigation
‐ The PROG page displays LOW accuracy
‐ “NAV ACCUR DOWNGRAD” appears on the MCDU.
Refer to DSC-22_20-20-20 Navigation Accuracy Check.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: Methods for checking accuracy:

 If the check is positive (error ≤ 3 N.m): FM position is reliable.
Use ND (ARC or NAV) and managed lateral guidance.
 If the check is negative (error > 3 N.m): FM position is not reliable.
Use raw data for navigation and monitor it.
 If there is a significant mismatch between the display and the real position:
Disengage MANAGED NAV mode and use raw data navigation (possibly switching
to ROSE VOR, so as not to be misled by FM data).
Ident.: TDU / PRO-NOR-SOP-15-A-00013068.0001001 / 16 NOV 11
Impacted DU: 00010291 Cruise - Radar Tilt
RADAR ...................................................................................................................AS APPROPRIATE

Gain must be manually set to +8, when MULTISCAN sw is set to AUTO and when flying below
FL 150.
MANUAL TILT.
techniques.
Impacted DU: 00010291 Cruise - Radar Tilt

FL FL 200.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Applicable to: ALL
Impacted by TDU: 00013068 Cruise - Radar Tilt

Applicable to: ALL
 If the oxygen mask has been used:

OXYGEN MASK ................................................................................................................. CHECK
Check that the oxygen mask has been properly stowed, Refer to DSC-35-20-10 General.

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT PREPARATION
OPERATING MANUAL
DESCENT PREPARATION
Ident.: PRO-NOR-SOP-16-A-00011551.0001001 / 30 JUN 14
Applicable to: ALL
Descent preparation and approach briefing should be completed before top of descent.
Applicable to: ALL
WEATHER AND LANDING INFORMATION.............................................................................OBTAIN

Check weather reports at ALTERNATE and DESTINATION airports. Airfield data should include
runway in use for arrival.
Note: When operating in cold weather conditions, consider altitude correction. Refer to
PER-OPD-GEN ALTITUDE TEMPERATURE CORRECTION.
Applicable to: ALL
LANDING PERFORMANCE.................................................................................................. CONFIRM

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, weather
conditions, in-flight failure affecting performance, diversion).
Note: 1. If the weather conditions are expected to change at the landing airport, or in the event
of significant precipitation, the flight crew should consider a second calculation of the
in-flight landing distance with the worst possible runway condition.
2. The selection of REV MAX is the standard practice for landing.
However, on dry runways the flight crew may select REV IDLE.
On WET runways (runway surface condition GOOD), the flight crew may select REV
IDLE, if all the following conditions are satisfied:
‐ A landing distance assessment has been made with the following parameters:
• MEDIUM TO POOR landing performance level for the in-flight landing distance
computation
• No reverser credit
‐ The result of this landing distance assessment is within the LDA.

ARRIVAL page...................................................................................................... COMPLETE/CHECK

Insert APPR, STAR, APPR VIA and TRANS if applicable. (Access by lateral revision at destination.)

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
F-PLN A page............................................................................................................................ CHECK

‐ Ensure that the inserted F–PLN agrees with planned approach and missed approach.
‐ Use the scroll key to check the F–PLN thoroughly, using ND in PLAN mode as necessary.
Tracks and distances between waypoints are displayed on the second line from the top of the
MCDU. Approach and Missed Approach tracks and distances must be checked from the appropriate
navigation charts.
‐ Check speed constraints. Add new speed constraints if required.
‐ Check altitude constraints. Add new altitude constraints if required.
Note: The FMS may have deleted the altitude constraints that are at or above the CRZ
FL, or at or above any previous lower CRZ FL in the case of step climbs (Refer to
DSC-22_20-30-20-05 Vertical Constraints (Speed, Altitude, Time)).
In that case,
‐ Insert again the affected procedures (STAR, APPR VIA or TRANS)
The FMS keeps the altitude constraints that are below the CRZ FL, and deletes again
the altitude constraints that are above current CRZ FL. The FMS may also delete the
altitude constraints that are at current CRZ FL, and the altitude constraint windows that
have a constraint at or above current CRZ FL.
‐ Manually enter the altitude constraints that are below current CRZ FL using the MCDU
Vertical Revision pages.
It is not possible to enter an altitude constraint at the CRZ FL.
In the case of an "AT" or "AT OR ABOVE" altitude constraint at the CRZ FL, ensure
that the altitude constraint is met before initiating the descent.
‐ In all cases, do not modify the final approach (FAF to runway or MAP), including altitude
constraints.
‐ Identify the position and the altitude of Final Descent Point (FDP) and check the value of the FPA
after this FDP,
‐ Identify the Missed Approach Point.
DES WIND................................................................................................................................. CHECK
Enter winds for descent starting at cruise flight level.
PERF CRUISE page.................................................................................................................. CHECK
Modify the cabin descent rate if different pressure rate is required.
PERF DES page........................................................................................................................ CHECK
Prior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other than
ECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
one for the descent path and T/D computation, and it will be used for the managed speed descent
profile (instead of ECON).
A speed limit of 250 kt below 10 000 ft is the defaulted speed, in the managed speed descent profile.
The flight crew may delete or modify it if necessary on the VERT REV at DEST page.
PERF APPR page................................................................................................. COMPLETE/CHECK
Enter the QNH, temperature, and wind at destination.
L13
Note: Insert the average wind given by the ATC or ATIS. Do not insert the gust value. During
approach, the Ground Speed Mini function (manage speed mode) takes into account the
instantaneous gust.
For more information: Refer to Ground Speed Mini Function.
For example, if the wind is 15020G35KT, insert 150/20.
Insert the minimum.
Note: To avoid undershooting the published minimum during go-around, due to aircraft inertia
during pull-up, some Authorities may require Operators to add a specific number of feet to
the published minimum.
CAUTION If the QNH altimeter setting is used for an aircraft with the QFE option  , Refer to
PRO-SUP-34 QNH use for aircraft equipped with QFE option.
Note: Changing the RWY or type of arrival (VOR, ILS) automatically erases the previous
minimum.
Note: After the activation of the SEC F-PLN, check the VAPP, and modify if necessary.
Check or modify the landing configuration. Always select the landing configuration on the PERF APP
page: CONF FULL in the normal landing configuration. CONF 3 should be considered, depending
on the available runway length and go-around performance, or if windshear/severe turbulence is
considered possible during approach.
Check or modify the transition altitude.
PERF GO-AROUND page.......................................................................................... CHECK/MODIFY
Check THR RED ALT and ACC ALT, and modify, if necessary.
RAD NAV page.......................................................................................................................... CHECK
‐ Set navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DME
exists close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, for
NAV ACCY monitoring during descent.
‐ When the flight plan calls for an NDB approach, the system automatically tunes the ADF, only
when the aircraft is passing the first fix of the approach. Therefore, it is convenient to manually
tune the ADF earlier (before activating the approach phase).

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SEC F-PLN page................................................................................................................... AS RQRD

Before the top of descent, the SEC F-PLN should either be set to an alternate runway for destination,
or to the landing runway in case of circling. In all cases, routing to the alternate should be available.
If there is a last-minute runway change, then the flight crew only needs to activate the secondary
F-PLN, without forgetting to check/set the new minimum and navaids.
ARRIVAL page...................................................................................................... COMPLETE/CHECK

Insert APPR, STAR, APPR VIA and TRANS if applicable. (Access by lateral revision at destination.)
F-PLN A page............................................................................................................................ CHECK
‐ Ensure that the inserted F–PLN agrees with planned approach and missed approach.
‐ Use the scroll key to check the F–PLN thoroughly, using ND in PLAN mode as necessary.
Tracks and distances between waypoints are displayed on the second line from the top of the
MCDU. Approach and Missed Approach tracks and distances must be checked from the appropriate
navigation charts.
‐ Check speed constraints. Add new speed constraints if required.
‐ Check altitude constraints. Add new altitude constraints if required.
Note: The FMS may have deleted the altitude constraints that are at or above the CRZ
FL, or at or above any previous lower CRZ FL in the case of step climbs (Refer to
DSC-22_20-30-20-05 Vertical Constraints (Speed, Altitude, Time)).
In that case,
‐ Insert again the affected procedures (STAR, APPR VIA or TRANS)
The FMS keeps the altitude constraints that are below the CRZ FL, and deletes again
the altitude constraints that are above current CRZ FL. The FMS may also delete the
altitude constraints that are at current CRZ FL, and the altitude constraint windows that
have a constraint at or above current CRZ FL.
‐ Manually enter the altitude constraints that are below current CRZ FL using the MCDU
Vertical Revision pages.
It is not possible to enter an altitude constraint at the CRZ FL.
In the case of an "AT" or "AT OR ABOVE" altitude constraint at the CRZ FL, ensure
that the altitude constraint is met before initiating the descent.
‐ In all cases, do not modify the final approach (FAF to runway or MAP), including altitude
constraints.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
‐ Identify the position and the altitude of Final Descent Point (FDP) and check the value of the FPA
after this FDP,
‐ Identify the Missed Approach Point.
DES WIND................................................................................................................................. CHECK
Enter winds for descent starting at cruise flight level.
PERF CRUISE page.................................................................................................................. CHECK
Modify the cabin descent rate if different pressure rate is required.
PERF DES page........................................................................................................................ CHECK
Prior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other than
ECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now the
one for the descent path and T/D computation, and it will be used for the managed speed descent
profile (instead of ECON).
A speed limit of 250 kt below 10 000 ft is the defaulted speed, in the managed speed descent profile.
The flight crew may delete or modify it if necessary on the VERT REV at DEST page.
PERF APPR page................................................................................................. COMPLETE/CHECK
Enter the QNH, temperature, and wind at destination.
L13
Note: Insert the average wind given by the ATC or ATIS. Do not insert the gust value. During
approach, the Ground Speed Mini function (manage speed mode) takes into account the
instantaneous gust.
For more information: Refer to Ground Speed Mini Function.
For example, if the wind is 15020G35KT, insert 150/20.
Insert the minimum.
Note: To avoid undershooting the published minimum during go-around, due to aircraft inertia
during pull-up, some Authorities may require Operators to add a specific number of feet to
the published minimum.
CAUTION If the QNH altimeter setting is used for an aircraft with the QFE option  , Refer to
PRO-SUP-34 QNH use for aircraft equipped with QFE option.
Note: Changing the RWY or type of approach automatically erases the previous minimums.
Note: After the activation of the SEC F-PLN, check the VAPP, and modify if necessary.
Check or modify the landing configuration. Always select the landing configuration on the PERF APP
page: CONF FULL in the normal landing configuration. CONF 3 should be considered, depending
on the available runway length and go-around performance, or if windshear/severe turbulence is
considered possible during approach.
Check or modify the transition altitude.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PERF GO-AROUND page.......................................................................................... CHECK/MODIFY

Check THR RED ALT and ACC ALT, and modify, if necessary.
RAD NAV page.......................................................................................................................... CHECK
‐ Set navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DME
exists close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, for
NAV ACCY monitoring during descent.
‐ When the flight plan calls for an NDB approach, the system automatically tunes the ADF, only
when the aircraft is passing the first fix of the approach. Therefore, it is convenient to manually
tune the ADF earlier (before activating the approach phase).
SEC F-PLN page................................................................................................................... AS RQRD
Before the top of descent, the SEC F-PLN should either be set to an alternate runway for destination,
or to the landing runway in case of circling. In all cases, routing to the alternate should be available.
If there is a last-minute runway change, then the flight crew only needs to activate the secondary
F-PLN, without forgetting to check/set the new minimum and navaids.
Applicable to: ALL
GPWS LDG FLAP 3 pb-sw....................................................................................................AS RQRD

If the pilot plans on landing in FLAPS 3 configuration, the GPWS LDG FLAP 3 pb-sw should be set to
ON.
Applicable to: ALL
LDG ELEV..................................................................................................................................CHECK
Check that the LDG ELEV AUTO green is displayed on the ECAM CRUISE page, and check the
associated value.
Applicable to: ALL
AUTO BRK............................................................................................................................. AS RQRD

Use of autobrake is preferable.
Use of MAX mode is not recommended at landing.
On short or contaminated runways, use MED mode.
On long runways, LO mode is recommended.
Note: If, on very long runways, the flight crew anticipates that braking will not be needed, use of
the autobrake is not necessary.
Firmly press the appropriate pushbutton, according to the runway length and condition, and check
that the related ON light comes on.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
APPROACH BRIEFING........................................................................................................ PERFORM

Applicable to: ALL
TERR ON ND  .................................................................................................................AS RQRD

‐ In mountainous areas, consider displaying terrain on ND.
‐ If use of radar is required, consider selecting the radar display on the PF side, and TERR ON ND
on the PM side only.
‐ If NAV ACCURACY is LOW, do not use TERR on ND.
Impacted DU: 00011545 Descent Preparation - Radar
RADAR.....................................................................................................ADJUST AS APPROPRIATE
FL 200.
Impacted DU: 00011545 Descent Preparation - Radar
Gain must be manually set to +8 when, MULTISCAN sw is set to AUTO and when flying below
FL 150.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MANUAL TILT.
techniques.
Applicable to: ALL
Impacted by TDU: 00013353 Descent Preparation - Radar
Applicable to: ALL
ENG ANTI ICE pb-sw ...........................................................................................................AS RQRD

During descent, ENG ANTI ICE must be ON when icing conditions are encountered.
(Refer to PRO-SUP-30 Icing Conditions)
When ENG ANTI ICE is ON, the FADEC automatically controls continuous ignition and selects a
higher idle thrust which gives better protection against flame-out. The IGNITION memo appears on
the ECAM.
WING ANTI ICE pb-sw .........................................................................................................AS RQRD
ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot can
compensate for this by increasing the descent speed, or by extending up to half speedbrakes.
Applicable to: ALL
DESCENT CLEARANCE...........................................................................................................OBTAIN
CLEARED ALTITUDE ON FCU...................................................................................................... SET
When clearance is obtained, set the ATC-cleared altitude (FL) on the FCU (also considering what is
the safe altitude).
If the lowest safe altitude is higher than the ATC-cleared altitude, check with the ATC that this
constraint applies.
If it is confirmed, set the FCU altitude to the safe altitude, until it is safe to go to the ATC-cleared
altitude.

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - DESCENT
OPERATING MANUAL
DESCENT INITIATION
Ident.: PRO-NOR-SOP-17-00011541.0001001 / 03 NOV 14
Applicable to: ALL
DESCENT................................................................................................................................ INITIATE
The normal method of initiating the descent is to select DES mode at the FMGS calculated top of
descent (T/D).
 If ATC requires an early descent:
Use DES mode which will guide the aircraft down at a lower vertical speed in order to converge
on the required descent path. (The pilot may use a V/S of -1 000 ft/min).
 If ATC delays the descent:
Beyond T/D, the PFD and the MCDU display either "DECELERATE" or "T/D REACHED"
message. This suggests to the crew that it starts reducing speed towards green dot speed (with
ATC permission). When cleared to descend, select DES mode with managed speed active.
DESCENT MONITORING
Applicable to: ALL
PF MCDU ............................................................................................................... PROG/PERF DES

PF MCDU should be set to PROG or PERF DES page:
‐ PROG page in order to get VDEV or RQD DIST TO LAND/DIRECT DIST TO DEST information
‐ PERF DES in order to get predictions down to any inserted altitude in DES/OP DES modes and
EXP mode  .
PM MCDU .................................................................................................................................. F-PLN
DESCENT............................................................................................................... MONITOR/ADJUST
Refer to PRO-NOR-SRP-01-60 Descent Monitoring - DES Mode Engaged

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
‐ When flying in NAV mode, use DES mode.

The aircraft descends along the descent flight path: the PFD and PROG page display VDEV, and
so it can be monitored. All constraints of the flight plan are taken into account for the guidance.
‐ When the aircraft is flying in HDG or TRK mode, and thus out of the lateral F-PLN, DES mode is
not available.
The NDs show a level-off symbol along the flight path. Its position is based on the current active
modes .AP/FD and A/THR
The flight crew can use this symbol to monitor the descent.
MCDU predictions assume a return to the lateral F-PLN and descent flight path.
Note that whenever the lateral mode is changed from NAV to HDG/TRK the vertical mode reverts
to V/S at the value pertaining at the time of the mode change.
‐ From time to time during stabilized descent, the flight crew may select FPA to check that the
remaining distance to destination is approximately the altitude change required divided by the FPA
in degrees.
FPA (°) = ΔFL/DIST (NM)
DESCENT ADJUSTMENT
Applicable to: ALL
To increase the rate of descent:

‐ Increase descent speed (by use of selected speed) if comfort and ATC permit. It is economically
better (Time/Fuel) than the following procedures.
‐ Maintain high speed as long as possible. (SPD LIM may be suspended, subject to ATC
clearance).
‐ If the aircraft is high and at high speed, it is more efficient to keep the high speed to ALT* and
decelerate, rather than to mix descent and deceleration.
‐ If the aircraft goes below the desired profile, use SPEED and the V/S mode to adjust the rate of
descent.
Note: EXPEDITE DESCENT.
If a high rate of descent is required, push the EXPED pushbutton  on the FCU. The
target speed for the descent now becomes M 0.8 or 340 kt, whichever is lower. The FMA
will display THRIDLE/EXP DES/NAV.
To return to DES mode, push the FCU ALT knob.
To return to SPEED/V/S modes, pull the FCU V/S knob.
In all cases, monitor the FMA to ensure that the mode engages properly.

FCOM ← B to C → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
If engine anti-ice is selected in descent, the flight idle is increased. So, to maintain the rate of
descent that the airplane had before engine anti-ice selection it may be necessary to use up to half
speedbrakes to maintain the required rate of descent, in OPEN DES vertical mode. If the rate of
descent has to be increased, full speedbrakes may be used.
In DES mode: If the aircraft is on, or below, the flight path and the ATC requires a higher rate of
descent, do not use speedbrakes because the rate of descent is dictated by the planned flight path.
Thus, the A/THR may increase thrust to compensate for the increase in drag. In this case, use OPEN
DES with speedbrakes.
Note: 1. If speedbrakes are used above 315 kt/M .75, with the AP engaged, their rate of retraction
is low (total time for retraction from full extension is approximately 25 s). The ECAM
memo page displays SPD BRAKES in amber until retraction is complete.
2. In order to avoid overshooting the altitude, due to speedbrake retraction in ALT* mode,
retract the speedbrakes at least 2 000 ft before the selected altitude.
BARO REF.......................................................................................................................................SET
Set QNH on the EFIS control panel and on the standby altimeter, when approaching the transition
level and when cleared for an altitude.
Crosscheck BARO settings and altitude readings.
BARO REF.......................................................................................................................................SET
Set QNH (or QFE) on the EFIS control panel and on the standby altimeter, when approaching the
transition level and when cleared for an altitude.
Crosscheck BARO settings and altitude readings.
Applicable to: ALL
ECAM STATUS..........................................................................................................................CHECK
‐ Check that there is no status reminder on the upper ECAM display.
‐ If there is a status reminder, check the aircraft STATUS.
‐ Check the ECAM status page before completing the approach checks. Take particular note of any
degradation in landing capability, or any other aspect affecting the approach and landing.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
AT 10 000 FT
LAND lights selector.................................................................................................................... SET
LAND lights may be switched ON, according to the airline policy/regulatory recommendations.
SEAT BELTS sw........................................................................................................................... ON
EFIS option pb.......................................................................................................................... CSTR
Select CSTR on both sides.
LS pb.................................................................................................................................. AS RQRD
Select LS, if an ILS or LOC approach is intended.
The PFD displays the LOC and glide scales and deviation symbol, if there is a valid ILS signal.
RAD NAVAIDS............................................................................................SELECTED/IDENTIFIED
Ensure that appropriate radio NAVAIDS are tuned and identified.
For NDB approaches, manually select the reference NAVAID.
Applicable to: ALL

‐ Select IGN if the runway is covered with standing water, or if heavy rain or severe turbulence is
expected during approach or go-around area.
Applicable to: ALL
NAV ACCURACY....................................................................................................................... CHECK

On aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPS
PRIMARY function is available.
Otherwise, crosscheck NAV ACCURACY using the PROG page (BRG/DIST computed data), and
the ND (VOR/DME raw data).
APPROACH CHECKLIST
Applicable to: ALL
APPROACH CHECKLIST
APPROACH CHECKLIST............................................................................................ PERFORMED

FCOM ← C to D 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - APPROACH
OPERATING MANUAL
Approach General
INTRODUCTION
Applicable to: ALL
The APPROACH section provides the standard operating procedures for the following approach
types:
‐ ILS / MLS  / GLS  approaches
‐ Conventional approaches: VOR, VOR-DME, NDB, NDB-DME
‐ Approaches based on a LOC signal without any G/S signal: LOC ONLY, ILS G/S OUT, LOC B/C
‐ RNAV approaches including:
• RNAV(GNSS) approaches with LNAV minimum or LNAV/VNAV minimum
• RNAV(RNP) approaches for which Authorization is Required (AR) - If capability installed.
Note: In relation to the names in the ICAO Performance-Based Navigation (PBN) Manual:
‐ "RNP APCH operations" corresponds to RNAV(GNSS) approaches
‐ "RNP AR APCH operations" corresponds to RNAV(RNP) approaches.
CROSS-REFERENCE TABLE
Applicable to: ALL
This table provides Guidance Modes that may be used depending on the Approach Types.
Guidance Modes per Approach Types
LOC G/S FINAL APP LOC FPA NAV FPA TRK FPA
ILS / MLS  Refer to APPR
N/A N/A N/A N/A
/ GLS  using LOC G/S
Refer to APPR
LOC ONLY
N/A N/A using FPA N/A N/A
ILS G/S OUT Guidance
Refer to APPR
LOC B/C N/A N/A N/A N/A using FPA
Guidance
RNAV(GNSS)
Refer to APPR
with LNAV/VNAV N/A
using FINAL APP
N/A Not Authorized Not Authorized
minima
Refer to Refer to APPR
RNAV(GNSS) with
N/A APPR using N/A using FPA Not Authorized
LNAV minima FINAL APP (1) Guidance
HVN FCOM A321 FLEET PRO-NOR-SOP-18-A P 1/4

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Guidance Modes per Approach Types
LOC G/S FINAL APP LOC FPA NAV FPA TRK FPA
RNAV(GNSS)
N/A Not Authorized N/A Not Authorized Not Authorized
with LPV minima
VOR
Refer to Refer to APPR Refer to APPR
VOR-DME
N/A APPR using N/A using FPA using FPA
NDB FINAL APP (1) Guidance Guidance
NDB-DME
(1) The FINAL APP is the recommended guidance mode for this type of approach.
For Visual Approach, Refer to Visual Approach

For Circling Approach, Refer to Circling Approach
FLYING REFERENCE
Applicable to: ALL
Use the following recommended flying reference:

‐ In vertical managed modes: HDG-V/S reference associated with the FD crossbars
‐ In vertical selected modes: TRK-FPA reference associated with FPD.
STABILIZATION CRITERIA
Applicable to: ALL
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at
1 000 ft above airfield elevation in instrument conditions, (or at 500 ft above airfield elevation in visual
conditions).
In order to be stabilized, all of the following conditions must be verified before, or at this stabilization
height:
‐ The aircraft is on the correct lateral and vertical flight path
‐ The aircraft is in the desired landing configuration
‐ The thrust is stabilized, usually above idle, in order to maintain the target approach speed along
the desired final approach path
‐ There is no excessive flight parameter deviation.

FCOM ← B to D → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
If the aircraft is not stabilized on the approach path in landing configuration in the following
conditions:
‐ at 1 000 ft above airfield elevation in instrument conditions, or
‐ at 500 ft above airfield elevation in visual conditions, or
‐ as required by Operator policies/regulations.
Then a go around must be initiated unless the flight crew estimates that only small corrections are
necessary to rectify minor deviations from stabilized conditions due, amongst others, to external
perturbations.
APPROACH SPEED TECHNIQUE

Applicable to: ALL
DECELERATED APPROACH
The decelerated approach with FD or AP/FD guidance is the standard flying technique for ILS /
MLS  / GLS  approaches and approaches using FLS  or FINAL APP guidance.
EARLY STABILIZED APPROACH
Under certain circumstances, the flight crew may decide to reduce the speed down to VAPP in the
landing configuration at the Final Descent Point (i.e. approach via selected guidance, high glide
path angle, low altitude intermediate approach, etc.). In order to obtain a valuable deceleration
pseudo waypoint and to ensure a timely deceleration, the flight crew should enter VAPP as a
speed constraint at the Final Descent Point.
DISCONTINUED APPROACH
Applicable to: ALL
In order to discontinue an approach when the aircraft is at or above the altitude selected on the
FCU, the flight crew can either:
‐ Apply the GO AROUND procedure, or
‐ Apply the discontinued approach technique.
When the aircraft is below the FCU altitude, the flight crew must apply the GO AROUND
procedure.

FCOM ← D to F → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If at or above the FCU altitude:

Announce "CANCEL APPROACH".
To disarm any AP/FD approach mode, press APPR pb or LOC pb.
Note: Valid only for ILS / MLS  / GLS  / FLS  or FINAL APP guidance.
Select lateral mode as required (NAV or HDG mode).
Select vertical mode as required (level off or adjust V/S).
Select SPEED and adjust.
 If F-PLN has no destination anymore:
Perform a LAT REV at the last waypoint and redefine the destination in the NEW DEST field.
Note: 1. The FMS does not automatically string the previous flown approach in the active F-PLN
when the aircraft overflies the last waypoint. The FMS has no more destination in the
F-PLN.
2. Because the thrust levers are not set to TOGA detent, the FMS remains in approach
phase.

FCOM ←F 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Aircraft Configuration Management
INITIAL APPROACH
Ident.: PRO-NOR-SOP-18-B-A-00014494.0001001 / 29 MAY 13
Applicable to: ALL
GENERAL
The initial approach procedure described here is a general guidance whatever the type of
approach expected.
Ident.: PRO-NOR-SOP-18-B-A-00014493.0001001 / 03 MAR 14
Applicable to: ALL
INITIAL APPROACH
F-PLN SEQUENCING...........................................................................................................ADJUST
‐ The NAV mode will be available after GO AROUND if the F-PLN is properly sequenced. A good
cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper right side of the
ND, which should remain meaningful.
‐ In NAV mode, the F-PLN will sequence automatically.
‐ In HDG/TRK mode, the F-PLN will sequence automatically only if the aircraft flies close to the
F-PLN route.
APPROACH PHASE............................................................................................CHECK/ACTIVATE
‐ If the aircraft overflies the DECEL pseudo waypoint in NAV mode, the APPR phase activates
automatically.
‐ If the aircraft is in HDG/TRK mode, approximately 15 nm from touchdown, activate and confirm
APPROACH phase on the MCDU (PERF DES page).
MANAGED SPEED................................................................................................................ CHECK
‐ If ATC requires a particular speed, use selected speed. When the ATC speed constraint no
longer applies, return to managed speed.
FLIGHT PATH....................................................................................................................MONITOR
‐ In NAV mode, use VDEV information on the PFD and PROG page.
‐ In HDG/TRK mode, use the energy circle on ND representing the required distance to land.
HVN FCOM A321 FLEET PRO-NOR-SOP-18-B P 1/8

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SPEED BRAKES lever.......................................................................................................AS RQRD

‐ If the flight crew uses the speed brakes to increase the rate of deceleration or to increase the
rate of descent, the VLS will increase as well:
• The flight crew should ensure that appropriate speed margin exists before the extension of
the speed brakes
• If the speed brakes are extended, the flight crew should ensure that appropriate speed
margin exists before the beginning of a turn.
This will avoid the activation of the Alpha-Floor protection.
Note: In clean configuration, the VLS with speed brakes fully extended may be higher than
green dot speed or VFE FLAP 1.
Ident.: TDU / PRO-NOR-SOP-18-B-A-00014648.0002001 / 29 MAY 13

Impacted DU: 00014647 Initial Approach - Radar
RADAR
RADAR................................................................................................. ADJUST AS APPROPRIATE
‐ Gain must be manually set to +8 when MULTISCAN selector is set to AUTO and when flying
below FL 150.
‐ MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operations in
good or non significant weather conditions, no weather pattern will be displayed on the NDs. In
this case, the flight crew confirms correct radar operation, using temporarily MANUAL TILT.
‐ The flight crew monitors the weather radar display in AUTO mode, and confirms any weather
display that is ambiguous or unexpected using manual tilt according to standard techniques.
Ident.: TDU / PRO-NOR-SOP-18-B-A-00014648.0003001 / 03 MAR 14
Impacted DU: 00014647 Initial Approach - Radar
RADAR
‐ Gain must be manually set to +4 when MULTISCAN selector is set to AUTO and when flying
below FL 200.
‐ If the weather is good, or not significant, in order to check that the radar is operating correctly:
down tilt under displaying ground echoes.
‐ If the weather display is ambiguous or unexpected, in order to better analyze the weather

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
‐ In particular below FL 200, for situations with low level weather, weather with low reflectivity or
in front of suspected active cells, the flight crew should switch to manual mode and adjust the tilt
setting downward until the weather is detected or the ground clutter appears on the upper part
of the display.
‐ In addition, the flight crew may increase the manual gain control to display lower reflectivity
targets. The manual gain control can be increased in both AUTO and manual modes to display
lower levels of weather. In both cases, ground clutter may also be displayed as a result of low
settings and/or increased gain.
Applicable to: ALL
Impacted by TDU: 00014648 Initial Approach - Radar
RADAR
Applicable to: ALL
NAVIGATION ACCURACY
NAV ACCURACY...............................................................................................................MONITOR
‐ When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.
‐ If GPS PRIMARY is lost, or GPS not installed, check on PROG page that the required
navigation accuracy is appropriate to the phase of flight.
‐ If NAV ACCURACY is LOW, at least one ND must be in ROSE LS/VOR depending on the
approach.
INTERMEDIATE/FINAL APPROACH
Ident.: PRO-NOR-SOP-18-B-B-00014501.0001001 / 29 MAY 13
Applicable to: ALL
GENERAL
The intermediate and final approach procedure described here is general guidance whatever the
type of approach expected.
Ident.: PRO-NOR-SOP-18-B-B-00014500.0002001 / 25 AUG 14
Applicable to: ALL
AT GREEN DOT SPEED

FLAPS 1............................................................................................................................... ORDER

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FLAPS 1................................................................................................................................SELECT
‐ At high weights, if the green dot speed is close to VFE NEXT, the flight crew may select a lower
speed.
‐ FLAPS 1 should be selected more than 3 nm before the Final Descent Point.
‐ Check deceleration toward "S" speed.
‐ For decelerated approaches, the aircraft must reach or be established on the final descent with
FLAPS 1 and "S" speed at or above 2 000 ft AGL.
‐ If the aircraft does not decelerate on the flight path or aircraft speed is significantly higher than
"S" speed, extend the landing gear in order to slow down. The use of speedbrakes is possible.
The flight crew should be aware that the use of speedbrakes causes an increase in VLS.
TCAS Mode selector......................................................................................................TA or TA/RA
‐ FAA recommends to select TA only mode:
• In case of known nearby traffic which is in visual contact
• At particular airports and during particular procedures identified by an Operator as having
a significant potential for unwanted or inappropriate resolution advisories (closely spaced
parallel runways, converging runway, low terrain along the final approach, etc.).
Ident.: PRO-NOR-SOP-18-B-B-00014499.0001001 / 09 MAR 15
Applicable to: ALL
AT 2 000 FT AGL MINIMUM

FLAPS 2............................................................................................................................... ORDER
FLAPS 2................................................................................................................................SELECT
‐ Check deceleration toward "F" speed.
‐ For ILS / MLS  / GLS  and approaches using FLS  , if the aircraft intercepts the flight
path below 2 000 ft AGL, select FLAPS 2 at one dot below the flight path.
‐ If the aircraft speed is significantly higher than "F" speed on the flight path, or the aircraft does
not decelerate on the flight path, extend the landing gear in order to slow down the aircraft. The
use of speed brakes is not recommended.
‐ When the speed brakes are deployed, extending the flaps beyond FLAPS 1 may induce a
slight roll movement, and in calm conditions a small lateral control asymmetry may remain until
disturbed by a control input or by an atmospheric disturbance.
Ident.: PRO-NOR-SOP-18-B-B-00014498.0001001 / 05 JAN 15
Applicable to: ALL
WHEN FLAPS ARE AT 2

L/G DOWN ............................................................................................................................ORDER
L/G lever...................................................................................................................SELECT DOWN

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
AUTO BRK ........................................................................................................................CONFIRM

‐ If the runway conditions have changed from the approach briefing, consider another braking
mode.
GROUND SPOILERS ................................................................................................................ARM
NOSE sw.....................................................................................................................................TAXI
RWY TURN OFF sw..................................................................................................................... ON
WHEN LANDING GEAR IS DOWN

FLAPS 3.................................................................................................................................ORDER
FLAPS 3................................................................................................................................SELECT
‐ Retract the speed brakes before selecting FLAPS 3 to prevent a pitch down when the speed
brakes automatically retract.
ECAM WHEEL SD page ...................................................................................................... CHECK
‐ WHEEL SD page appears below 15 500 ft when landing gear is extended.
‐ Check for three green indications on the landing gear indicator panel. At least one green triangle
on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gear
is downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that
the landing gear is downlocked.
 If residual pressure is indicated on the triple indicator:
RESIDUAL BRAKING PROC........................................................................................... APPLY
FLAPS FULL.......................................................................................................................... ORDER
FLAPS FULL......................................................................................................................... SELECT
‐ Check deceleration towards VAPP.
‐ Check correct TO waypoint on the ND.
A/THR........................................................................................CHECK IN SPEED MODE OR OFF
WING ANTI-ICE pb-sw................................................................................................................OFF
‐ Switch the WING ANTI ICE pb-sw to ON, only in severe icing conditions.
SLIDING TABLE  ...............................................................................................................STOW
LDG MEMO...........................................................................................................CHECK NO BLUE
CABIN CREW........................................................................................................................ ADVISE
LANDING CHECKLIST................................................................................................... COMPLETE

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FLIGHT PARAMETERS.....................................................................................................MONITOR
‐ The PF announces any FMA modification.
‐ The PM calls out, if:
• The speed goes lower than the speed target -5 kt , or greater than the speed target +10 kt
• The pitch attitude goes lower than -2.5 °, or greater than +7.5 ° nose up
• The bank angle becomes greater than 7 °
• The descent rate becomes greater than 1 200 ft/min
‐ Following PM flight parameter exceedance callout, the suitable PF response will be:
• Acknowledge the PM callout, for proper crew coordination purposes
• Take immediate corrective action to control the exceeded parameter back into the defined
stabilized conditions
• Assess whether stabilized conditions will be recovered early enough prior to landing,
otherwise initiate a go-around.
WHEN LANDING GEAR IS DOWN

FLAPS 3.................................................................................................................................ORDER
FLAPS 3................................................................................................................................SELECT
‐ Retract the speed brakes before selecting FLAPS 3 to prevent a pitch down when the speed
brakes automatically retract.
ECAM WHEEL SD page ...................................................................................................... CHECK
‐ WHEEL SD page appears below 15 500 ft when landing gear is extended.
‐ Check for three green indications on the landing gear indicator panel. At least one green triangle
on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gear
is downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm that
the landing gear is downlocked.
 If residual pressure is indicated on the triple indicator:
RESIDUAL BRAKING PROC........................................................................................... APPLY
‐ Due to the accomplishment of the alternate braking functional test after the landing gear is
downlocked, brief brake pressure indications may be observed on BRAKES PRESS.
FLAPS FULL.......................................................................................................................... ORDER

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FLAPS FULL......................................................................................................................... SELECT

‐ Check deceleration towards VAPP.
‐ Check correct TO waypoint on the ND.
A/THR........................................................................................CHECK IN SPEED MODE OR OFF
WING ANTI-ICE pb-sw................................................................................................................OFF
‐ Switch the WING ANTI ICE pb-sw to ON, only in severe icing conditions.
SLIDING TABLE  ...............................................................................................................STOW
LDG MEMO...........................................................................................................CHECK NO BLUE
CABIN CREW........................................................................................................................ ADVISE
LANDING CHECKLIST................................................................................................... COMPLETE
‐ The PF announces any FMA modification.
‐ The PM calls out, if:
• The speed goes lower than the speed target -5 kt , or greater than the speed target +10 kt
• The pitch attitude goes lower than -2.5 °, or greater than +7.5 ° nose up
• The bank angle becomes greater than 7 °
• The descent rate becomes greater than 1 200 ft/min
‐ Following PM flight parameter exceedance callout, the suitable PF response will be:
• Acknowledge the PM callout, for proper crew coordination purposes
• Take immediate corrective action to control the exceeded parameter back into the defined
stabilized conditions
• Assess whether stabilized conditions will be recovered early enough prior to landing,
otherwise initiate a go-around.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
PATTERN (DECELERATED)

FCOM ←B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Aircraft Guidance Management
APPROACH USING LOC G/S GUIDANCE

Ident.: PRO-NOR-SOP-18-C-A-00014508.0001001 / 29 MAY 13
Applicable to: ALL
GENERAL
The following items are to be performed in addition to previous SOP chapters for ILS / MLS  /
GLS  approach.
Ident.: PRO-NOR-SOP-18-C-A-00014509.0001001 / 03 MAR 14
Applicable to: ALL
INITIAL/INTERMEDIATE APPROACH
APPR pb on FCU................................................................................................................... PRESS
‐ Press the APPR pb when cleared for approach and on the intercept trajectory for the final
approach course. This arms the LOC and G/S modes.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.
‐ LOC and/or G/S capture modes will engage no sooner than 3 s after being armed.
‐ ICAO defines the envelope where the quality of the G/S signal ensures a normal capture. This
envelope is within 10 nm, ±8 ° of the centerline of the ILS glide path and up to 1.75 θ and down
to 0.3 θ (θ = nominal glide path angle). When arming the approach well outside of the normal
G/S capture envelope, a spurious G/S* engagement may occur due to a wrong G/S deviation
signal. Whenever the pilot notices the pitch movement, or the spurious G/S*, or the trajectory
deviation, he will immediately disconnect the AP, if engaged, to re-establish a normal attitude
and will disengage APPR mode. It is then recommended to arm/rearm APPR (ILS) mode within
the normal capture zone.
BOTH APs........................................................................................................................... ENGAGE
‐ When APPR mode is selected, AP1 and AP2 should be engaged.
‐ Above 5 000 ft AGL, the FMA displays CAT 1.
‐ Below 5 000 ft AGL, the FMA displays the correct approach capability for the intended
approach.
LOC.......................................................................................................................... CHECK ARMED
G/S........................................................................................................................... CHECK ARMED
LOC CAPTURE..................................................................................................................MONITOR
G/S CAPTURE...................................................................................................................MONITOR
GO AROUND ALTITUDE............................................................................................................ SET
HVN FCOM A321 FLEET PRO-NOR-SOP-18-C P 1/20

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-18-C-A-00014510.0002001 / 03 MAR 14

Applicable to: ALL
GLIDE INTERCEPTION FROM ABOVE

The following procedure should only be applied when established on the localizer. The flight crew
must react without delay to meet the stabilization criteria.
In order to get the best rate of descent when cleared by ATC and below the limiting speeds, the
flight crew should lower the landing gear and select flaps as required (at least CONF 2 should be
selected to ensure that the aircraft speed will not increase).
 If above the glideslope:
APPR mode .......................................................................................... ARM / CHECK ARMED
FCU ALTITUDE............................................................................. SET ABOVE A/C ALTITUDE
V/S MODE...................................................................................................................... SELECT
‐ Select V/S 1 500 ft/min initially. V/S in excess of 2 000 ft/min will result in the speed
increasing towards VFE.
‐ When reaching VFE, the AP maintains VFE and reduces the V/S without MODE
REVERSION.
Ident.: PRO-NOR-SOP-18-C-A-00014511.0001001 / 23 DEC 14
Applicable to: ALL
FINAL APPROACH
‐ The PM calls out if excessive deviation occurs:
• LOC: ½ dot
• GLIDE: ½ dot
Refer to PRO-NOR-SOP-90 Flight Parameters in Approach
Applicable to: ALL
AT ENTERED MINIMUM +100 FT

ONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE
Applicable to: ALL
AT ENTERED MINIMUM
MINIMUM...............................................................................................MONITOR OR ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If visual references are sufficient:

CONTINUE...............................................................................................................ANNOUNCE
‐ Do not duck under the glide slope. Maintain a stabilized flight path down to the flare. At
50 ft, one dot below the glide slope is 7 ft below the glide slope.
 If visual references are not sufficient:
GO AROUND...........................................................................................................ANNOUNCE
‐ Initiate a go around.
Ident.: PRO-NOR-SOP-18-C-A-00015282.0002001 / 28 JUL 14
Applicable to: VN-A611, VN-A612
MANAGEMENT OF DEGRADED GUIDANCE

EARLY/UNTIMELY FLARE MODE ENGAGEMENT
‐ Perform a go around (thrust levers set to TOGA), or
‐ Disconnect AP, set both FDs to OFF and continue the approach using raw data or external
visual references.
In association to an early/untimely FLARE mode engagement on the FMA, the following effects
may occur:
‐ On the Primary Flight Display (PFD):
• The RA height indication may be frozen at a positive or negative value,
• Discrepancies between both PFDs may happen on the following indications:
▪ RA heights,
▪ FD orders,
▪ FMA indications when both APs are engaged.
‐ Warnings and/or Callouts:
• Untimely activation of the AUTOLAND warning light. Refer to DSC-22_30-30 Autoland
Warning,
• Untimely Terrain Awareness and Warning System (TAWS) alerts,
• Untimely or absence of “RETARD” callout,
• Untimely L/G GEAR NOT DOWN ECAM warning,
• Absence or interruption of RA automatic callout (height announcement),
‐ On the System Display (SD): A pulsing cabin differential pressure advisory may appear on
the ECAM - CAB PRESS PAGE
Note: This ECAM advisory has no consequence on the real cabin pressure.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
AUTOLAND WARNING LIGHT

‐ Perform a go-around, or
‐ Disconnect APs and continue the approach manually if external visual references are
sufficient.
The AUTOLAND warning flashes when:
‐ At least one RA indicates a height below 200 ft, and
‐ At least one AP is engaged with LAND or FLARE mode on the FMA, and
‐ At least one of the following conditions occurs:
• The LOC deviation exceeds 1/4 dot and the aircraft is above 15 ft RA (the LOC scale
flashes on the PFD), or
• The GLIDE deviation exceeds 1 dot and the aircraft is above 100 ft RA (the GLIDE scale
flashes on the PFD), or
• Loss of LOC signal above 15 ft RA (The FD vertical bar flashes on the PFD), or
• Loss of GLIDE signal above 100 ft RA (The FD horizontal bar flashes on the PFD), or
• The difference between both RA indications is greater than 15 ft RA , or
• The FMGS detects a long flare.
• The last autopilot disengages.
APPROACH USING FINAL APP GUIDANCE

Ident.: PRO-NOR-SOP-18-C-C-00014521.0002001 / 29 MAY 13
Applicable to: ALL
GENERAL
The following items are to be performed in addition to previous SOP chapters in the following
cases:
‐ RNAV(GNSS) approaches with LNAV and LNAV/VNAV minima
‐ Conventional approaches based on VOR or NDB using FINAL APP guidance.
Ident.: PRO-NOR-SOP-18-C-C-00014522.0003001 / 09 SEP 14
Applicable to: ALL
AIRCRAFT EQUIPMENT
For RNAV(GNSS) approaches, Refer to PRO-SPO-51 RNP APCH / RNAV(GNSS) - Required
RNP APCH Equipment
Ident.: PRO-NOR-SOP-18-C-C-00015860.0001001 / 09 SEP 14
Applicable to: ALL
FLIGHT PREPARATION
For RNAV(GNSS) approaches, GPS PRIMARY availability should be confirmed.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Refer to PRO-NOR-SOP-02 GPS PRIMARY Availability

Ident.: PRO-NOR-SOP-18-C-C-00014524.0002001 / 03 FEB 15
Applicable to: ALL
DESCENT PREPARATION
WEATHER AND LANDING INFORMATION.........................................................................OBTAIN
‐ The FMS vertical profile does not take into account the effect of low OAT. Therefore, vertical
managed guidance:
• Must not be used when the actual OAT is below the minimum temperature indicated on the
approach chart or defined by the Operator, or
• May not be used when temperature corrections are required (FINAL APP mode may not
engage).
‐ For RNAV (GNSS) approach with LNAV VNAV minima, use of QNH from a remote station is
prohibited.
F-PLN A page........................................................................................................................ CHECK
‐ 0.1 degree of difference between the MCDU and the charted final vertical path is acceptable
‐ 1 degree of difference between the MCDU and the charted final lateral track is acceptable
‐ 3 degree of difference between the MCDU and the charted final lateral track is acceptable for
conventional radio NAVAID approach.
PROG page.....................................................................................................................COMPLETE
‐ Insert the reference RWY threshold in the BRG/DIST field for position monitoring during
approach.
GO AROUND STRATEGY................................................................................................... REVIEW
‐ The briefing should include a review of the "Management of Degraded Navigation" chapter.
Ident.: PRO-NOR-SOP-18-C-C-00014525.0003001 / 03 MAR 14
Applicable to: ALL
DESCENT
At 10 000 ft:
NAV ACCURACY................................................................................................................... CHECK
‐ If NAV accuracy is LOW, use TRK FPA mode for approach (Refer to APPR using FPA
guidance).

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 For RNAV(GNSS) approach:

GPS PRIMARY................................................................................................................ CHECK
‐ GPS PRIMARY must be available on at least 1 FMS.
BARO REF ................................................................................................................................. SET
‐ The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy
between altimeters is 100 ft.
Ident.: PRO-NOR-SOP-18-C-C-00014526.0002001 / 23 DEC 14
Applicable to: ALL
INITIAL/INTERMEDIATE/FINAL APPROACH
POSITION.......................................................................................................................... MONITOR
‐ Check that ATC clearances allow the aircraft to fly through the capture area of vertical profile.
After a radar vectoring, consider a DIR TO RDL IN to sequence the F/PLN.
APPR pb on FCU ..................................................................................................................PRESS
APP NAV.......................................................................................... CHECK ARMED or ENGAGED
FINAL....................................................................................................................... CHECK ARMED
‐ Check that the V/DEV scale is displayed on the PFD.
‐ At the Final Descent Point, a blue arrow on ND indicates that FINAL APP engagement
conditions are met.
At the Final Descent Point :
FINAL APP..........................................................................................................CHECK ENGAGED
‐ Monitor XTK error on ND.
‐ Monitor V/DEV on PFD.
‐ Crosscheck distances versus altitudes as published on the charts.
‐ If approaching on a conventional radio NAVAID procedure, monitor the lateral and vertical
guidance using raw data.
‐ The PM calls out if excessive deviation occurs:
• XTK > 0.1 nm
• V/DEV > ½ dot
L2 On the vertical scale, one dot corresponds to 100 ft. Thus ½ dot is 50 ft.
L1 Refer to PRO-NOR-SOP-90 Flight Parameters in Approach

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-18-C-C-00015015.0001001 / 29 MAY 13

Applicable to: ALL

AT ENTERED MINIMUM
AP.......................................................................................................................................... OFF
‐ The AP will automatically disengage under the following conditions, depending on which
one occurs first:
• At minimum minus 50 ft (if entered) or at 400 ft AGL (if no minimum is entered), or
• At the MAP.
FD.......................................................................................................................................... OFF
‐ The PF orders the PM to set FDs OFF.
TRK FPA........................................................................................................................ SELECT
RUNWAY TRACK.................................................................................................... CHECK/SET
‐ If needed, the PF orders the PM to set the runway track.
VN-A367
AT ENTERED MINIMUM

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
AP.......................................................................................................................................... OFF
‐ The AP will automatically disengage at the MAP.
FD.......................................................................................................................................... OFF
TRK FPA........................................................................................................................ SELECT
RUNWAY TRACK....................................................................................................CHECK/SET
GO AROUND........................................................................................................... ANNOUNCE
VN-A606, VN-A608, VN-A609, VN-A610
AT ENTERED MINIMUM
AP.......................................................................................................................................... OFF
‐ The AP will automatically disengage at the MAP.
‐ At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on the FMA to remind the flight crew that automatic landing is not available.
FD.......................................................................................................................................... OFF
TRK FPA........................................................................................................................ SELECT

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

AT ENTERED MINIMUM
AP.......................................................................................................................................... OFF
FD.......................................................................................................................................... OFF
TRK FPA........................................................................................................................ SELECT
Ident.: PRO-NOR-SOP-18-C-C-00014528.0002001 / 03 MAR 14
Applicable to: ALL
MANAGEMENT OF DEGRADED NAVIGATION

 For VOR and NDB approaches, be prepared to continue the approach with reference to
appropriate raw data by reverting to:
‐ NAV FPA, if the vertical guidance is not satisfactory
‐ TRK FPA, if the lateral guidance is not satisfactory.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 For RNAV(GNSS) approaches with LNAV minima and LNAV/VNAV minima:

‐ Use the appropriate remaining AP/FD in the following cases:
• GPS PRIMARY LOST on one ND
• NAV ACCUR DOWNGRAD on one FMGS.
‐ Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually:
• GPS PRIMARY LOST on both NDs
• XTK > 0.3 nm
• NAV FM/GPS POS DISAGREE on ECAM
• NAV ACCUR DOWNGRAD on both FMGS.
 For RNAV(GNSS) approaches with LNAV/VNAV minima:
‐ Discontinue the approach in the case of deviation of 75 ft below the vertical path (V/DEV>¾
dot).
APPROACH USING FPA GUIDANCE

Ident.: PRO-NOR-SOP-18-C-E-00014561.0002001 / 29 MAY 13
Applicable to: ALL
GENERAL
The following items are to be performed in addition to previous SOP chapters in the following
cases:
‐ RNAV(GNSS) approaches using mixed NAV FPA guidance with LNAV minima only
‐ Conventional approaches based on VOR and NDB using selected TRK FPA or mixed NAV FPA
guidance
‐ ILS G/S OUT, LOC ONLY and back course localizer approaches.
The approach is flown in TRK FPA when:
‐ The approach is not stored in the database or
‐ NAV accuracy is LOW.
Ident.: PRO-NOR-SOP-18-C-E-00014560.0003001 / 09 SEP 14
Applicable to: ALL
AIRCRAFT EQUIPMENT
For RNAV(GNSS) approaches, Refer to PRO-SPO-51 RNP APCH / RNAV(GNSS) - Required
RNP APCH Equipment

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-18-C-E-00015861.0001001 / 09 SEP 14

Applicable to: ALL
FLIGHT PREPARATION
For RNAV(GNSS) approaches, GPS PRIMARY availability should be confirmed.
Refer to PRO-NOR-SOP-02 GPS PRIMARY Availability
Applicable to: ALL
DESCENT PREPARATION
F-PLN A page........................................................................................................................ CHECK
‐ For approaches using NAV FPA:
• 1 degree of difference between the MCDU and the charted final lateral track is acceptable.
• 3 degree of difference between the MCDU and the charted final lateral track is acceptable for
conventional radio NAVAID approach.
‐ In all other cases, use TRK FPA mode for approach.
PROG page.....................................................................................................................COMPLETE
‐ Insert the reference RWY threshold in the BRG/DIST field for position monitoring during
approach.
GO AROUND STRATEGY................................................................................................... REVIEW
‐ The briefing should include a review of the "Management of Degraded Navigation" chapter.
Ident.: PRO-NOR-SOP-18-C-E-00014557.0003001 / 03 MAR 14
Applicable to: ALL
DESCENT
At 10 000 ft:
NAV ACCURACY................................................................................................................... CHECK
‐ If NAV accuracy is LOW, use TRK mode for approach.
 For RNAV(GNSS) approach:
GPS PRIMARY................................................................................................................ CHECK
‐ GPS PRIMARY must be available on at least 1 FMS.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-18-C-E-00014556.0002001 / 23 DEC 14

Applicable to: ALL
INITIAL/INTERMEDIATE/FINAL APPROACH
LATERAL GUIDANCE MODE....................................................................... SET FOR APPROACH
‐ Arm NAV or LOC mode as appropriate.
 For LOC ONLY and ILS G/S OUT:
LOC pb-sw ...................................................................................................................... PRESS
‐ Press the LOC pb-sw when cleared for approach and on the intercept trajectory for the final
approach course.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.
LOC .................................................................................................................. CHECK ARMED

CAUTION Do not press the APPR pb
 For back course localizer approaches:
TRK FPA MODE.....................................................................................USE FOR APPROACH
‐ Refer to PRO-NOR-SRP-01-70 Back-Course Localizer Approach - Procedure
LATERAL PATH............................................................................................................. INTERCEPT
‐ Monitor NAV or LOC engagement as appropriate.
TRK FPA pb (Bird)................................................................................................................SELECT
FPA FOR FINAL APPROACH.....................................................................................................SET
At 0.3 nm from the Final Descent Point:
FPA selector ............................................................................................................................. PULL
FPA MODE..........................................................................................................CHECK ENGAGED
‐ Check NAV FPA, TRK FPA or LOC FPA is engaged.
POSITION/FLIGHT PATH ................................................................................. MONITOR/ADJUST
‐ Set when below the go around altitude to avoid unexpected altitude capture.
‐ Crosscheck distances versus altitudes as published on the charts.
‐ If approaching on a conventional radio NAVAID procedure, monitor the lateral and vertical
guidance using raw data.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
‐ For approaches using NAV FPA, monitor XTK error on ND to check the lateral guidance.
‐ The PM calls out if excessive lateral deviation occurs:
• Approach using NAV MODE: XTK > 0.1 nm
• Approach using LOC MODE: LOC ½ dot
• Approach using TRK MODE:
▪ VOR: ½ dot or 2.5 °
▪ NDB: 5 °
Refer to PRO-NOR-SOP-90 Flight Parameters in Approach
Applicable to: ALL

AT ENTERED MINIMUM
Below minimum, the visual references must be the primary references until landing.
AP.......................................................................................................................................... OFF
FD.......................................................................................................................................... OFF
‐ The PF orders the PM to set both FDs OFF.
AT ENTERED MINIMUM

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Below minimum, the visual references must be the primary references until landing.
AP.......................................................................................................................................... OFF
FD.......................................................................................................................................... OFF
‐ The PF orders the PM to set both FDs OFF.
Ident.: PRO-NOR-SOP-18-C-E-00014554.0002001 / 08 AUG 13
Applicable to: ALL
MANAGEMENT OF DEGRADED NAVIGATION

 For VOR and NDB approaches in NAV FPA, if lateral guidance is not satisfactory:
‐ Be prepared to continue the approach with reference to appropriate raw data by reverting to
TRK FPA.
 For RNAV(GNSS) approaches, with LNAV minima:
‐ Use the appropriate remaining AP/FD in the following cases:
• GPS PRIMARY LOST on one ND
• NAV ACCUR DOWNGRAD on one FMGS
‐ Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually:
• GPS PRIMARY LOST on both NDs
• XTK > 0.3 nm
• NAV FM/GPS POS DISAGREE on ECAM
• NAV ACCUR DOWNGRAD on both FMGS

FCOM ←C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CIRCLING APPROACH
Applicable to: ALL
Ident.: PRO-NOR-SOP-18-C-F-00014570.0001001 / 29 MAY 13
GENERAL
The circling approach is the visual phase of an instrument approach to bring an aircraft into
position for landing on a runway which is not suitably located for a straight-in approach.
CAUTION The flight crew must conduct the flight within the circling area, while maintaining
required visual references at all times.
APPROACH PREPARATION
For a circling approach, the approach preparation should include the following additional items in
the FMS programming.
F-PLN
Introduce the instrument approach procedure, including the missed approach procedure for
instrument approach.
SEC F-PLN
The landing runway must be inserted into the SEC F-PLN.
Update the SEC F-PLN as follows:
‐ Copy the active F-PLN
‐ Revise the landing runway.
INSTRUMENT APPROACH
The flight crew flies a stabilized approach at "F" speed, configuration 3 and landing gear down.
CIRCLING APPROACH
 At the Circling MDA(H) at the latest:
Perform a level off
 At MAP, if the flight crew finds no visual reference:
Initiate a go around

FCOM D→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 When required conditions for circling are satisfied:

Select TRK FPA
Proceed to downwind leg
At any time in the downwind leg, activate the SEC F-PLN
Disconnect the AP and remove the FDs at the latest before starting the descent toward the
runway
Set the landing configuration when appropriate, but ensure early stabilization in final.
If, at any time during the circling procedure, the required visual references are lost, initiate a
go around following the missed approach of the initial instrument approach (unless otherwise
specified).

FCOM ←D→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
LOW VISIBILITY CIRCLING APPROACH PATTERN
RNAV VISUAL APPROACH

Applicable to: ALL
Ident.: PRO-NOR-SOP-18-C-G-00016048.0001001 / 23 DEC 14
GENERAL
The aircraft navigates using the RNAV system, but the position is monitored by visual reference to
the ground, obstacles and other traffic.
RNAV visual approach must be stored and retrievable from the Navigation Database.

FCOM ← D to E → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
EQUIPMENT REQUIRED
‐ 1 FMS
‐ 1 GPS or 2 DME to update FM position
‐ Additional requirement if indicated on the approach chart.
FMGC GUIDANCE MODE

 If no required accuracy is published:
The use of FMGC guidance mode is at flight crew discretion.
 If RNAV 1 or RNP 1 is required on the published approach chart:
The flight crew should use adequate FMGC guidance modes.
Note: The use of lateral and vertical managed guidance modes reduces the crew workload and
improves energy management.
For RNAV VISUAL approach including RF legs, Refer to FCTM/SI- 110 RF Legs for RF leg flying
technic.
DESCENT PREPARATION
For approach data insertion in the FMS, keep the BARO/MDA field empty on the PERF APPR
Page.
DESCENT
For RNAV VISUAL approaches requiring GPS, check that GPS PRIMARY is available on at least
1 FMS.
FINAL APPROACH
The flight crew must disconnect the AP at the latest at the Minimum Use Height of the AP.
Refer to LIM-22-10 Auto Pilot Function

FCOM ←E 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
VISUAL APPROACH
Applicable to: ALL
Ident.: PRO-NOR-SOP-18-C-H-00014574.0001001 / 29 MAY 13
GENERAL
Perform the approach on a nominal 3 ° glideslope using visual references. Approach to be
stabilized by 500 ft AGL on the correct approach path, in the landing configuration, at VAPP.
Method:
‐ The AP is not used
‐ Both FDs are OFF
‐ FPV use is recommended
‐ A/THR use is recommended with managed speed.
Bear in mind the possible risk of optical illusions due to hindered night vision.
Ident.: PRO-NOR-SOP-18-C-H-00014573.0001001 / 08 AUG 13
INITIAL/INTERMEDIATE APPROACH
The flight plan selected on the MCDU should include the selection of the landing runway. The
downwind leg may also be part of the flight plan. This may be a useful indication of the aircraft
position in the circuit on the ND.
However, visual references must be used.
Therefore, at the beginning of the downwind leg:
Manually ACTIVATE APPR
Select FDs to OFF
Select TRK FPA to have FPV displayed
Check A/THR active.
Extend the downwind leg to 3 s/100 ft (± 1 s/1 kt of headwind / tailwind).
Turn into base leg with a maximum of 30 ° of bank. Descent with approximate FPA, in FLAPS 2, at
F speed.
Ident.: PRO-NOR-SOP-18-C-H-00014572.0001001 / 29 MAY 13
FINAL APPROACH
The speed trend arrow and FPV help the flight crew make timely and correct thrust settings (if in
manual thrust), and approach path corrections.
Avoid descending through the correct approach path with idle thrust. (Late recognition of this
situation without a prompt thrust increase may lead to considerable speed decay and altitude
loss).

FCOM F→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ensure that the aircraft is stabilized on the final descent path at VAPP (or ground speed mini)
in the landing configuration with the thrust stabilized (usually above idle) at 500 ft above airfield
elevation or as restricted by Operator policies/regulations.
If the aircraft is not stabilized, the flight crew must initiate a go around, unless they think that only
small corrections are necessary to rectify minor deviations from stabilized conditions due, amongst
others, to external perturbations.
Avoid any tendency to “duck under” in the late stages of the approach.
Avoid destabilizing the approach in the last 100 ft, in order to have the best chance of performing a
good touchdown at the desired position.
Ident.: PRO-NOR-SOP-18-C-H-00014571.0001001 / 08 DEC 14
VISUAL APPROACH (1 OR 2 ENGINES) PATTERN

FCOM ←F 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - LANDING
OPERATING MANUAL
ILS FINAL APPROACH AND LANDING GEOMETRY

Ident.: PRO-NOR-SOP-19-00010347.0002001 / 09 OCT 12
Applicable to: ALL

FCOM A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MINIMUM VISUAL GROUND SEGMENTS (FLARE PHASE)

Ident.: PRO-NOR-SOP-19-00010348.0009001 / 09 OCT 12
Applicable to: ALL
Note: This drawing shows that, for a CAT III landing (60 m minimum visual segment), the
minimum RVR is 102 m at 15 ft.

FCOM B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
GROUND CLEARANCE DIAGRAM

Applicable to: ALL
LANDING
VN-A393, VN-A395, VN-A396
FLARE
The cockpit cut-off angle is 20 °.

FCOM C to D → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 In stabilized approach conditions, the flare height is approximately 30 ft:

FLARE........................................................................................................................ PERFORM
ATTITUDE................................................................................................................... MONITOR
"PITCH, PITCH" auto-callout is available.
The PM should monitor the attitude, and call out:
‐ "PITCH, PITCH", if the pitch angle reaches 7.5 °
‐ "BANK, BANK", if the bank angle reaches 7 °.
THRUST levers.................................................................................................................... IDLE
If autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers to
the IDLE detent.
In manual landing conditions, the "RETARD" callout is triggered at 20 ft radio height, in order
to remind the pilot to retard the thrust levers.
Note: If one or both thrust levers remain above the IDLE detent, ground spoilers extension
is inhibited.
GROUND CLEARANCE
Avoid flaring high.
A tailstrike occurs, if the pitch attitude exceeds 11 ° (9.5 ° with the landing gear compressed).
A wingtip or engine scrape occurs, if the roll angle exceeds 18 ° (16 ° with the landing gear
compressed).
Be aware of the pitch-up tendency, with ground spoiler extension.
Applicable to: VN-A344, VN-A350, VN-A351, VN-A352, VN-A353, VN-A354, VN-A356, VN-A357, VN-A358
FLARE
FLARE........................................................................................................................ PERFORM
the IDLE detent.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: The ground spoilers extension is inhibited if:
‐ Both thrust levers remain above the idle detent, or
‐ One thrust lever is above idle and one thrust lever is at idle detent.
GROUND CLEARANCE
Avoid flaring high.
compressed).
FLARE
FLARE........................................................................................................................ PERFORM
”PITCH, PITCH” auto-callout is available.
the IDLE detent.
Note: The ground spoilers extension is inhibited if:
‐ Both thrust levers remain above the idle detent, or
‐ One thrust lever is above idle and one thrust lever is at idle detent.
GROUND CLEARANCE
Avoid flaring high.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
compressed).
Applicable to: ALL
AT TOUCHDOWN
DEROTATION...................................................................................................................... INITIATE
‐ Lower the nosewheel without undue delay.
‐ The PM continues to monitor the attitude.
ALL THRUST LEVERS................................................................................ REV MAX or REV IDLE
The flight crew must select reverse thrust immediately after main landing gear touchdown.
The flight crew must immediately select REV MAX, if any of the following occurs at any time during
the landing:
‐ An emergency
‐ The deceleration is not as expected
‐ A failure affects the landing performance
‐ A long flare or a long touchdown
‐ An unexpected tailwind.
A small pitch up may occur during thrust reversers deployment before nose landing gear
touchdown. However, the flight crew can easily control this pitch up.
As soon as the flight crew selects reverse thrust, they must perform a full-stop landing.
GROUND SPOILERS....................................................................................... CHECK/ANNOUNCE
Check that the WHEEL SD page displays the ground spoilers extended after touchdown.
If no ground spoilers are extended:
‐ Verify and confirm that both thrust levers are set to IDLE or REV detent.
‐ Set both thrust reverser levers to REV MAX, and fully press the brake pedals.
Note: If ground spoilers are not armed, ground spoilers extend at reverser thrust selection.
REVERSERS.................................................................................................... CHECK/ANNOUNCE
Check that the ECAM E/WD displays that the reverse deployment is as expected (REV green).
DIRECTIONAL CONTROL.................................................................................MONITOR/ENSURE
‐ Monitor directional control, if the rollout is automatic.
‐ Ensure directional control, if rollout is manual. Use rudder pedals for directional control.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
‐ Do not use the nosewheel steering control handle before reaching taxi speed.
‐ During rollout, the flight crew should avoid sidestick inputs (either lateral or longitudinal).
‐ If directional control problems are encountered, the flight crew should reduce thrust to reverse
idle until directional control is satisfactory.
BRAKES............................................................................................................................. AS RQRD
‐ Monitor the autobrake, if it is ON. When required, brake with the pedals
‐ Although the green hydraulic system supplies the braking system, if pedals are pressed rapidly,
a brake pressure indication appears briefly on the BRAKE PRESS indicator.
‐ Braking may begin before the nosewheel has touched down, if required for performance
reasons. However, when comfort is the priority, the flight crew should delay braking until the
nosewheel has touched down.
Note: If no ground spoilers are extended, the autobrake is not activated.
DECELERATION.............................................................................................. CHECK/ANNOUNCE
The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD.
The deceleration may also be confirmed by the DECEL light (if autobrake is ON).
Applicable to: ALL
AT 70 KT
SEVENTY KNOTS......................................................................................................... ANNOUNCE
BOTH THRUST LEVERS.................................................................................................. REV IDLE
It is better to reduce thrust when passing 70 kt. However, high levels of reverse thrust may be
used in order to control aircraft speed in the case of an emergency.
CAUTION Avoid the use of high levels of reverse thrust at low airspeed, unless required due
to an emergency. The distortion of the airflow, caused by gases reentering the
compressor, can cause engine stalls that may result in excessive EGT.
Applicable to: ALL
AT TAXI SPEED
BOTH THRUST LEVERS..................................................................................................FWD IDLE
‐ When reaching taxi speed, and before leaving the runway, deselect the reversers.
‐ On snow-covered grounds, the reversers should be stowed when the aircraft speed reaches
25 kt.
‐ When deselecting the reversers, be careful not to apply forward thrust by moving the thrust
levers beyond the FWD IDLE position.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CAUTION Except in an emergency, do not use the reverse thrust to control the aircraft
speed while on taxiways.
On taxiways, the use of reversers, even when restricted to idle thrust, would have the following
effects:
‐ The engines may ingest fine sand and debris that may be detrimental to the engines and
airframe systems.
‐ On snow–covered areas, snow will recirculate into the air inlet, and may cause an engine
flameout or rollback.
Applicable to: ALL
BEFORE 20 KT
AUTO BRK................................................................................................................... DISENGAGE
Disengage the autobrake to avoid some brake jerks at low speed.
The flight crew should use brake pedals to disengage the autobrake.

FCOM ←D 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - GO-AROUND
OPERATING MANUAL
GO AROUND WITH FD
Applicable to: ALL
Apply the following three actions simultaneously:

THRUST LEVERS........................................................................................................................ TOGA
If TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust levers as
required. This enables to engage the GO-AROUND phase, with associated AP/FD modes.
Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the
GO-AROUND phase, and flying over, or close to the airport will sequence the Destination
waypoint in the F-PLN.
ROTATION............................................................................................................................ PERFORM
Initiate rotation towards 15 ° of pitch with all engines operative (approximately 12.5 ° if one engine is
out) to get a positive rate of climb, then follow the SRS Flight Director pitch bars orders.
When near the ground, avoid excessive rotation rate in order to prevent a tail strike.
GO AROUND .................................................................................................................... ANNOUNCE
FLAPS lever............................................................................................................SELECT AS RQRD
Retract one step of flaps.
FMA.................................................................................................................................... ANNOUNCE
The following modes are displayed: MAN TOGA / SRS / GA TRK or NAV / A/THR (in blue).
Depending on the guidance modes during approach, NAV mode is either automatically armed or
automatically engaged.
POSITIVE CLIMB ..............................................................................................................ANNOUNCE
L/G UP ......................................................................................................................................ORDER
L/G...................................................................................................................................... SELECT UP
NAV or HDG mode................................................................................................................ AS RQRD
Reselect NAV or HDG, as required (minimum height 100 ft).
AP...........................................................................................................................................AS RQRD
Note: Go-around may be flown with both autopilots engaged. Whenever any other mode
engages, AP 2 disengages.
AT GO-AROUND THRUST REDUCTION ALTITUDE

THRUST levers.............................................................................................................................. CL
LVR CLB flashing on FMA.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - GO-AROUND
OPERATING MANUAL
AT GO-AROUND ACCELERATION ALTITUDE

Monitor that the target speed increases to green dot.
 If the target speed does not increase to green dot:
ALT knob........................................................................................................ CHECK and PULL
 At F speed:
FLAPS 1.......................................................................................................................... ORDER
FLAPS 1......................................................................................................................... SELECT
 At S speed:
FLAPS 0.......................................................................................................................... ORDER
FLAPS 0......................................................................................................................... SELECT
GND SPLRS...................................................................................................................DISARM
NOSE sw...............................................................................................................................OFF
Note: Consider the next step:
‐ Engage NAV mode, to follow the published missed approach procedure, or
‐ Prepare for a second approach by selecting the ACTIVATE APP PHASE, and
CONFIRM on the PERF page.
AFTER TAKEOFF/CLIMB CHECKLIST down to the line............................................... COMPLETE

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - AFTER LANDING
OPERATING MANUAL
AFTER LANDING
Applicable to: ALL
LAND LIGHTS selector ........................................................................................................ RETRACT

OTHER EXTERIOR LIGHTS................................................................................................. AS RQRD
External lights can be turned off, unless they are needed.
Set the NAV & LOGO  to ON, as required, to turn on the navigation and logo lights  .
GROUND SPOILERS............................................................................................................... DISARM

RADAR.................................................................................................................................. OFF/STBY
PREDICTIVE WINDSHEAR SYSTEM  .....................................................................................OFF

Switching the radar and predictive windshear system OFF after landing avoids risk of radiating
persons at the gate area.
ENG MODE selector....................................................................................................................NORM

FLAPS.................................................................................................................................... RETRACT
Set the FLAPS lever to position 0.
If the approach was made in icing conditions, or if the runway was contaminated with slush or snow,
do not retract the flaps and slats until after engine shutdown and after the ground crew has confirmed
that flaps and slats are clear of obstructing ice.
On ground, hot weather conditions may cause overheating to be detected around the bleed ducts
in the wings, resulting in “AIR L (R) WING LEAK” warnings. Such warnings may be avoided during
transit by keeping the slats in Configuration 1 when the OAT is above 30 °C.
To avoid damage on the RTLU (Rudder Travel Limit Unit) mechanical stop, the SLATS/FLAPS
should be retracted before all ADIRS are set to OFF simultaneously.
TCAS.............................................................................................................................SET on standby

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ATC........................................................................................................................................ AS RQRD
ATC is set in accordance with airport requirements.
APU............................................................................................................................................. START
APU START may be delayed until just prior to engine shutdown.
Note: Prolonged use of the APU may cause a fuel imbalance. Pay particular attention to the fuel
imbalance limitation for the next take-off.
ANTI ICE................................................................................................................................ AS RQRD

‐ If engine anti-ice is used, take care to control taxi speed, especially on wet or slippery surfaces.
(N1 ground idle is increased).
‐ During ground operation, when in icing conditions and the OAT is plus 3 °C or less, the following
procedure should be applied for ice shedding:
CAUTION If, during thrust increase, the aircraft starts to move, immediately retard the thrust
levers to IDLE.
If ground surface conditions and the environment permit, the flight crew should accelerate the
engines to minimum 50 % of N1 at intervals not greater than 15 min. There is no requirement to
maintain the high thrust settings.
BRAKE TEMPERATURE........................................................................................................... CHECK

‐ Check brake temperature on the WHEEL SD page for discrepancies and high temperature.
‐ If brake fans are installed :
Brake fans selection should be delayed for a minimum of about 5 min, or done just before stopping
at the gate (whichever occurs first), to allow thermal equalization and stabilization and thus avoid
oxidation of brake surface hot spots. Selecting the brake fans before reaching the gate prevents
the brake fans from blowing carbon brake dust on the ground personnel.
However, when turnaround times are short, or brake temperatures are likely to exceed 500 °C, use
the brake fans, disregarding possible oxidation phenomenon.
‐ Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for the
brake temperature limitations requiring maintenance actions.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
AFTER LANDING CHECKLIST.......................................................................................... COMPLETE

Ensure that the after-landing checks are completed, once the aircraft has cleared the runway.

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - PARKING
OPERATING MANUAL
PARKING
Applicable to: ALL
Prior to performing this check, consider “GROUND OPERATIONS IN HEAVY RAIN” (Refer to
PRO-SUP-30 Ground Operations in Heavy Rain).
PARKING BRAKE ACCU PRESS............................................................................................. CHECK

The ACCU PRESS indication must be in the green band. In case of low accumulator pressure,
chocks are required before engine 1 shutdown.
PARK BRK handle............................................................................................................................ ON
When one brake temperature is above 500 °C (or 350 °C with brake fans  ON), avoid applying
the parking brake, unless operationally necessary.
Check the brake pressure on Triple Indicator for the left and right brakes.
ANTI-ICE..........................................................................................................................................OFF
APU BLEED pb-sw............................................................................................................................ON

Select APU bleed ON, just before engine shutdown, to prevent engine exhaust fumes from entering
the air conditioning.
 If APU is not available

EXT PWR....................................................................................................................................ON
 No less than 3 min after high thrust operations:
ENG 1 MASTER sw and ENG 2 MASTER sw.........................................................................OFF
Check that engine parameters decrease.
The DOOR/OXY SD page is displayed on the lower ECAM display.
SLIDES...................................................................................................................CHECK DISARMED
Check slides disarmed on the DOOR/OXY SD page. Warn the cabin crew, if any slide is not
disarmed.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SEAT BELTS sw............................................................................................................................. OFF

BEACON lights................................................................................................................................ OFF

Turn off the BEACON lights, when all engines are spooled down.
OTHER EXTERIOR LIGHTS................................................................................................. AS RQRD
GROUND CONTACT.......................................................................................................... ESTABLISH

Establish ground communication.
Check chocks in place.
FUEL PUMPS..................................................................................................................................OFF
Switch off the fuel pumps and the center tank transfer valves.
ATC...............................................................................................................................SET on standby
IRS PERFORMANCE.................................................................................................................CHECK
‐ The NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete).
‐ On the MCDU POSITION MONITOR page, read the deviation of each IRS position from the
FMGC position and check that the value does not exceed the following:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FUEL QUANTITY....................................................................................................................... CHECK

departure. If an unusual discrepancy is found, maintenance action is due.
STS pb (ECAM Control panel)...................................................................................................PRESS

Check the STATUS page.
(BRAKE FAN  ).......................................................................................................................... OFF

Switch off, when not required.
PARKING BRAKE.................................................................................................................. AS RQRD

The parking brake should be released after chocks are in place, if one brake temperature is above
300 °C (or above 150 °C with brake fans  ON).
Releasing the parking brake prevents the critical structures from being exposed to high temperature
levels for an extended time. However, if operational conditions dictate (e.g. slippery tarmac), the
parking brake may remain applied.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
When parking with a flat tire on the nose gear, keep the parking brake on, to avoid aircraft yawing at
parking brake release.
DUs...................................................................................................................................................DIM
Dim EFIS, ECAM and MCDU display units.
PARKING CHECKLIST....................................................................................................... COMPLETE

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - SECURING THE AIRCRAFT
OPERATING MANUAL
SECURING THE AIRCRAFT

Applicable to: ALL
GENERAL
Prior to performing this check, COLD WEATHER should be taken into account (Refer to
PRO-SUP-91-30 General).
PARKING BRAKE
PRK BRK handle............................................................................................................. CHECK ON
To reduce hydraulic leak rate in the brake accumulator, keep the parking brake on.
OXYGEN CREW SUPPLY

OXYGEN CREW SUPPLY pb.....................................................................................................OFF
ADIRS (1+2+3)
ADIRS (1+2+3)............................................................................................................................ OFF
After the shutdown of the ADIRS, the flight crew must wait 10 s before the shutdown of the
electrical supply. This time ensures that the ADIRS memorize the most recent data.
EXTERIOR LIGHTS
EXTERIOR LIGHTS.....................................................................................................................OFF
MAINTENANCE BUS
MAINT BUS sw.................................................................................................................. AS RQRD
Should electrical power be required for the crew or servicing personnel, consider setting the
overhead MAINT BUS sw (in the forward cabin) to the ON position, prior to setting aircraft power
to off.
APU
APU BLEED pb-sw......................................................................................................................OFF

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - SECURING THE AIRCRAFT
OPERATING MANUAL
APU MASTER SW...................................................................................................................... OFF

Switch off the APU after the passengers have disembarked.
EMER EXIT LT sw.......................................................................................................................... OFF

SIGNS sw........................................................................................................................................ OFF
EXTERNAL POWER
EXT PWR pb......................................................................................................................AS RQRD
BAT 1 AND 2
BAT 1 pb-sw and BAT 2 pb-sw.................................................................................................. OFF
Wait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes out), before
switching off the batteries. Switching the batteries off before the APU flap is closed may cause
smoke in the cabin during the next flight.
If the batteries are off while the APU is running, APU fire extinguishing is not available.
SECURING THE AIRCRAFT CHECKLIST

SECURING THE AIRCRAFT CHECKLIST.....................................................................COMPLETE

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS
OPERATING MANUAL
COMMUNICATIONS AND STANDARD TERMS

Applicable to: ALL
Standard phraseology is essential to ensure effective crew communication. The phraseology should
be concise and exact. The following Chapter lists the callouts that should be used as standard. They
supplement the callouts identified in the SOP.
These standard Airbus callouts are also designed to promote situational awareness, and to ensure
crew understanding of systems and their use in line operation.
CHECKLIST CALLOUTS
Applicable to: ALL
‐ “CHECK”: A command for the other pilot to check an item.

‐ “CHECKED”: A response that an item has been checked.
‐ “CROSSCHECKED”: A callout verifying information from both pilot stations.
If a checklist needs to be interrupted, announce: “HOLD CHECKLIST AT ___” and “RESUME
CHECKLIST AT ___” for the continuation.
Upon completion of a checklist announce: “__CHECKLIST COMPLETE”.
ACTIONS COMMANDED BY PF
Applicable to: ALL
GENERAL
The following commands do not necessarily initiate a guidance mode change, eg.: selected to
managed/managed to selected. The intent is to ensure clear, consistent, standard communication
between crewmembers.
All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg.: “FL 350
blue”, “FL 200 magenta"). Ensure that the correct FCU knob is used, then verify indications on the
PFD/ND.
SET
The “SET” command means using an FCU knob to set a value, but not to change a mode.
SET is accomplished by only rotating the appropriate selection knob.

FCOM A to C → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Example:
‐ ”SET GO AROUND ALTITUDE__FT”
‐ ”SET QNH __”
‐ “SET FL __”
‐ “SET HDG __”
MANAGE/PULL
The “MANAGE” command means pushing an FCU knob to engage, or arm, a managed mode or
target.
The “PULL” command means pulling an FCU knob to engage a selected mode or target. Example:
‐ "PULL HDG 090” (HDG/TRK knob is pulled and turned).
‐ “MANAGE NAV” (HDG/TRK knob is pushed).
‐ “FL 190 PULL” (ALT knob is turned and pulled).
‐ “FL 190 MANAGE” (ALT knob is turned and pushed).
‐ “PULL SPEED 250 KNOTS” (SPD/MACH knob is pulled and turned).
‐ “MANAGE SPEED” (SPD/MACH knob is pushed).
Note: If the value was previously set, there is no requirement to repeat the figure.
Simply call e.g. PULL HDG: PULL SPEED: FL PULL.
The VS/FPA knob has no managed function. The standard callouts for the use of this knob are as
follows:
V/S Plus (or Minus) 700 PULL, or
FPA Minus 3 ° PULL (V/S/FPA knob is turned and pulled)
PUSH TO LEVEL OFF (V/S/FPA knob is pushed)
ARM
The “ARM __” command means arming a system by pushing the specified FCU button.
e.g. : “ARM APPROACH”
e.g. : “ARM LOC.”
ON/OFF
The simple ON or OFF command is used for the autopilot, flight directors, autothrust and the bird
(flight path vector).
e.g.: BIRD ON (The HDG-V/S / TRK-FPA pb is pushed.)

FCOM ←C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FMA
Applicable to: ALL
The PF should call out any FMA change, unless specified differently (e.g. CAT II & III task sharing).
Therefore, the PF should announce:
‐ All armed modes with the associated color (e.g. blue, magenta): "G/S blue", "LOC blue".
‐ All active modes without the associated color (e.g. green, white): "NAV", "ALT".
The PM should check and respond, "CHECKED" to all FMA changes called out by the PF.
ALTITUDE
Applicable to: ALL
The PM calls out "one thousand to go" when passing 1 000 ft before the cleared altitude or FL, and
the PF calls out "checked".
FLAPS OR GEAR CALLOUTS

Applicable to: ALL
Ident.: PRO-NOR-SOP-90-B-00011910.0001001 / 23 DEC 14
FLAPS' CALLOUTS
FLAPS' CONFIGURATION CALLOUT
1 "FLAPS ONE"
1+F "FLAPS ONE"
0 "FLAPS ZERO"
The reply will be given when selecting the new flap position.
e.g.:
CALLOUT REMARK
PF "FLAPS ONE"
"SPEED CHECKED"
PM checks the speed:
‐ Above the S or F speed and accelerating (Takeoff)
PM ‐ Below VFE next and decelerating (Approach)
"FLAPS ONE" PM selects the FLAPS lever position and replies after checking the blue number
on the ECAM flaps indicator to confirm the correct selection has been made.

FCOM D to F → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-90-B-00011911.0001001 / 23 DEC 14
GEAR CALLOUTS
CALLOUT REMARKS
PF "GEAR UP (DOWN)"
PM "GEAR UP (DOWN)" The PM selects the L/G lever position and replies
after checking the red lights on the LDG GEAR
indicator to confirm gear operation.
FLIGHT PARAMETERS IN APPROACH

Applicable to: ALL
The PM will make callouts for the following conditions during final approach. Attitude callouts also to
be made through to landing.
‐ "SPEED" if the speed decreases below the speed target -5 kt or increases above the speed target
+10 kt.
‐ "SINK RATE" when V/S is greater than -1 200 ft/min.
‐ "BANK" when bank angle becomes greater than 7 °.
‐ "PITCH" when pitch attitude becomes lower than -2.5 ° or higher than +7.5 °.
‐ "LOC" or "GLIDE" when either localizer or glide slope deviation is:
• ½ dot LOC
• ½ dot GS.
‐ "CROSS TRACK" when the XTK is greater than 0.1 nm.
‐ "V/DEV" when the vertical deviation is greater than ½ dot.
‐ "COURSE" when greater than ½ dot or 2.5 ° (VOR) or 5 ° (ADF).
‐ "__ FT HIGH (LOW)" at altitude checks points.
FLIGHT PARAMETERS IN GO-AROUND

Applicable to: ALL
During a go-around, the PM will make a callout for the following conditions:
‐ "BANK": If the bank angle becomes greater than 7 °,
‐ "PITCH": If the pitch attitude becomes greater than 20 ° up or less than 10 ° up,
‐ "SINK RATE": If there is no climb rate.

FCOM ← F to H 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PF/PM DUTIES TRANSFER

Applicable to: ALL
To transfer control, flight crewmembers must use the following callouts:

‐ To give control: The pilot calls out "YOU HAVE CONTROL". The other pilot accepts this transfer
by calling out "I HAVE CONTROL", before assuming PF duties.
‐ To take control: The pilot calls out "I HAVE CONTROL". The other pilot accepts this transfer by
calling out "YOU HAVE CONTROL", before assuming PM duties.
ABNORMAL AND EMERGENCY CALL OUTS

Applicable to: ALL
Ident.: PRO-NOR-SOP-90-C-00011915.0001001 / 23 DEC 14
ECAM PROCEDURES
1. "ECAM ACTION" is commanded by PF when required.
2. "CLEAR __ (title of the system) ?" is asked by the PM for confirmation by the PF, that all actions
have been taken/reviewed on the present WARNING/CAUTION or SYSTEM PAGE. e.g.:
CLEAR HYDRAULIC ?
3. "CLEAR __ (title of the system)" is the command by the PF that the action and review is
confirmed. For status page; REMOVE STATUS will be used.
4. "ECAM ACTIONS COMPLETE" is the announcement by the PM that all APPLICABLE
ACTIONS have been completed.
5. Should the PF require an action from the PM during ECAM procedures, the order "STOP
ECAM" will be used. When ready to resume the ECAM the order "CONTINUE ECAM" will be
used.
MEMORY ITEMS
The aim of such callouts is to callout the appropriate procedure by calling out, in most cases,
the title of the procedure. This will allow the crew to be aware of the situation and be prepared to
properly react (crew coordination, task sharing and communication).
GPWS
As soon as avoidance manoeuver is envisaged.
"PULL UP TOGA"
REACTIVE WINDSHEAR
"WINDSHEAR TOGA"

FCOM I to J → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
UNRELIABLE SPEED INDICATION

"UNRELIABLE SPEED"
TCAS
As soon as "TRAFFIC" warning is triggered
"TCAS, I have control"
EMERGENCY DESCENT
"EMERGENCY DESCENT"
LOSS OF BRAKING
"LOSS OF BRAKING"
STALL RECOVERY
As soon as any stall indication is recognized.
"STALL, I have control"
STALL WARNING AT LIFT-OFF
"STALL, TOGA 15°"
SUMMARY FOR EACH PHASE

Applicable to: ALL
TO REMOVE GROUND SUPPLY

EVENT PF or PM GND Mech
Initial ground contact GROUND (from) COCKPIT
COCKPIT (from) GROUND
External __ disconnection REMOVE EXTERNAL __
EXTERNAL__ REMOVED

Applicable to: ALL
BEFORE ENGINE START/PUSH BACK

EVENT PF PM
Before start up clearance received BEFORE START C/L
DOWN TO THE LINE
After start up clearance received BELOW THE LINE
BEFORE START C/L COMPLETE

FCOM ← J to K → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SOP-90-D-00011919.0001001 / 27 JAN 12

Applicable to: ALL
PUSH BACK/ENGINE START

EVENT PF GND Mech.
When ready for pushback, and pushback GROUND (from) COCKPIT,
clearance received from ATC CLEARED FOR PUSH
COCKPIT (from) GROUND, RELEASE
BRAKES
Start of push BRAKES RELEASED READY
TO PUSH
When ready to start engines CLEAR TO START ?
CLEAR TO START
STARTING ENG(S)—
When pushback completed SET BRAKES
BRAKES SET
When ready to disconnect (after engine CLEAR TO DISCONNECT
started, and parameters are stabilized) (hand signals on left/right)
DISCONNECTING (hand signals on left/right)

Applicable to: ALL
AFTER ENGINE START

EVENT PF PM
All engines started and stabilized and AFTER START C/L
GND is disconnected
AFTER START C/L COMPLETE

TAXI
EVENT PF PM
When taxi clearance obtained CLEAR LEFT (RIGHT) SIDE
CLEAR RIGHT (LEFT) SIDE
Brake transfer check BRAKE CHECK
PRESSURE ZERO
Flight control check in the following FLIGHT CONTROL CHECK
sequence (can be done before start of
taxi)
1. Elevators FULL UP, FULL DOWN, NEUTRAL
2. Ailerons/Spoilers FULL LEFT, FULL RIGHT, NEUTRAL
3. Rudder(1) RUDDER FULL LEFT, FULL RIGHT, NEUTRAL
During taxi BEFORE TAKEOFF C/L
DOWN TO THE LINE

FCOM ←K→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

TAXI
EVENT PF PM
Lining up on the runway BELOW THE LINE
BEFORE TAKEOFF C/L COMPLETE
(1) The PM should follow pedal movement with his/her feet
TAXI
EVENT PF PM
When taxi clearance obtained CLEAR LEFT (RIGHT) SIDE
CLEAR RIGHT (LEFT) SIDE
Brake check BRAKE CHECK
Flight control check in the following FLIGHT CONTROL CHECK
sequence (the check is possible before
the start of taxi)
1. Elevators FULL UP, FULL DOWN, NEUTRAL
2. Ailerons/Spoilers FULL LEFT, FULL RIGHT, NEUTRAL
3. Rudder(1) RUDDER FULL LEFT, FULL RIGHT, NEUTRAL
During taxi BEFORE TAKEOFF C/L
DOWN TO THE LINE
Line up on the runway BELOW THE LINE
BEFORE TAKEOFF C/L COMPLETE
(1) The PM should follow pedal movement with his/her feet
Applicable to: ALL
TAKEOFF
EVENT PF PM
Setting thrust levers to initial stabilization TAKEOFF
value
Before passing 80 kt THRUST SET
At 100 kt ONE HUNDRED KNOTS
CHECKED
At V1 V1
At VR ROTATE
Gear retraction POSITIVE CLIMB
GEAR UP
GEAR UP
If AP is engaged by PM AP 1(2) ON

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

TAKEOFF
EVENT PF PM
Checklist AFTER TAKEOFF/CLIMB C/L
DOWN TO THE LINE
At transition altitude BELOW THE LINE
AFTER TAKEOFF/CLIMB C/L COMPLETE
Ident.: PRO-NOR-SOP-90-D-00011923.0001001 / 17 JUN 14

Applicable to: ALL
MALFUNCTION BEFORE V1 AT TAKEOFF

EVENT CAPT F/O
If GO decision GO
If RTO decision STOP
‐ REV green on EWD
REVERSE GREEN (1)
‐ Deceleration
DECEL(2)
(1) In case of failure or if no reverse deployment, NO REVERSE ENGINE__or NO REVERSE
(2) In case of failure or no positive deceleration, NO DECEL
DECEL callout means that the deceleration is felt by the crew, and confirmed by the speed trend on
the PFD. It can also be confirmed by the DECEL light.
Applicable to: ALL
ALTIMETER SETTING CHANGES TO/FROM QNH/QFE-STD

EVENT PF PM
Barometric setting change and SET STANDARD
STANDARD CROSS-CHECKED (QNH/QFE)
subsequent altimeter cross-check (SET QNH/QFE)
PASSING FL__(__FT) NOW
CHECKED

Applicable to: ALL
APPROACH AND LANDING

EVENT PF PM
Approach checklist APPROACH C/L
APPROACH C/L COMPLETE
Activation of approach Phase ACTIVATE APPROACH
PHASE
APPROACH PHASE ACTIVATED
RA alive RADIO ALTIMETER ALIVE(1)(2)
CHECKED

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

APPROACH AND LANDING
EVENT PF PM
At G/S*, FINAL APP engagement, or SET GA ALTITUDE __FT
below GA altitude for approach using
FPA guidance
GA ALTITUDE - SET,
FAF PASSING__(Fix Name),__ FT,
CHECKED
Landing checklist LANDING C/L
LANDING C/L COMPLETE
1 000 ft RA ONE THOUSAND(2)
CHECKED
100 ft above MDA/DH ONE HUNDRED ABOVE
CHECKED
MDA/DH visual reference MINIMUM(2)
CONTINUE
MDA/DH no visual reference MINIMUM(2)
GO AROUND-FLAPS
ONE HUNDRED(2)
FIFTY(2)
After touchdown
Ground spoilers extended SPOILERS(3)
REV green on EWD REVERSE GREEN (4)
Deceleration DECEL(5)
At 70 kt SEVENTY KNOTS
CHECKED
(1) Crew awareness, crew should now keep RA in scan to landing
(2) PM monitors pin-programmed auto callout, or announces if inoperative.
(3) If the spoilers are not extended, call NO SPOILERS
(4) If no reverse deployment, call NO REVERSE ENGINE__ or NO REVERSE, as appropriate.
(5) DECEL Callout means that the deceleration is felt by the crew, and confirmed by the speed trend
on the PFD. It can also be confirmed by the DECEL light. If no positive deceleration, NO DECEL.
Applicable to: ALL
DISCONTINUED APPROACH
EVENT PF PM
DISCONTINUED APPROACH decision CANCEL APPROACH

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
GO AROUND
EVENT PF PM
GO AROUND decision GO AROUND - FLAPS
Flaps retraction FLAPS-
Gear retraction POSITIVE CLIMB
GEAR UP
GEAR UP
Checklist AFTER TAKEOFF/CLIMB C/L
DOWN TO THE LINE
At transition altitude BELOW THE LINE
AFTER TAKEOFF/CLIMB C/L COMPLETE

Applicable to: ALL
AFTER LANDING
EVENT PF PM
Checklist AFTER LANDING C/L
AFTER LANDING C/L COMPLETE

Applicable to: ALL
PARKING
EVENT PF PM
Checklist PARKING C/L
PARKING C/L COMPLETE

Applicable to: ALL
SECURING THE AIRCRAFT

EVENT PF PM
Checklist SECURING THE AIRCRAFT
C/L
SECURING THE AIRCRAFT C/L COMPLETE

FCOM ←K 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
FLIGHT CREW SYSTEMS RELATED PROCEDURES - FMS
OPERATING MANUAL
Introduction
INTRODUCTION
Ident.: PRO-NOR-SRP-01-05-00003959.0001001 / 09 OCT 12
Applicable to: ALL
Note: This chapter is an amplification of the SOP. Anytime it was feasible, the same chapters and
the same titles of paragraph were retained.
The following discussion of the FMGS uses this flight plan as an example.
HVN FCOM A321 FLEET PRO-NOR-SRP-01-05 P 1/2

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM ←A 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Cockpit Preparation
FMGS INITIALIZATION
Ident.: PRO-NOR-SRP-01-10-00003960.0003001 / 22 MAY 12
CHECKING THE DATABASE CYCLE

CHECK the CLOCK DATE and ADJUST, if necessary.
If the date in the active database does not match the clock date, the MCDU displays “CHECK
DATA BASE CYCLE”. If this message appears, check the period of validity in the second
database and select it, if required.
CAUTION Cycling the navigation database deletes the active and secondary flight plans. Do
not cycle it while airborne because doing so will delete the flight plan, eliminate all
speed predictions, and blank the ND. If the aircraft is in managed speed, Green
Dot becomes the speed target.
CHECKING PILOT'S WAYPOINTS, NAVAIDS, RUNWAYS, OR ROUTES
PRESS the DATA key.
PRESS the next page key.
SELECT, successively, as required:
‐ PILOTS WAYPOINTS
‐ PILOTS NAVAIDS
‐ PILOTS RUNWAYS
‐ PILOTS ROUTES
CHECK the contents of each of these data storages and DELETE items, as appropriate.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
NAVAIDS DESELECTION
 If NOTAMS indicate that selected NAVAIDs are unreliable or unserviceable, deselect
them as follows:
PRESS the DATA key.
SELECT the POSITION MONITOR page.
SELECT the SELECTED NAVAIDS page.
Under “DESELECT”, INSERT the NAVAID identifier in the brackets.
The pilot can only make six deselections.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: When a NAVAID is deselected, it is no more used for navigation by the FMGC during
the rest of the flight. However a deselected NAVAID can still be manually tuned on
the RAD NAV page and displayed on ND.
FMGS INITIALIZATION
CHECKING THE CLOCK DATE


PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CHECKING STORED WAYPOINTS, NAVAIDS, RUNWAYS, OR ROUTES
PRESS the DATA key.
‐ STORED WAYPOINT
‐ STORED NAVAIDS
‐ STORED RUNWAYS
‐ STORED ROUTES
NAVAIDS DESELECTION
them as follows:
PRESS the DATA key.
The pilot can only make six deselections.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FMGS INITIALIZATION
VN-A367
CHECKING THE DATABASE CYCLE


PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CHECKING PILOT'S WAYPOINTS, NAVAIDS, RUNWAYS, OR ROUTES
PRESS the DATA key.
‐ PILOTS WAYPOINTS
‐ PILOTS NAVAIDS
‐ PILOTS RUNWAYS
‐ PILOTS ROUTES
NAVAIDS DESELECTION
 The flight crew can manually deselect all the RADIO NAVAIDs as follows:
PRESS the DATA key.
Press [ 5L ] to DESELECT all the Radio NAVAIDs.
them as follows:
PRESS the DATA key.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

The flight crew can only make four deselections.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: When a NAVAID is deselected, it is no more used for navigation by the FMGC during
the rest of the flight. However a deselected NAVAID can still be manually tuned on
the RAD NAV page and displayed on ND.
FLIGHT PLAN INITIALIZATION

Ident.: PRO-NOR-SRP-01-10-A-00003961.0025001 / 22 MAY 12
GENERAL
Follow SOP instructions, when the route is a company route stored in the database.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the company route is unknown, proceed as follows:
WRITE a “FROM/TO” city pair, then ENTER it:

If one or more company routes run between the cities, the ROUTE SELECTION page appears
and defines them.
INSERT the preferred company route.
 If the database does not contain a company route:
The flight plan must be constructed manually:
PRESS the INIT key
ENTER a city pair in the FROM/TO field.
The ROUTE SELECTION page comes up with “NONE”
SELECT RETURN [6L] key then construct the flight plan manually.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
If waypoints, NAVAIDs or airports are not in the NAV database, the crew must define and
store them manually, using the “data stored” function.
GENERAL
Check COST INDEX.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

and defines them.
Check COST INDEX.
PRESS the INIT key

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
VN-A367
GENERAL

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

and defines them.
Check COST INDEX.
Check/modify GND TEMP.
PRESS the INIT key

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ALIGNING IRS
PRESS the INIT key, and then the IRS INIT prompt.
IRS INIT page is displayed with the airport reference point as default coordinates.
If applicable, PRESS [2L] and/or [2R] and use scroll keys to adjust the latitude and/or longitude
values.
For example, this can be used to enter the gate precise coordinates when the aircraft is intended
to fly without GPS on long segments without radio coverage.
PRESS the ALIGN IRS prompt
The displayed coordinates are sent to ADIRS for initialization.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the “CHECK IRS/AIRPORT POS” message is displayed:

CHECK the departure airport on INIT A page and CORRECT it if necessary.
RE-ALIGN the IRS per the procedure described previously.
 If a new FROM or a new CO RTE is entered after IRS alignment is already completed,
the “RESET IRS TO NAV” message will be triggered. In this case:
CHECK IRS alignment
If alignment is not correct, RE-ALIGN the IRS per the procedure described previously.
Ident.: PRO-NOR-SRP-01-10-A-00003962.0037001 / 15 FEB 11
VN-A367
ALIGNING IRS
If necessary, PRESS [1L] and/or [1R] and use scroll keys to adjust the latitude and/or longitude
values.
PRESS the ALIGN ON REF prompt and CONFIRM ALIGN* prompt.
The alignment status changes to ALIGNING ON REF.
 If the “CHECK IRS/AIRPORT POS” or "REF/GPS POS DIF" or "REF/LAST IRS POS DIF"
message is displayed:
REALIGN the IRS per the procedure described previously.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
the ALIGN ON REF prompt is displayed in [6R]:
Ident.: PRO-NOR-SRP-01-10-A-00003962.0046001 / 16 NOV 11
ALIGNING IRS
The alignment phase is completed, when the ADIRS is initialized to an appropriate position. If the
GPS is available, initialization is automatic, using the GPS position. Flight crew intervention is not
necessary.
However, automatic initialization may be manually overriden by flight crew entry, at any moment
during the alignment phase. In this case, perform the following procedure as soon as possible, to
prevent delays if an alignment error occurs:
If necessary, PRESS [1L] and/or [1R] and use scroll keys to adjust the latitude and/or longitude
values.
PRESS the ALIGN ON REF prompt and CONFIRM ALIGN* prompt.
The alignment status changes to ALIGNING ON REF.
 If the “CHECK IRS/AIRPORT POS” or "REF/GPS POS DIF" or "REF/LAST IRS POS DIF"
message is displayed:
the ALIGN ON REF prompt is displayed in [6R]:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

LATERAL FLIGHT PLAN

SELECTING A DEPARTURE

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
You may use the “←” or “→” keys to gain access to the listings of runways, or the one of SIDs, and
transitions.
Procedure
PRESS the F-PLN key on MCDU
SELECT the DEPARTURE prompt [1L] key
SELECT the RWY in USE, SID and TRANS
CHECK and INSERT the TMPY F-PLN or continue with next revision.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

LATERAL FLIGHT PLAN


PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
You may use the ”NEXT PAGE”  , or the “←” or “→” keys to gain access to the listings of
runways, SIDs, and transitions.
Procedure
CHECK the resulting temporary F-PLN
If it is correct, INSERT it using [6R] key.
If it is not correct, ERASE it using [6L] key.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A367
LATERAL FLIGHT PLAN


PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
You may use the “←” or “→” keys to gain access to the listings of runways, or the one of SIDs, and
transitions.
Procedure

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

VERTICAL FLIGHT PLAN

ENTERING/MODIFYING A SPEED LIMIT
PRESS the F-PLN key on the MCDU.

SELECT VERTICAL REVISION at the FROM waypoint.
WRITE a new speed limit/altitude and ENTER.
The crew can insert one climb speed limit and one descent speed limit into the vertical flight
plan, or modify or clear the limits that are already in it.
The speed limit is defined by a speed and an altitude (for example, 230/9 000), which means
that the managed speed target will be limited by the speed limit when the aircraft flies below the
specified altitude.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
In both climb and descent, 250 kt at 10 000 ft is the default speed limit in the vertical flight plan.
The vertical revision page presents the climb speed (CLB SPD) limit if the revised waypoint is
between departure and top of descent.
The vertical revision page shows the descent speed (DES SPD) limit, if the revised waypoint is
between top of descent and destination.
It can be deleted by a clear action, the field reverts to brackets. It can also be cleared directly on
the F-PLN A page by clearing the SPD LIM pseudo-waypoint.
ENTERING A SPEED CONSTRAINT

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Procedure
SELECT the VERT REV page at the revised waypoint.
WRITE the speed constraint value into the scratchpad and ENTER it in 3L.
INSERT the constraint using the appropriate *CLB or DES* prompt when displayed. If CLB
and DES are not displayed, insertion occurs when the value is entered in 3L.
The system displays the climb (CLB) or the descent (DES) prompt at [6L] or [6R] when the
predictions are not yet available or when the waypoint is part of the cruise phase as originally
defined.
When predictions are not yet available, the constraints are displayed on the F-PLN A page in
magenta.
When predictions are available, the speed constraint is highlighted by a star (*).
* If the predicted speed matches the constraint, the star is magenta.
* If the prediction is that the aircraft will miss the speed constraint, the star is amber.
If a speed constraint cannot be met (by more than 10 kt), the FMGS generates the
message “SPD ERROR AT WPT XX”.
A speed constraint may be assigned to any waypoint in the climb or the descent phase
except the FROM, origin, or destination waypoints, and any pseudo waypoint.
When a speed constraint is assigned to a waypoint, the constraint will limit the managed
speed target as follows:
‐ In takeoff or climb phase until you pass the constrained waypoint.
‐ In descent an approach phase, after passing the constrained waypoint.
Speed constraints are observed by the FMGS when NAV mode and speed managed are
active.
ENTERING A SPEED CONSTRAINT THROUGH F-PLN A PAGE
You may also enter a speed constraint through the F-PLN A page.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: You may delete the constraint using the clear key on the relevant right hand key.
However if there is an altitude constraint assigned at that point, the clear action deletes
it too.
ENTERING AN ALTITUDE CONSTRAINT
Procedure

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SELECT the “VERT REV” page at the revised waypoint.

WRITE an altitude constraint in the scratchpad and ENTER it in 3R.
INSERT the constraint using *CLB or DES* prompt when it is displayed. Otherwise the value
is inserted when it is entered in 3R field.
The system displays the *CLB or DES* prompt, when the predictions are not yet available, or
when the waypoint is part of the cruise phase as originally defined.
Note: In case of QFE operations, the altitude constraints must be converted and entered
as an altitude in feet.
You or the database may assign an altitude constraint to any waypoint in the climb or descent
phases except the FROM, origin, or destination waypoints, or any pseudo waypoint.
An altitude constraint may be defined as an “at”, an “at or above”, or an “at or below”
constraint. In certain procedures, the database may define an altitude constraint as a window
in which the aircraft should fly.
Enter “AT” constraints with no sign.
Enter “AT or ABOVE” constraints preceded by a + sign (+FL 130, for example).
Enter “AT or BELOW” constraints preceded by a – sign (-15 000, for example).
enter four or five-digit number when entering altitude. Include the lead zero (0 500 ft , for
example).
For flight level, enter a two- or three-digit number, with or without the letters “FL”. The lead
zero is optional. (Examples : +FL 120 or +120 ; -FL 090 or -90 or -090)
Enter the altitude value as either altitude or flight level ; the MCDU displays the selected value
as an “ALT” or “FL,” as appropriate for the transition altitude.
The constraint must be higher than the thrust reduction altitude and lower than the cruise
flight level.
Once inserted in the flight plan, the altitude constraint (ALT CSTR) is displayed in magenta as
long as predictions are not available.
When predictions are available, the altitude constraints are replaced by the predicted altitude
at relevant waypoints highlighted by a star.
* If the predicted altitude matches the constraint the star is magenta. If the predicted altitude
is missed (by more than 250 ft), the star is amber.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
The vertical revision page displays “ALT ERROR”, along with the difference between the
constraint and the predicted altitude at the revised waypoint.
ND Display
An altitude-constrained waypoint is marked by a circle ( ) on the navigation display.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
This circle is white when the guidance does not take the altitude constraint into account. It is
magenta if the guidance system takes the altitude constraint into account and predicts that it
will be matched.
It is amber if the guidance system takes the altitude constraint into account and predicts that it
will not be matched.
The aircraft should be at or below FL 120 at AGN and above FL 180 at LACOU.
Entering an Altitude Constraint Through F-PLN A Page
The pilot may also enter an altitude constraint directly through the F-PLN A page.
When entering the value into the scratchpad do not forget the slash e.g. /-120 or /-FL 120.
If the slash is omitted the value will be considered as a speed constraint if it is within the
range value.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Use CLR to delete them directly from the flight plan page, as well. However, if there is also a
speed constraint assigned at that waypoint, the clear action deletes it too.
ENTERING AN ESTIMATED TIME OF TAKEOFF (ETT)
In Preflight Phase:
SELECT the SEC F-PLN key on the MCDU.
SELECT a VERT REV at any waypoint.
SELECT the Required Time of Arrival (RTA) prompt (2R).
The MCDU displays the RTA page.
ENTER the Estimated Takeoff Time in the [ 6R ] field.
The format is HHMMSS (entry of seconds is not mandatory).
ENTER it in the 6R field

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
If the aircraft has not taken off by the time entered as estimated takeoff time, the MCDU
displays the “CLK IS TAKE OFF TIME” message, meaning that the system will replace your
estimated takeoff time with the actual time.
When beginning the takeoff roll, the system automatically adopts that clock time as the
takeoff time.
If the origin airport is changed, or the clock time is invalid, the system automatically deletes
the estimated takeoff time.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

VERTICAL FLIGHT PLAN

ENTERING/MODIFYING A SPEED LIMIT

SELECT VERTICAL REVISION at the FROM waypoint.
WRITE a new speed limit/altitude and ENTER.
The crew can insert one climb speed limit and one descent speed limit into the vertical flight
plan, or modify or clear the limits that are already in it.
The speed limit is defined by a speed and an altitude (for example, 230/9 000), which means
that the managed speed target will be limited by the speed limit when the aircraft flies below the
specified altitude.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
In both climb and descent, 250 kt at 10 000 ft is the default speed limit in the vertical flight plan.
The vertical revision page presents the climb speed (CLB SPD) limit if the revised waypoint is
between departure and top of descent.
The vertical revision page shows the descent speed (DES SPD) limit, if the revised waypoint is
between top of descent and destination.
It can be deleted by a clear action, the field reverts to brackets. It can also be cleared directly on
the F-PLN A page by clearing the SPD LIM pseudo-waypoint.
Note: The speed limit cannot be cleared in the temporary flight plan. If the crew inadvertly
tries to clear the SPD LIM in the TMPY F-PLN, the message “NOT ALLOWED” is
displayed in the scratchpad.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENTERING A SPEED CONSTRAINT
Procedure
SELECT the VERT REV page at the revised waypoint.
WRITE the speed constraint value into the scratchpad and ENTER it in 3L.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: A speed constraint can also be entered directly on F-PLN page, without using VERT
REV page.
When predictions are not yet available, the constraints are displayed on the F-PLN A page in
magenta.
When predictions are available, the speed constraint is highlighted by a star (*).
* If the predicted speed matches the constraint, the star is magenta.
* If the prediction is that the aircraft will miss the speed constraint, the star is amber.
If a speed constraint cannot be met (by more than 10 kt), the FMGS generates the
message “SPD ERROR AT WPT XX”.
A speed constraint may be assigned to any waypoint in the climb or the descent phase
except the FROM, origin, or destination waypoints, and any pseudo waypoint.
When a speed constraint is assigned to a waypoint, the constraint will limit the managed
speed target as follows:
‐ In takeoff or climb phase until you pass the constrained waypoint.
‐ In descent an approach phase, after passing the constrained waypoint.
Speed constraints are observed by the FMGS when NAV mode and speed managed are
active.
ENTERING A SPEED CONSTRAINT THROUGH F-PLN A PAGE
You may also enter a speed constraint through the F-PLN A page.
Note: You may delete the constraint using the clear key on the relevant right hand key.
However if there is an altitude constraint assigned at that point, the clear action deletes
it too.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENTERING AN ALTITUDE CONSTRAINT

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Procedure
SELECT the “VERT REV” page at the revised waypoint.
WRITE an altitude constraint in the scratchpad and ENTER it in 3R.
If ← CLB and DES → prompt are displayed, SELECT the type of constraint.
The system displays the ← CLB or DES → prompt, when the predictions are not yet available,
or when the waypoint is part of the cruise phase as originally defined.
CHECK and INSERT the TMPY F-PLN or continue with next revision
Note: 1. In case of QFE operations, the altitude constraints defined in heights (QFE) must
be converted and entered in the FMS as altitudes (QNH).
2. An altitude constraint can also be entered directly on F-PLN page, without using
VERT REV page.
You or the database may assign an altitude constraint to any waypoint in the climb or descent
phases except the FROM, origin, or destination waypoints, or any pseudo waypoint.
An altitude constraint may be defined as an “at”, an “at or above”, or an “at or below”
constraint. In certain procedures, the database may define an altitude constraint as a window
in which the aircraft should fly.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Enter “AT” constraints with no sign.

Enter “AT or ABOVE” constraints preceded by a + sign (+FL 130, for example).
Enter “AT or BELOW” constraints preceded by a – sign (-15 000, for example).
enter four or five-digit number when entering altitude. Include the lead zero (0 500 ft , for
example).
For flight level, enter a two- or three-digit number, with or without the letters “FL”. The lead
zero is optional. (Examples : +FL 120 or +120 ; -FL 090 or -90 or -090)
Enter the altitude value as either altitude or flight level ; the MCDU displays the selected value
as an “ALT” or “FL,” as appropriate for the transition altitude.
The constraint must be higher than the thrust reduction altitude and lower than the cruise
flight level.
Once inserted in the flight plan, the altitude constraint (ALT CSTR) is displayed in magenta as
long as predictions are not available.
When predictions are available, the altitude constraints are replaced by the predicted altitude
at relevant waypoints highlighted by a star.
* If the predicted altitude matches the constraint the star is magenta. If the predicted altitude
is missed (by more than 250 ft), the star is amber.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
The vertical revision page displays “ALT ERROR”, along with the difference between the
constraint and the predicted altitude at the revised waypoint.
ND Display
An altitude-constrained waypoint is marked by a circle ( ) on the navigation display.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
This circle is white when the guidance does not take the altitude constraint into account. It is
magenta if the guidance system takes the altitude constraint into account and predicts that it
will be matched.
It is amber if the guidance system takes the altitude constraint into account and predicts that it
will not be matched.
The aircraft should be at or below FL 120 at AGN and above FL 180 at LACOU.
Entering an Altitude Constraint Through F-PLN A Page
The pilot may also enter an altitude constraint directly through the F-PLN A page.
When entering the value into the scratchpad do not forget the slash e.g. /-120 or /-FL 120.
If the slash is omitted the value will be considered as a speed constraint if it is within the
range value.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Use CLR to delete them directly from the flight plan page, as well. However, if there is also a
speed constraint assigned at that waypoint, the clear action deletes it too.
ENTERING AN ESTIMATED TAKEOFF TIME (ETT)
In Preflight Phase:
SELECT the SEC F-PLN key on the MCDU.
SELECT a VERT REV at any waypoint.
SELECT the Required Time of Arrival (RTA) prompt (2R).
The MCDU displays the RTA page.
ENTER the Estimated Takeoff Time in the [ 5R ] field.
The format is HHMMSS (entry of seconds is not mandatory).

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
If the aircraft has not taken off by the time entered as estimated takeoff time, the MCDU
displays the “CLK IS TAKE OFF TIME” message, meaning that the system will replace your
estimated takeoff time with the actual time.
When beginning the takeoff roll, the system automatically adopts that clock time as the
takeoff time.
If the origin airport is changed, or the clock time is invalid, the system automatically deletes
the estimated takeoff time.
Applicable to: ALL
FLIGHT PLAN CHECK

CHECK the EOSID on the ND plan mode (yellow line).
Note: If the details of the EOSID require review, select the EOSID as a TMPY F-PLN and
review it as TMPY. Then ERASE it.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SRP-01-10-A-00003966.0001001 / 09 DEC 09

Applicable to: ALL
SECONDARY F-PLN
For details : Refer to DSC-22_20-60-50 Secondary Flight Plan.
Applicable to: ALL
RADIO NAV
Whenever a NAVAID IDENT is correctly decoded, in agreement with that published, no audio
check is necessary.
Morse decoding is displayed on the ND for VOR/DME, VOR/TAC, DME, ADF, and on the PFD for
ILS.
Preferably use the identifier for NAVAID entry.
If the ADF IDENT is not in the database, be sure to include a decimal point when tuning the
frequency (e.g 315. or 325.7).
Note: Whenever, the runway ILS is intented to be retained for guidance after the takeoff phase,
it is recommended to manually tune the ILS by its identifier.
FMGS DATA INSERTION

Ident.: PRO-NOR-SRP-01-10-B-00003968.0014001 / 22 MAY 12
WEIGHT/CG INSERTION AND FUEL PLANNING

The flight crew must enter the Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of Gravity
(ZFWCG) values on the INIT B page, to allow the FMS to perform the fuel planning computations.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
PRESS the INIT key, and the Next (“→”) key to access the INIT B page.
ENTER the ZFW and ZFWCG value in the [ 1R ] field.
The “FUEL PLANNING →” prompt appears in the [ 3R ] field.
Note: As long as the final Load and Trim Sheet is not available, the crew should insert the
estimated ZFW/ZFWCG in order to get fuel estimates. The ZFW and ZFWCG values
must be updated with the final Load and Trim Sheet values.
CHECK/MODIFY the TAXI [ 1L ], RTE RSV [ 3L ] and FINAL TIME [ 5L ] values.
The TAXI, RTE RSV and FINAL TIME fields display the default values specified in the AMI file
(for example, “0.4 t” for TAXI, “5.0 %” for RTE RSV and "0045" for FINAL TIME). The flight crew
may modify these values.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: At takeoff, the RTE RSV field will automatically be reset to 0. The RTE RSV fuel is
then added to the EXTRA fuel, which ensures that the EXTRA fuel and MIN DEST
FOB values are consistent in flight.
ENTER an ALTN fuel value in the [4L] field, as necessary.
The flight crew may enter the ALTN fuel value planned on the Computerized Flight Plan (CFP),
as necessary.
ENTER the TRIP WIND value in the [ 6R ] field, as necessary.
In no wind profile has been entered in the F-PLN, the crew may enter an average TRIP WIND in
this field, to obtain more realistic fuel/time predictions before departure.
Note: 1. The flight crew should only enter a TRIP WIND to obtain realistic fuel/time
predictions, on ground. Then, the flight crew should enter a wind profile using the
WIND pages, for fuel/time predictions in flight. As soon as flight crew has entered a
wind profile on the WIND pages, the TRIP WIND will be erased.
2. If the crew has already defined a wind profile, even partially (such as climb wind), it
is not possible to enter a TRIP WIND.
ENTER the planned BLOCK fuel, as indicated in the computerized flight plan (CFP).
If the planned BLOCK fuel is not available, the crew may obtain a prediction of the minimum
BLOCK fuel required for the flight by pressing the FUEL PLANNING prompt [3R].
Pressing this prompt makes the FMS compute the minimum required BLOCK fuel, which is the
BLOCK fuel required to have EXTRA fuel = 0, based on the parameters entered on the INIT and
F-PLN pages.
The computed BLOCK fuel value is displayed in the [2R] field, and a BLOCK CONFIRM prompt
appears in the [3R] field.
Note: In order to obtain a realistic BLOCK fuel computation, the flight crew should ensure
that the F-PLN initialization has been completed (including insertion of the ALTN
F-PLN and/or ALTN fuel, if necessary), and that flight parameters, such as CRZ
FL, steps climbs (if any), and winds, have been inserted, before using the FUEL
PLANNING function.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 When the final Load and Trim Sheet (LTS) data are available:
ENTER the final ZFW/ZFWCG [1R], and the required BLOCK fuel [2R].
The FMS computes the predictions, based on the entered BLOCK fuel, and estimates the
EXTRA fuel value.
CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTE
RSV fuel, ALTN fuel, FINAL and EXTRA fuel values.
If necessary, the flight crew may modify the ALTN or FINAL fuel values.
PRINT the PREFLIGHT REPORT, if necessary.
When the final Load and Trim Sheet values (ZFW/ZFWCG/BLOCK) have been entered, the
crew may print the pre-flight report, which provides a copy of the F-PLN with the associated
FMS predictions.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

WEIGHT/CG INSERTION AND FUEL PLANNING

The flight crew must enter the Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of Gravity
(ZFWCG) values on the INIT B page, to allow the FMS to perform the fuel planning computations.
PROCEDURE
PRESS the INIT key, and the Next (“→”) key to access the INIT B page.
ENTER the ZFW and ZFWCG value in the [ 1R ] field.
The “FUEL PLANNING →” prompt appears in the [ 3R ] field.
Note: As long as the final Load and Trim Sheet is not available, the crew should insert the
estimated ZFW/ZFWCG in order to get fuel estimates. The ZFW and ZFWCG values
must be updated with the final Load and Trim Sheet values.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CHECK/MODIFY the TAXI [ 1L ], RTE RSV [ 3L ] and FINAL TIME [ 5L ] values.

The TAXI, RTE RSV and FINAL TIME fields display the default values specified in the AMI file
(for example, “0.4 t” for TAXI, “5.0 %” for RTE RSV and "0045" for FINAL TIME). The flight crew
may modify these values.
Note: At takeoff, the RTE RSV field will automatically be reset to 0. The RTE RSV fuel is
then added to the EXTRA fuel, which ensures that the EXTRA fuel and MIN DEST
FOB values are consistent in flight.
ENTER an ALTN fuel value in the [4L] field, as necessary.
The flight crew may enter the ALTN fuel value planned on the Computerized Flight Plan (CFP),
as necessary.
ENTER a MIN DEST FOB value in the [6L] field, as necessary.
Note: MIN DEST FOB (equal to ALTN + FINAL) can be increased at flight crew discretion
(e.g. when HOLD is expected at destination).
ENTER the TRIP WIND value in the [ 5R ] field, as necessary.
In no wind profile has been entered in the F-PLN, the crew may enter an average TRIP WIND in
this field, to obtain more realistic fuel/time predictions before departure.
Note: 1. The flight crew should only enter a TRIP WIND to obtain realistic fuel/time
predictions, on ground. Then, the flight crew should enter a wind profile using the
WIND pages, for fuel/time predictions in flight. As soon as flight crew has entered a
wind profile on the WIND pages, the TRIP WIND will be erased.
2. If the crew has already defined a wind profile, even partially (such as climb wind), it
is not possible to enter a TRIP WIND.
ENTER the planned BLOCK fuel, as indicated in the computerized flight plan (CFP)
If the planned BLOCK fuel is not available, the crew may obtain a prediction of the minimum
BLOCK fuel required for the flight by pressing the FUEL PLANNING prompt [3R].
Pressing this prompt makes the FMS compute the minimum required BLOCK fuel, which is the
BLOCK fuel required to have EXTRA fuel = 0, based on the parameters entered on the INIT and
F-PLN pages.
The computed BLOCK fuel value is displayed in the [2R] field, and a BLOCK CONFIRM prompt
appears in the [3R] field.
Note: In order to obtain a realistic fuel computation, the flight crew should ensure that the
F-PLN initialization has been completed (including insertion of the ALTN F-PLN and/or
ALTN fuel and/or MIN DEST FOB if necessary), and that flight parameters, such as
CRZ FL, steps climbs (if any), and winds, have been inserted.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 When the final Load and Trim Sheet (LTS) data are available:
ENTER the final ZFW/ZFWCG [1R], and the required BLOCK fuel [2R].
The FMS computes the predictions, based on the entered BLOCK fuel, and estimates the
EXTRA fuel value.
CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTE
RSV fuel, ALTN fuel, FINAL and EXTRA fuel values.
When the final Load and Trim Sheet values (ZFW/ZFWCG/BLOCK) have been entered, the
crew may print the pre-flight report, which provides a copy of the F-PLN with the associated
FMS predictions.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SRP-01-10-B-00003969.0010001 / 15 FEB 11

Applicable to: ALL
TAKEOFF WITH NO WEIGHT/CG DATA

If the crew does not enter ZFW/ZFWCG data prior takeoff, or if the FMGC looses these values due
to a power interruption, the following will occur:
‐ At takeoff, the Speed Reference System (SRS) mode is available (provided a V2 has been
inserted)
‐ When the aircraft leaves the SRS mode, the target speed becomes the current speed and
reverts to selected.
Note: If the AP/FD has reverted to ALT or V/S (FPA) mode, the associated A/THR mode is
SPEED. In this case, the system will probably reduce thrust, because the speed will be
equal to, or greater than, the target speed.
 When appropriate, to regain FMS predictions and associated managed modes:

INSERT the ZFW/ZFWCG values on the FUEL PRED page.
Applicable to: ALL
INSERTING WEIGHT/CG DATA AFTER ENGINE START

The flight crew must enter the ZFW/ZFWCG values on INIT B page prior to engine start. If these
data have not been entered at engine start, the MCDU displays the “INITIALIZE WEIGHTS” amber
message in the scratchpad. After engine start, the crew should enter the ZFW/ZFWCG values on
the FUEL PRED page.
PRESS to the FUEL PRED key.
INSERT the ZFW/ZFWCG values in the [4R] field.
This allows predictions and performance computation.
CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTE RSV
fuel, ALTN fuel, FINAL and EXTRA fuel values.
When the final load sheet values (ZFW/ZFWCG/BLOCK) have been entered, the crew may print
the pre-flight report, which provides a copy of the F-PLN with the associated FMS predictions.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
TAKEOFF DATA INSERTION
PROCEDURE
PRESS the PERF key on the MCDU.
WRITE successively and ENTER : V1, VR, V2.
WRITE successively and ENTER T.O. SHIFT and FLX TEMP or DRT TO 
CHECK/MODIFY the THR RED ALT (Thrust reduction altitude) See *.
CHECK/MODIFY the ACC ALT (acceleration altitude) See *.
CHECK/MODIFY the ENG OUT ACC (engine out acceleration altitude) See *.
CHECK/MODIFY the TRANS ALT (transition altitude) See *
CHECK V1, V2 on PFD See **
* Altitudes less than 400 ft above airfield elevation cannot be selected.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
** If the PFD does not display V2 at the top of its speed scale, check that at least one FD is
ON.
ENTERING A FLEX TEMPERATURE
WRITE the desired flex temperature in the scratchpad and ENTER using the [4R] key.

CLIMB SPEED PRESELECTION

If the managed speeds for the initial climb are not suitable, the pilot can preselect an appropriate
climb speed on the “PERF CLB” page, as long as the climb phase is not active.
The CLB SPD preselection applies, when the:
‐ ATC specifies an initial climb speed.
‐ Initial climb speed must be lower than normal because:
• There are to be turns greater than 120 ° in the initial climb out.
• Obstacle clearance, or some other situation, requires a high climb angle.
• The airfield has a risk area to be quickly cleared (birds reported, for example).

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
The PERF TAKE OFF page is displayed.
SELECT the “NEXT PHASE” [6R] key to display the CLB page.
WRITE a climb speed and ENTER it.
To revert to managed speed, select MANAGED by pressing [3L].
When the aircraft is transitioning into the climb phase, the preselected value becomes the target
speed:
‐ The selected speed target is active.
‐ The primary flight display shows the target speed in blue.
‐ The FCU’s speed window displays the new speed or Mach number.


PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PROCEDURE
SELECT the PERF CLB page by pressing [6 R] (“NEXT PHASE” prompt).
speed:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A367

PROCEDURE
SELECT the PERF CLB page by pressing [6 R] (“NEXT PHASE” prompt).

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
speed:
Ident.: PRO-NOR-SRP-01-10-B-00003973.0003001 / 09 OCT 12
CRUISE MACH (SPEED) PRESELECTION

The pilot preselects a cruise Mach, when a Mach number other than the ECON cruise Mach
number is required.
When the aircraft transitions to the cruise phase, the speed target symbol goes to the preselected
value and “SELECTED” becomes the active speed mode (blue target on PFD, target MACH
shown in the speed/Mach window of the FCU).
PROCEDURE
PRESS the “NEXT PHASE” [6R] key on the MCDU, until the CRZ page is accessed.
WRITE a cruise Mach (or speed) in the scratchpad and ENTER it in [4L].

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
To revert to managed speed, PRESS [3L].

When the cruise phase is active, you cannot preselect a cruise Mach or speed.
CRUISE MACH (SPEED) PRESELECTION

The pilot preselects a cruise Mach, when a Mach number other than the ECON cruise Mach
number is required.
When the aircraft transitions to the cruise phase, the speed target symbol goes to the preselected
value and “SELECTED” becomes the active speed mode (blue target on PFD, target MACH
shown in the speed/Mach window of the FCU).
PROCEDURE
PRESS the “NEXT PHASE” [6R] key on the MCDU, until the CRZ page is accessed.
WRITE a cruise Mach (or speed) in the scratchpad and ENTER it in [4L].
To revert to managed speed, PRESS [3L].
When the cruise phase is active, you cannot preselect a cruise Mach or speed.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
ENTERING A HEADING/TRACK PRESET FUNCTION

Tfhe heading/track preset allows the pilot to preset a takeoff or go-around heading or track before
commanding the aircraft to take up that heading or track (manual activation).
The flight crew can enter a heading or a track preset while the aircraft is on the ground and until
takeoff.
PROCEDURE
 Before takeoff:
SET the appropriate HDG or TRK in the FCU window.
This disarms the navigation mode and allows the runway mode to remain engaged after
takeoff.
 After takeoff:
PULL HDG/TRK knob.
The heading or track mode engages on the preset value.
The direction in which the pilot rotates the HDG/TRK selection knob usually determines the
direction of the turn. A left rotation (decreasing heading) produces a left turn; a right rotation
produces a right turn.
However, when a heading has been preset before takeoff or go-around, the direction of the
turn will be such as to cause the shortest turn at the moment of engagement.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CANCELLING THE HEADING/TRACK PRESET FUNCTION

The pilot can cancel the heading preset by pushing the HDG/TRK knob back in again. This
engages or arms the NAV mode.
FMGS RE-INITIALIZATION AFTER A CANCELED FLIGHT

Ident.: PRO-NOR-SRP-01-10-00013064.0001001 / 16 NOV 11
Applicable to: ALL
If the flight crew initially prepared a flight with all the data associated with this flight (takeoff speeds,
winds, etc.), and if this flight is later canceled and replaced by another flight, the flight crew may use
the following procedure to initialize the FMGS again:
PREPARE the new flight data in the secondary flight plan, using SEC INIT A, SEC INIT B, and SEC
PERF pages
ACTIVATE the secondary flight plan.
Note: When the flight crew activates the secondary flight plan, the following data of the primary
flight plan is lost if the secondary flight plan does not include any replacement data:
‐ Alternate data
‐ Winds and cruise TEMP at waypoints as inserted on CRZ WIND pages
‐ Departure and arrival selection (STAR, APP, RWY) and approach parameters (QNH,
TEMP, WIND, TRANS ALT, VAPP, MDA/MDH, DH, LDG CONF)
‐ Altitude, speed, and time constraints
‐ Steps
‐ CMS
‐ Offsets
‐ Flaps/THS
‐ Preselected cruise and descent speeds.

FCOM ← C to D 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Before Pushback or Start
CHANGE OF RUNWAY

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

SELECT the LAT REV at origin.
SELECT the DEPARTURE prompt [1L].
SELECT the new RWY in use.
SELECT the appropriate SID and TRANS.
CHECK the resulting temporary F-PLN and INSERT it.
CHECK TAKE OFF DATA comes up in the scratchpad if the PERF TO page had been filled in.
ENTER the new V1, VR, V2, FLEX TEMP or CONF, as appropriate.
Note: If the previously selected SID is compatible with the new runway, it automatically appears in
the temporary flight plan. Any revision the pilot may have made to the previous SID will not
be transferred.
If the pilot still wants it, he has to reenter it.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CHANGE OF RUNWAY

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

SELECT the LAT REV at origin.
SELECT the DEPARTURE prompt [1L].
SELECT the new RWY in use.
The "CHECK TAKE-OFF DATA" message is displayed.
CHECK/SELECT the appropriate SID and TRANS.
CHECK and INSERT the TMPY F-PLN, or continue with next revision.
PRESS the PERF key to access PERF TAKEOFF page.
CHECK the V1, VR, V2 and FLEX values displayed after the amber boxes. If these values are
correct, PRESS [6R] to confirm and insert them. Else, ENTER new values.
ENTER the new V1, VR, V2, FLEX TEMP or CONF, as appropriate.
The previously-entered values, adjacent to the boxes, may be re-selected by pressing the CONFIRM
TO DATA* on [6R].

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: In case of a runway change, any previous lateral modification performed on the active
DEPARTURE procedure may lead to additional waypoint stacking in the temporary F-PLN.
The crew has to check and revise it, as necessary.
Refer to DSC-22_20-30-10-18 Changing the Departure/Arrival.
TAKEOFF FROM INTERSECTION

Ident.: PRO-NOR-SRP-01-15-00003976.0001001 / 09 DEC 09
Applicable to: ALL
Use RTOW or FCOM to revise takeoff parameters :

PRESS the [PERF] key on MCDU
ENTER the takeoff shift
ENTER the new V1, VR, V2, FLX TEMP, or CONF, as appropriate
Note: The insertion of the shift in takeoff position permits the system to make an accurate revision
to its navigation data at takeoff.

FCOM ← A to B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Taxi
FCU SELECTION FOR TAKEOFF

Applicable to: ALL
PROCEDURE
ENSURE that HDG – V/S modes are selected (change over pb).
CONFIRM or SELECT the first cleared altitude
CROSS CHECK on PFD the target altitude
CONFIRM both FDs ON
FMA MODE CHECK

CHECK that the FMA CLB (or ALT) mode is armed

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: ALT (in blue or magenta) may be displayed instead of CLB if the FCU altitude or a
constraint is set at or below the acceleration altitude.
If a HDG/TRK was preset, NAV is disarmed.
FMA MODE CHECK

CHECK that the FMA CLB (or ALT) mode is armed

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: ALT (in blue or magenta) may be displayed instead of CLB if the FCU altitude or a
constraint is set at or below the acceleration altitude.
Note: If a radar-vector standard instrument departure (SID) has been selected, a F-PLN
discontinuity immediately follows the departure runway, and NAV mode is not armed. After
takeoff, RWY TRK mode engages until the crew selects a HDG or performs a DIR TO.
If a HDG/TRK was preset, NAV is disarmed.

FCOM ←B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SELECTING A NAVIGATION DISPLAY

Applicable to: ALL
SET the minimum range to display the first waypoint after departure or as required for weather radar.

FCOM C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SELECTING TAKEOFF DISPLAYS FOR PILOT'S AND COPILOT'S MCDU

Applicable to: ALL

FCOM D 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Takeoff
MONITORING THE TAKEOFF

Applicable to: ALL
 At power set (thrust levers in FLX or TOGA position)

CHECK that the navigation is updated to the runway threshold by verifying that the aircraft
symbol is centered on the runway threshold of the navigation display.
CHECK the FMA for appropriate mode selection
Note: ‐ RWY mode appears if an ILS is tuned to a station corresponding to the departure
runway. Otherwise no lateral mode comes up until the aircraft has lifted off.
 At 30 ft
 If NAV is armed, it engages automatically.
 If NAV is not armed, RWY TRK mode engages and remains displayed until the crew
selects another lateral mode.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 At 100 ft
Engage AP1 or AP2.
The FMGS has an internal delay that prevents the AP from engaging 5 s after liftoff and if the
aircraft is below 100 ft.
 At thrust reduction altitude
“LVR CLB” flashes in the first column of the FMA

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Procedure
SET the thrust levers to the CL detent
A/THR activates automatically
CHECK that A/THR turns to white in the 5th FMA column.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CHECK that THR CLB appears in green in the first column.
Depending on the next level off altitude, CLB or ALT is armed and displayed in the second
column.
ALT is armed:
‐ in blue if the next predicted level-off is the FCU-selected altitude (target altitude blue at the top
of the ALT scale)
‐ in magenta if the next predicted level-off is an ALT CSTR (target altitude magenta at the top of
the ALT scale)
 At acceleration altitude
The vertical phase automatically switches to climb.
CLB mode engages. The target speed jumps to initial climb speed on the PFD.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Procedure
CHECK that “CLB” appears in green in the second FMA column.
‐ The speed reference system (SRS) mode remains engaged until CLB phase is engaged,
which occurs at ACCEL ALT or at any other vertical mode engagement, whichever comes
first.
‐ If during takeoff the FCU altitude is set below the current aircraft altitude, the system ignores
the FCU altitude and the aircraft remains in SRS mode until the pilot selects an altitude above
the aircraft altitude or engages any other mode.
PRESELECTING A HDG OR A TRK

Applicable to: ALL
PROCEDURE
 If a HDG or a TRK was preselected on the ground :
PULL OUT the HDG/TRK selector knob when required
CHECK that the HDG/TRK mode is active and displayed on the FMA
When a HDG or TRK is preset, OP CLB mode will engage at the acceleration altitude. (CLB
mode is not available in HDG/TRK mode).

FCOM ← A to B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
NORMAL TAKEOFF PROFILE

Applicable to: ALL
NO FLIGHT DIRECTOR TAKEOFF

Applicable to: ALL
If a takeoff is initiated without FDs, the system responds as follow:

‐ There are no FD bars.
‐ There is no A/THR arming.
‐ There is no guidance available.
‐ The target speed on the PFD is that selected on the FCU or is defaulted to 100 kt.
‐ Setting the thrust levers to the CL detent does not activate A/THR.
Note: Do not engage the autothrust prior to selecting a target speed on the FCU.

FCOM C to D → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
Establish initial climb of 15 °
 When reaching the thrust reduction altitude (THR RED ALT):
SELECT a climb speed.
SET the thrust levers to CL detent.
ACTIVATE the autothrust.
TURN ON the FDs (basic modes engage).
SELECT appropriate mode.
Failure of both FDs after the start of takeoff:
‐ The FD bars disappear.
‐ The FCU window displays the target speed, which synchronizes on V2, or the current speed
(if it is higher).
‐ The autothrust remains armed.
‐ At thrust reduction altitude, LVR CLB flashes. If the pilot set the thrust levers to the CLB
detent, the autothrust becomes active in selected SPD mode (no FDs selected).
If the current speed is greater than the target speed, the thrust decreases.
‐ At acceleration altitude the target speed does not change, since it is selected.

FCOM ←D 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
TAKEOFF WITH NO V2 ENTRY

Applicable to: ALL
If V2 is not inserted, the speed reference system (SRS) will not engage for takeoff.
5 s after lift off, V/S mode will engage. When V/S engages the current airspeed becomes the FCU
target speed.
To regain a normal speed target, the pilot must :
SELECT the appropriate climb speed on the FCU and PULL out the knob.
 At ACC ALT :
PUSH the A/THR pb on the FCU.
SET the thrust levers to CL detent.
PUSH in the SPD selector knob to get a managed speed target.
TAKEOFF USING THE LOCALIZER OF THE OPPOSITE RUNWAY

 If the localizer, of the ILS associated with the opposite runway, must be used for takeoff:
SELECT the RAD NAV PAGE.
ENTER the ILS IDENT.
If the ILS is in the database, the system tunes the proper frequency.
Check that the ILS front course is displayed in the CRS field.
Note: This may trigger the “RWY/ILS MISMATCH” message. Disregard it.

FCOM E to F → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the ILS is not in the database:

SET the appropriate frequency, and SET the ILS front course in the CRS field.
DESELECT the LS pb on the FCU.

Since the PFD displays reverse deviation.
SELECT ROSE ILS on one ND.
TAKEOFF USING THE LOCALIZER OF THE OPPOSITE RUNWAY

 If the localizer, of the ILS associated with the opposite runway, must be used for takeoff:
SELECT the RAD NAV PAGE.
If the ILS is in the database, the system tunes the proper frequency.
Check that the ILS front course is displayed in the CRS field.

FCOM ←F→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

SET the appropriate frequency, and SET the ILS front course in the CRS field.
DESELECT the LS pb on the FCU.

Since the PFD displays reverse deviation.
DESELECT the LS pb on ISIS.
Since ISIS displays LOC reverse deviation.
SELECT ROSE-ILS on one ND.

FCOM ←F 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Climb
MONITORING THE CLIMB PHASE

The PF MCDU should display the PERF CLB page allowing him to monitor the climb.
The PM MCDU should display the F-PLN page to allow the pilot to monitor time, speed and altitude
predictions. This page also displays matched or missed information for constraints.
CHECK vertical mode CLB if NAV is engaged.

CHECK vertical mode OP CLB if HDG/TRK is engaged.
MONITORING THE ND (ROSE NAV OR ARC)
Displays the lateral and vertical paths, in the current AP/FD active modes.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MONITORING THE AP/FD MODES AND FMA

If CLB mode is engaged, the flight mode annunciator (FMA) and the navigation display (ND) show
the tactical situation as follows:
CASE 1
The FCU selected altitude is set above the next altitude constraint

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CASE 2
The FCU selected altitude is set at the next altitude constraint
The aircraft will automatically levels off at this altitude.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
To resume the climb automatically when the waypoint AAA is reached, apply the following
procedure during the level off (Position 4):
SELECT the FCU altitude to the next constraint (if any) or the cruise FL.
PUSH the FCU ALT selector knob to arm CLB mode.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
RECOMMENDATION:
To ensure that you will not miss the next constraint, it is recommended to select the FCU
altitude to the next constraint as described above.
MONITORING THE CONSTRAINTS
SPEED, ALTITUDE and TIME constraint can be checked using MCDUs. Each constraint is
preceded by a star that indicates if the constraint is matched (magenta star) or missed (amber
star).
ALTITUDE CONSTRAINT
 If an altitude constraint is predicted as missed, use the following procedure:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SET the FCU ALT to the next ALT CSTR

CHECK the position of the level off symbol on the ND (blue arrow) with respect to the
waypoint with the constraint.
DECREASE the target speed until the constraint is met.
SPEED CONSTRAINT
CHECK the SPD CSTR predictions on the MCDU.
A magenta or amber star (*) indicates that the aircraft will match or miss the constraint.
If the aircraft is to miss the constraint by more than 10 kt, the MCDU scratchpad displays “SPD
ERROR AT WPT ---- ”.
“CHECK WEIGHT” MESSAGE.
Refer to PRO-SUP-22-10 Other Abnormal Procedures - "CHECK WEIGHT" Message
HDG/TRK MODE ENGAGEMENT
 If HDG/TRK is engaged, the guidance does not consider any F-PLN constraint. Therefore if
the flight crew disengages NAV, CLB mode reverts to OP CLB.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SPEED SELECTION
 If a specific speed is required:
TURN and PULL the SPD selector knob. (This changes the target speed to blue on the PFD
speed scale).
Predictions on the F-PLN page assume that the speed remains selected until the next
SPD LIM or SPD CSTR, or the next phase, whichever comes first.



PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL


CASE 1

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CASE 2

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
RECOMMENDATION:
star).
ALTITUDE CONSTRAINT
 If an altitude constraint is predicted as missed, use the following procedure:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

SPEED CONSTRAINT

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SPEED SELECTION
speed scale).

VN-A367

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL


CASE 1

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CASE 2

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
RECOMMENDATION:
star).
ALTITUDE CONSTRAINT
 If an altitude constraint is predicted as missed,
use the following procedure:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

SPEED CONSTRAINT

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
SPEED SELECTION
speed scale).
IMMEDIATE RETURN TO ORIGIN AIRPORT

 If the SEC F-PLN has been prepared for an immediate return to the airport of origin:
ACTIVATE the SEC F-PLN.
PERFORM a DIR TO the appropriate waypoint.
 If the SEC F-PLN has not been prepared for an immediate return to the airport of origin:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PERFORM a lateral revision at TO waypoint

ENTER the departure airport ident in the NEW DEST field and INSERT the temporary flight plan.
PERFORM a lateral revision at the new destination
SELECT: APPR – STAR – VIA – TRANS and INSERT
 When cleared to divert:
PERFORM a DIR TO the suitable waypoint.
ENTER QNH, WIND, MDA/MDH, LDG CONF.
CHECK RAD NAV page.
IMMEDIATE RETURN TO ORIGIN AIRPORT

 If the SEC F-PLN has been prepared for an immediate return to the airport of origin:
REVERT to HDG mode, then ACTIVATE the SEC F-PLN.
PERFORM a DIR TO the appropriate waypoint.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the SEC F-PLN has not been prepared for an immediate return to the airport of origin:
PERFORM a lateral revision at TO waypoint

ENTER the departure airport ident in the NEW DEST field.
PERFORM a lateral revision at the new destination
SELECT: APPR – STAR – VIA – TRANS and INSERT
 When cleared to divert:
PERFORM a DIR TO the suitable waypoint.
ENTER QNH, WIND, MDA/MDH, LDG CONF.
CHECK RAD NAV page.

FCOM ←B 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Cruise
REACHING CRUISE FLIGHT LEVEL

Applicable to: ALL
On reaching the cruise flight level, the flight crew should be sure that the FMA displays “ALT CRZ”
in its second column, which ensures that the aircraft is at cruise flight level and at Economy Cruise
Mach (ECON CRZ MACH).
The FMGS engages the “soft altitude” (SOFT ALT) mode 2 min after the cruise flight level is captured
and Mach stabilized. (SOFT ALT) mode allows the aircraft to deviate ± 50 ft from the target altitude
to minimize the thrust variation and reduce the fuel consumption.
 If the FMA does not display ALT CRZ at the assigned flight level, soft altitude mode will
not engage and the predictions will be computed at the preplanned flight level. This will occur
when the ATC assigned flight level is lower than the preplanned flight level entered on the PROG
page.
 If the FMA does not display ALT CRZ at the assigned FL (as may occur when the
ATC-assigned FL is lower than the preplanned FL selected initially):
PRESS the [PROG].
ENTER the current cruise flight level.
Note: If the current cruise flight level is above the preplanned FL, selecting the FCU updates
it automatically.
“SET SPD AUTO” OR “SET MANAGED SPD” OR “CHECK SPEED MODE”
 If the climb phase was flown in selected speed and if the cruise phase is planned to be
flown in managed speed (ECON MACH/SPEED) , “SET SPD AUTO” or “SET MANAGED
SPEED” or "CHECK SPEED MODE" appears on the PFD and MCDU as a reminder.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PRESS the FCU speed selector knob to activate the managed Mach.
MONITORING THE NAVIGATION ACCURACY

Applicable to: ALL
GENERAL
On aircraft equipped with GPS PRIMARY, the navigation accuracy check is not required as long
as GPS PRIMARY  is available.
Otherwise, navigation accuracy shall be checked periodically in cruise.
The PROG page displays an estimated accuracy as being high or low (center of sixth line):
‐ “HIGH” means that the FMGS estimates the FM position accurate enough to meet the EN
ROUTE criteria,
‐ “LOW” means that the pilot must compare raw data from tuned navaids with corresponding data
computed by FM and shown on the ND or MCDU PROG page. The appearance of the message
“NAV ACCUR DOWNGRAD” on the MCDU calls for a similar crosscheck.
Note: The pilot should make such a comparison periodically, even if the PROG page is
displaying “HIGH” and navaids are available: this allows him to quantify the FM position
error.
The method for checking the accuracy is explained in the SOP and in Evaluation of position
accuracy chapter (Refer to DSC-22_20-20-20 General).
A quick check is explained here below when the TO waypoint is a DME type. (VOR/DME or
VOR/TAC or DME or TAC)

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

POSITION DISCREPANCY
 If there is a discrepancy between the raw data position and the FM position:
PRESS the DATA key on the MCDU.
SELECT “FREEZE”.
On the other MCDU : Select the GPS MONITOR page.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

POSITION DISCREPANCY
 If there is a discrepancy between the raw data position and the FM position:
PRESS the DATA key on the MCDU.
SELECT “FREEZE”.
On the other MCDU: Select the GPS MONITOR page.
MONITORING THE FUEL PREDICTIONS

Ident.: PRO-NOR-SRP-01-50-00003995.0005001 / 14 FEB 11
The F-PLN and FUEL PRED pages display fuel and time predictions throughout the flight. These
predictions are meaningful if the lateral and vertical flight plan, and the entered winds are kept
accurate enough as the flight progresses.
PROCEDURE
In addition to the Fuel Management procedure described in the SOPs (Refer to
PRO-NOR-SOP-15 Cruise - Flight Progress), periodically apply the following actions:
KEEP ACCURATE FMS PREDICTIONS
Periodically UPDATE the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds).
CHECK the ALTN and the MIN DEST FOB value on the FUEL PRED page
The MIN DEST FOB value is computed by the FMS and equals ALTN + FINAL.
At the beginning of the CRZ phase, and/or after any change of destination or alternate airport,
check that the ALTN and MIN DEST FOB values are meaningful. Otherwise, update the ALTN fuel
value, as appropriate.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CHECK the DEST EFOB value on the F-PLN or FUEL PRED page
MONITOR the EFOB at destination on the F-PLN or FUEL PRED page. If necessary, ADAPT the
flight strategy.
"DEST EFOB BELOW MIN" MESSAGE
If the predicted EFOB at destination becomes less than the MIN DEST FOB value displayed on
the FUEL PRED page:
‐ The destination EFOB turns to amber on the F-PLN, FUEL PRED and PERF (CLB, CRZ, DES)
pages, and REPORT page.
‐ The “DEST EFOB BELOW MIN” amber message is displayed on the MCDU scratchpad, after
2 min (if the FMS is in CRZ or DES phase).
Note: If the flight crew has cleared the “DEST EFOB BELOW MIN” message, and if the
predicted EFOB at destination is still less than the MIN DEST FOB value, the “DEST
EFOB BELOW MIN” message will appear again at the beginning of the descent phase.
PROCEDURE
 If the “DEST EFOB BELOW MIN” message is triggered on the MCDU:
CHECK the DEST EFOB value on the F-PLN or FUEL PRED page,
CHECK the hypothesis used by the FMS to compute the fuel predictions,
Check that the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds) are
up-to-date, to ensure that the FMS predictions are accurate.
Check that the ALTN and FINAL fuel values are meaningful and correspond to the planned
fuel strategy.
ADAPT the flight strategy as required.
MONITORING THE FUEL PREDICTIONS

The F-PLN and FUEL PRED pages display fuel and time predictions throughout the flight. These
predictions are meaningful if the lateral and vertical flight plan, and the entered winds are kept
accurate enough as the flight progresses.
PROCEDURE
In addition to the Fuel Management procedure described in the SOPs (Refer to
PRO-NOR-SOP-15 Cruise - Flight Progress), periodically apply the following actions:

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
KEEP ACCURATE FMS PREDICTIONS

Periodically UPDATE the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds).
CHECK the MIN DEST FOB value on the FUEL PRED page
The MIN DEST FOB value is computed by the FMS and by default it is equals to ALTN + FINAL.
ALTN, FINAL and MIN DEST FOB can be modified by the flight crew.
At the beginning of the CRZ phase, and/or after any change of destination or alternate airport,
check that the MIN DEST FOB value is meaningful. Otherwise, update the MIN DEST FOB value,
as appropriate.
CHECK the DEST EFOB value on the F-PLN or FUEL PRED page
MONITOR the EFOB at destination on the F-PLN or FUEL PRED page. If necessary, ADAPT the
flight strategy.
"DEST EFOB BELOW MIN" MESSAGE
If the predicted EFOB at destination becomes less than the MIN DEST FOB value displayed on
the FUEL PRED page:
‐ The destination EFOB turns to amber on the F-PLN, FUEL PRED and PERF (CLB, CRZ, DES)
pages, and REPORT page.
‐ The “DEST EFOB BELOW MIN” amber message is displayed on the MCDU scratchpad, after
2 min (if the FMS is in CRZ or DES phase).
Note: If the flight crew has cleared the “DEST EFOB BELOW MIN” message, and if the
predicted EFOB at destination is still less than the MIN DEST FOB value, the “DEST
EFOB BELOW MIN” message will appear again at the beginning of the descent phase.
PROCEDURE
 If the “DEST EFOB BELOW MIN” message is triggered on the MCDU:
CHECK the DEST EFOB value on the F-PLN or FUEL PRED page,
CHECK the hypothesis used by the FMS to compute the fuel predictions,
Check that the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds) are
up-to-date, to ensure that the FMS predictions are accurate.
Check that the MIN DEST FOB fuel value is meaningful and corresponds to the planned
fuel strategy.
ADAPT the flight strategy as required.

FCOM ←C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENTERING A STEP CLIMB OR A STEP DESCENT

The crew may use the STEP ALTS page to enter up to four geographic step points or one optimal
step (computed by the FMGS) at any waypoint of the cruise.
PROCEDURE
PRESS the PERF key.
SELECT “STEP ALTS” prompt.
The PERF PAGE displays this prompt in cruise phase. The crew may also call up the STEP ALTS
page using a vertical revision at any cruise waypoint.
ENTERING AN OPTIMAL STEP (ONLY STEP CLIMB)
WRITE a step altitude or FL into the scratchpad.
ENTER the step altitude or FL in the [1R] field.
CHECK the FUEL and TIME SAVINGS predictions on the 5L and 5R fields.
PUSH the INSERT prompt [6R] if adequate.
After insertion, the optimum step climb is updated only when the flight crew presses the UPDATE
prompt [6R].
The ND shows symbols for the start of climb (S/C) and the top of climb (T/C). The MCDU shows
the associated pseudo-waypoints.
It is possible to convert an optimum step to a geographic step by overwriting the [1L] field (see
geographic step).
 When reaching the step climb pseudo-waypoint:
REQUEST climb clearance.
ADJUST the FCU altitude to the STEP ALT, and PUSH.

FCOM D→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENTERING A GEOGRAPHIC STEP

WRITE a step altitude into the scratchpad.
The format is position/altitude (or FL). The position can be a waypoint or waypoint/distance to
waypoint. The waypoint/distance is an along track offset waypoint.
ENTER it in [1L] to [4L] field.
The entry of the initial geographic step point requires both a valid waypoint and altitude entries.
When a step has been entered, the flight crew may change the position and the altitude
independently. The flight crew cannot modify the position and the altitude in a single entry: To
modify both, they should modify the position first, and then the altitude.
CHECK the predictions
 When reaching the step climb or descent pseudo-waypoint (S/C or S/D):
REQUEST climb or descent clearance.
ADJUST the FCU altitude to the STEP ALT, and PUSH.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
The DIST/TIME field may display the following messages:

‐ ABOVE MAX if the step altitude exceeds the MAX ALT.
‐ IGNORED if the start step point is less than 50 nm from the top of descent.
‐ STEP NOW when the aircraft is within 20 nm of the step point.
If the aircraft overflies the step waypoint without commencing a climb or a descent, the
system deletes the step from the vertical F-PLN automatically (a “STEP DELETED”
message is displayed on the MCDU scratchpad), and recomputes the predictions.
A step is not deleted if the FCU altitude is moved only partially towards the step altitude.
The flight phase remains “cruise” whenever a step is initiated.
Note: For an altitude restriction defined at a waypoint less than 50 nm before the top of
descent and lower than the CRZ FL, it is recommended to enter an altitude constraint
rather than a step.
ENTERING A STEP CLIMB OR A STEP DESCENT

The crew may use the STEP ALTS page to enter up to four geographic step points or one optimal
step (computed by the FMGS) at any waypoint of the cruise.
PROCEDURE
SELECT the VERT REV page at any waypoint.
SELECT “STEP ALTS” prompt.
The PERF PAGE displays this prompt in cruise phase. The crew may also call up the STEP ALTS
page using a vertical revision at any cruise waypoint.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENTERING AN OPTIMAL STEP (ONLY STEP CLIMB)

WRITE the desired step altitude into the scratchpad.
ENTER it in the [1L] field
The FMGS automatically computes the optimal location of the step and inserts it in the TMPY
F-PLN.
CHECK the FUEL and TIME SAVINGS predictions on the [ 5R ].
After insertion, the optimum step location is regularly updated, until the aircraft is within 20 nm of
the step point.
The ND shows symbols for the start of climb (S/C) and the top of climb (T/C). The MCDU shows
the associated pseudo-waypoints.
It is possible to convert an optimum step to a geographic step by overwriting the [1L] field (see
geographic step).
 When reaching the step climb pseudo-waypoint (S/C):

REQUEST climb clearance to ATC.
ADJUST the FCU altitude to the STEP ALT, and PUSH the FCU knob.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: The step will be deleted from the F-PLN after having sequenced the start of climb for the
step.
ENTERING A GEOGRAPHIC STEP (STEP CLIMB OR STEP DESCENT)
WRITE a step altitude and waypoint into the scratchpad.
The format is:
‐ Altitude (or FL)/waypoint (Ex: FL 350/BERAD)
‐ Altitude (or FL)/waypoint/distance (Ex: FL 350/BERAD/-20)
The waypoint must be in the flight plan.
ENTER it in [1L] to [4L] field.
It is possible to independently modify either the location or the altitude of an existing step
altitude. It is not possible to modify with a single entry both the location and the altitude : An entry
“waypoint/xxx” will be taken by the system as an along track offset of xxx nautical miles.
CHECK the predictions (distance, time).
 When reaching the step climb or descent pseudo-waypoint (S/C or S/D):
REQUEST climb or descent clearance
ADJUST the FCU altitude to the STEP ALT, and PUSH the FCU knob.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
The DIST/TIME field may display the following messages:

‐ ABOVE MAX if the step altitude exceeds the MAX ALT.
‐ IGNORED if the step end point is less than 50 nm from the top of descent or if the step
climb is located prior to the top of climb or after the top of descent.
‐ STEP AHEAD when the aircraft is within 20 nm of the step point.
If the aircraft overflies the step pseudo-waypoint without commencing a climb or a descent,
the system deletes the step from the vertical F-PLN automatically (a “STEP DELETED”
message is displayed on the MCDU scratchpad), and recomputes the predictions.
The step is not deleted if the FCU altitude is moved only partially towards the step altitude.
The flight phase remains “cruise” whenever a step is initiated.
Note: For an altitude restriction defined at a waypoint less than 50 nm before the top of
descent and lower than the CRZ FL, it is recommended to enter an altitude constraint
rather than a step.
IMMEDIATE CHANGE OF LEVEL IN CRUISE

When the pilot changes his flight level without inserting a step:
‐ If the FCU-selected altitude is above the previous CRZ FL, the CRZ FL on the PROG page
changes to the new flight level.
‐ If the FCU-selected altitude is lower than the previous CRZ FL and if the distance to DEST is more
than 200 nm, the CRZ FL on the PROG page changes.
In that case Mach target is managed as follows:
• At the start of the descent, the Mach target is the managed Mach number at the initial cruise
flight level.
• When the aircraft reaches the new flight level, the Mach target switches either to the Mach
number for the lower CRZ FL, or to the speed for the lower CRZ FL if the aircraft reaches the
crossover altitude. This logic prevents the aircraft from exceeding VMO during descent.
‐ If the FCU-selected altitude is lower than the previous CRZ FL and the aircraft is within 200 nm of
its destination, the system activates the descent phase.
The pilot may reactivate the cruise phase by entering a new cruise flight level in the PROG page.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
IMMEDIATE CHANGE OF LEVEL IN CRUISE

When the flight crew changes the flight level through a FCU altitude selection:
‐ If the FCU-selected altitude is above the previous CRZ FL, the CRZ FL on the PROG page
changes to the new flight level.
‐ If the FCU-selected altitude is lower than the previous CRZ FL and if the distance to DEST is more
than 200 nm, the CRZ FL on the PROG page changes.
In that case Mach target is managed as follows:
• At the start of the descent, the Mach target is the managed Mach number at the initial cruise
flight level.
• When the aircraft reaches the new flight level, the Mach target switches either to the Mach
number for the lower CRZ FL, or to the speed for the lower CRZ FL if the aircraft reaches the
crossover altitude. This logic prevents the aircraft from exceeding VMO during descent.
‐ If the FCU-selected altitude is lower than the previous CRZ FL and the aircraft is within 200 nm of
its destination, the system activates the descent phase.
The pilot may reactivate the cruise phase by entering a new cruise flight level in the PROG page.
CAUTION If the pilot modifies the CRZ FL on the PROG page without setting the FCU altitude,
the FMS may target a Speed/Mach above VMO/MMO.
Changing the FCU altitude makes the FMS behavior become correct again.
PREPARATION FOR DESCENT AND APPROACH

Ident.: PRO-NOR-SRP-01-50-B-00003998.0001001 / 09 DEC 09
Applicable to: ALL
GENERAL
The preparation for descent and approach consists of :
‐ Entering PERF and WIND data
‐ Defining the lateral and vertical F-PLN
‐ Checking the tuning (auto or manual) of the appropriate navaids
After receiving the arrival information, the flight crew should use the following procedure.

FCOM ← E to F → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

REVISION OF LATERAL F-PLN

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PERFORM a lateral revision at destination

SELECT an ARRIVAL
SELECT an APPROACH, a STAR, a TRANSITION, a VIA.
When the pilot selects successive items, the page are automatically sequenced. But pressing
"NEXT PAGE" key brings up the APPR and STAR page successively.
CHECK the temporary revision including the missed approach.
INSERT the temporary revision, [6R] key.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

REVISION OF LATERAL F-PLN

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PERFORM a lateral revision at destination

SELECT an ARRIVAL prompt.
SELECT an APPROACH.
SELECT A STAR.
If a desired, call up VIA subpage by pressing [2L] prompt on STAR page and SELECT a VIA.
Note: When the pilot selects successive items, the page are automatically sequenced. But
pressing "→" key brings up the APPR and STAR page successively.
REVISION OF VERTICAL FLIGHT PLAN

CHECK that the speed and altitude constraints as displayed on the ND. (Use the CSTR
pusbutton).

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENTER any additional speed or altitude constraints using the vertical revision page.
In order not to be too fast when commencing the approach, you may insert a speed constraint at
the FAF (Final Approach Fix).
When all computations are completed.
REVIEW the flight plan, using the approach chart.
When the destination runway changes and if the previously selected STAR is compatible with
the new runway, the system selects it automatically in the temporary F-PLN. If the flight crew has
entered any revision or constraint on this STAR, it will not be transferred.
The pilot must reenter it in order to retain it for this approach.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

REVISION OF VERTICAL FLIGHT PLAN

CHECK that the speed and altitude constraints as displayed on the ND. (Use the CSTR
pusbutton).
ENTER any additional speed or altitude constraints using the vertical revision page.
In order not to be too fast when commencing the approach, you may insert a speed constraint at
the FAF (Final Approach Fix).
When all computations are completed.
REVIEW the flight plan, using the approach chart.
Note: : When the crew changes the approach or the destination runway, and if the previously
selected approach procedure is compatible with the new one, the system automatically
inserts it in the temporary F-PLN.
For further details, Refer to DSC-22_20-30-10-18 Changing the Departure/Arrival.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

ENTERING THE WINDS FOR DESCENT

Refer to DSC-22_20-30-20-25 Wind - Temperature - QNH - General.
ENTERING THE WINDS FOR DESCENT

Refer to DSC-22_20-30-20-28 Wind - Temperature - QNH - General.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PRESELECTING A MANAGED SPEED/MACH

As long as the descent phase is not active, the PERF DES page may either be used to select a
speed, or a Mach number, or both, to replace the optimum descent speed.
The Flight Guidance Computer then uses the entered speed, instead of the optimum speed for
computing the descent profile.
When the system switches to the descent phase, it sets the MANAGED target speed to the
entered speed. From there, the speed may only be modified by using the FCU selector knob.
Once in descent phase, the pilot cannot modify the MANAGED speed again.
PROCEDURE
PRESS the PERF on MCDU.
SELECT the “NEXT PHASE” prompt.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
WRITE the descent speed into the scratchpad and ENTER it.
The 3L field displays the imposed managed speed value.
VN-A367
PRESELECTING A MANAGED SPEED/MACH

The PERF DES page may either be used to select a speed, or a Mach number, or both, to replace
the optimum descent speed.
The Flight Guidance Computer then uses the entered speed, instead of the optimum speed for
computing the descent profile.
When the system switches to the descent phase, it sets the MANAGED target speed to the
entered speed. From there, the speed may only be modified by using the FCU selector knob.
Once in descent phase, the pilot cannot modify the MANAGED speed again.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
PRESS the PERF on MCDU.
SELECT the “NEXT PHASE” prompt.
WRITE the descent speed into the scratchpad and ENTER it.
The 3L field displays the imposed managed speed value.
Ident.: PRO-NOR-SRP-01-50-B-00004003.0003001 / 16 NOV 11
MODIFICATION OF THE CABIN RATE
PROCEDURE
PRESS the MCDU's PERF.
WRITE the new cabin rate in the scratchpad.
ENTER it in the [4R] field.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Ident.: PRO-NOR-SRP-01-50-B-00004003.0004001 / 16 NOV 11

MODIFICATION OF THE CABIN RATE
PROCEDURE
PRESS the MCDU's PERF.
WRITE the new cabin rate in the scratchpad.
ENTER it in the [5R] field.
ENTERING THE APPROACH DATA

From PERF DES page, SELECT “NEXT PHASE” [ 6R ] key to display the APPR page.
ENTER QNH, TEMP, WIND at destination (magnetic north reference), DH or MDA (MDH
depending on the OPC option).
(The PFD displays the MDA/MDH or DH value, only when the distance to destination is less than
250 nm).
CHECK and, if necessary, MODIFY the LDG CONF (landing configuration)
CHECK, and if necessary MODIFY the VAPP
The FMS-computed value may be modified
CHECK the TRANS FL value
(see note 1 below)

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: 1. The default TRANS FL value is computed by the FMS based on:
‐ The Transition Altitude of the destination airport (extracted from the NAV Database),
‐ The QNH value entered on PERF APPR page. Due to the internal FMS computation
of altitude constraints, it is rounded to the upper multiple of 5.
The crew should not modify this default TRANS FL value, if it slightly differs from the
Transition Level specified on the approach chart or reported by ATC.
2. The scratchpad displays “ENTER DEST DATA” if the PERF APPR page has not been
completed when the aircraft is less than 180 nm from destination.
SELECT “NEXT PHASE” in order to display the GO AROUND page.
CHECK and, if necessary, MODIFY the THR RED ALT and the ACC ALT.



PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
ENTER QNH, TEMP, WIND at destination (magnetic north reference), minimum in the RADIO or
BARO fields.
(The PFD displays the entered BARO or RADIO minimum value, only when the distance to
destination is less than 250 nm).
CHECK and, if necessary, MODIFY
‐ LDG CONF (landing configuration),
‐ VAPP (the FM-computed value may be modified),
‐ TRANS ALT (transition altitude).
The scratchpad displays “ENTER DEST DATA” if the approach page is not completed when the
aircraft is 180 nm from destination.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

VN-A367

ENTER QNH, TEMP, WIND at destination (magnetic north reference), minimum in the RADIO or
BARO fields.
(The PFD displays the entered BARO or RADIO minimum value, only when the distance to
destination is less than 250 nm).
CHECK and, if necessary, MODIFY the LDG CONF (landing configuration)
CHECK, and if necessary MODIFY the VAPP
The FMS-computed value may be modified
CHECK the TRANS FL value
(see note 1 below)
Note: 1. The default TRANS FL value is computed by the FMS based on:
‐ The Transition Altitude of the destination airport (extracted from the NAV Database),
‐ The QNH value entered on PERF APPR page. Due to the internal FMS computation
of altitude constraints, it is rounded to the upper multiple of 5.
The crew should not modify this default TRANS FL value, if it slightly differs from the
Transition Level specified on the approach chart or reported by ATC.
2. The scratchpad displays “ENTER DEST DATA” if the PERF APPR page has not been
completed when the aircraft is less than 180 nm from destination.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
SELECTING THE RADIO NAVAIDS

CHECK or SELECT the NAVAIDS appropriate for the approach.
For an ILS procedure, the ILS will be autotuned.
NDBs must be manually entered.
Note: When the destination has a VOR/DME, ENTER it manually in the VOR field. ENTER
its identifier in the BRG/DIST field of the PROG page. This allows you to perform a
permanent NAV accuracy check.
Ident.: PRO-NOR-SRP-01-50-B-00004006.0003001 / 24 JUN 13

Applicable to: ALL
COST INDEX FOR LONG-RANGE CRUISE

The flight crew can use the table below to find an approximate Cost Index value that is calculated
for cruise at long-range cruise speed. This value is valid for CRZ FL = OPT ALT ± 1 000 ft.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CILRC
AIRCRAFT ENGINE
kg/min 100 lb/h
CFM 56-5-A1/A3 45 60
CFM 56-5-A4/A5 40 55
CFM 56-5-B1/B2/B3 65 85
CFM 56-5-B4 (A321) 65 85
CFM 56-5-B4 (A320) 55 75
CFM 56-5-B4/P 25 35
CFM 56-5-B5/B6/B7 25 35
A318/A319/A320/A321 CFM 56-5-B5/2P CFM
30 40
56-5-B6/2P CFM 56-5-B7/2P
CFM 56-5-B8/B9 15 20
PW6122/PW6124 20 30
V2500-A1 45 60
V2522-A5/V2524-A5/ V2527M-A5 50 70
V2530-A5/V2533-A5 50 70
V2527-A5/V2527E-A5 40 55

FCOM ←F 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Descent
DESCENT INITIATION
Applicable to: ALL
The top of descent, displayed on the F-PLN page (T/D) and on the ND ( ), is a position that the
system calculates, assuming that the aircraft will begin its descent in DES mode with managed
speed, and that the system will guide the aircraft along the descent profile computed with all the
vertical F-PLN data (ALT CSTR, ECON or AUTO MACH/SPD, SPD CSTR, SPD LIMIT) to reach
VAPP at 1 000 ft AGL.
Note: The ND does not display the top of descent when HDG (or TRACK) mode is engaged.
PROCEDURES
 When the aircraft reaches the top of descent (F/D) :
SELECT the altitude target.
PUSH the ALT selector knob. DES mode engages.
CHECK the FMA annunciators.
DESCENT MONITORING
DES MODE ENGAGED

When DES mode is engaged, NAV mode is engaged, and the system takes into account all
altitude and speed constraints of the F-PLN.
The key parameter for monitoring the descent is the vertical deviation (VDEV) displayed on the
PFD and on the PROG page, which indicates whether the aircraft is on, above, or below the
descent profile.
PROCEDURE
SET the ATC-cleared altitude on the FCU (considering also what is the safe altitude).
If the lowest safe altitude is higher than the ATC-cleared altitude, check with ATC that this
constraint applies.
If it is confirmed, SET the FCU altitude to the safe altitude until it is safe to go to the
ATC-cleared altitude.
MONITOR vertical deviation (VDEV) on the PFD and the PROG page.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MONITOR the speed change that occurs, when the aircraft reaches a speed change symbol
(magenta ball) under managed speed.
MONITOR the FMA (ALT*, ALT CST*, ALT, ALT CST), when the aircraft reaches level symbols.
 If the aircraft is on the descent profile:
The aircraft is considered to be on the vertical profile, when it is within 50 ft of it. VDEV is
close to zero, and the system predicts that it will match constraints until the aircraft levels off
at the next FCU altitude.
MONITOR the predicted descent point after the next level-off.
The A/THR adjusts the thrust for the particular segment. The first FMA column may display
“THR IDLE” or “SPEED”.
 If the aircraft is above the descent profile:

VDEV is down on the PFD and positive on the PROG page.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
The A/THR sets IDLE thrust and the AP increases speed by calling for down elevator. If
the aircraft reaches the upper limit of the managed speed range, the aircraft diverges and
maintains the upper limit speed.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Procedure
SELECT a descent speed higher than the upper limit when possible.
MONITOR the intercept symbol .
When this symbol reaches the next ALT CSTR waypoint, “MORE DRAG” appears on the
PFD, indicating that speedbrakes must be extended in order to match the next altitude
constraint. This is an advisory message.
Note: When DES mode is engaged, speed brake extension will not necessarily increase
the descent rate. It does so only, if the aircraft is above the profile.
If the aircraft is on or below the profile: The system will add thrust to keep the
aircraft on profile and within the speed target range.
 If an altitude constraint is predicted to be missed by more than 250 ft, the vertical
revision page shows ALT ERROR at the waypoint.
 If a speed constraint is predicted to be missed by more than 10 kt:

SELECT an appropriate speed.
RESUME managed speed when the aircraft is back on the descent profile.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the aircraft is below the descent profile:

VDEV is up on the PFD and negative on the PROG page. The system maintains the target
speed (managed or selected speed).
MONITOR the intercept symbol ([ ]) on the ND and any leveling off at the next ALT CSTR.
 If the aircraft is flying at an altitude that is higher than both the descent speed
limit altitude and the destination elevation +5 000 ft:
The FMGS maintains the V/S at -1 000 ft/min and the target speed, until the aircraft
reaches the altitude constraint or intercepts the descent profile.
 If the aircraft is flying at an altitude that is lower than either the descent speed
limit altitude, or the destination elevation +5 000 ft:
The FMGS maintains the V/S at -500 ft/min and the target speed, until the aircraft

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the rate of descent has to be increased (ATC requirement):

SELECT OP DES mode
Increase the target speed or extend the speedbrakes.
DES MODE ENGAGED

descent profile.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
constraint applies.
A/THR adjusts thrust for the particular segment. The first FMA column may display “THR
IDLE” or “SPEED”.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

A/THR sets IDLE thrust and the AP increases speed by calling for down elevator. If the
aircraft reaches the upper limit of the managed speed range, the aircraft diverges and

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Procedure

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MONITOR the intercept symbol

the descent rate. It does so, if the aircraft is above the profile.
 If an altitude constraint is predicted to be missed by more than 250 ft, the vertical

RESUME managed speed when the aircraft is back on the descent path.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the aircraft is below the descent profile:

 If the aircraft is flying at an altitude that is lower than either the descent speed
limit altitude, or the destination elevation +5 000 ft:
The FMGS maintains the V/S at -500 ft/min and the target speed, until the aircraft

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

SELECT OP DES mode
DES MODE ENGAGED

descent profile.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
constraint applies.
A/THR adjusts thrust for the particular segment. The first FMA column may display “THR
IDLE” or “SPEED”.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

A/THR sets IDLE thrust and the AP increases speed by calling for down elevator. If the
aircraft reaches the upper limit of the managed speed range, the aircraft diverges and

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Procedure

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MONITOR the intercept symbol .

the descent rate. It does so, if the aircraft is above the profile.
 If an altitude constraint is predicted to be missed by more than 250 ft the vertical

RESUME managed speed when the aircraft is back on the descent profile.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If the aircraft is below the descent profile

 If the aircraft is flying at an altitude that is lower than either the descent speed limit
altitude, or the destination elevation +5 000 ft:
The FMGS maintains the V/S at -500 ft/min and the target speed, until the aircraft intercepts
either the altitude constraint or the descent profile.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

SELECT OP DES mode
Applicable to: ALL
OP DES, V/S OR FPA MODE ENGAGED

‐ In either case, the aircraft is no longer guided on the descent profile and altitude constraints
are disregarded. If NAV mode is engaged the ND displays a white circle on waypoint with an
altitude constraint. If NAV mode is disengaged, the circle is removed.
‐ The PFD still shows VDEV for reference purposes.
‐ The target altitude is always the FCU selected altitude (shown in blue).
On the ND, level-off symbol is blue (no constraint). If NAV mode is engaged and the speed
target managed, speed constraints are considered.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
When HDG or TRK mode is engaged, vertical position may also be assessed on the ND using
the energy circle. It is displayed as a green arc oriented on the current track and centered on the
aircraft current position.
Note: Altitude and speed predictions displayed on the F-PLN page assume an immediate
return to DES mode.
PROCEDURE
SET the FCU altitude as cleared by ATC, while considering the applicable safe altitude.
If the next safe altitude is higher than the ATC-cleared altitude, check with the ATC to verify that
this constraint applies.
If confirmed, set the FCU altitude to the safe altitude, until it is safe to fly at the cleared altitude.
MONITOR the speed target, when the aircraft reaches the speed change symbol.
MONITOR the FMA ALT*, ALT, upon reaching the level symbol.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
When in HDG/TRK mode, MONITOR the energy circle  on the ND.

The MCDU F-PLN page presents SPD/ALT constraint-matching predictions, which assume that
DES mode is immediately re-engaged.
CHECK the predictions before re-engaging DES mode (in order to resume the descent profile).
Note: VDEV is available on the PFD even in HDG mode; it is a valuable tool for monitoring
the descent, as long as crosstrack error (XTK) is less than 5 nm.
The aircraft automatically decelerates for approach, only if it flies over the DECEL
pseudo waypoint with NAV mode engaged (or LOC*, LOC).
EXPEDITE DESCENT (IF INSTALLED)

Applicable to: ALL
 When ATC requires a rapid descent:

DEPRESS THE EXPED pushbutton
Flight guidance (FG) pitches the aircraft to acquire and maintain 0.80/340. FG orders a pitch
rate that produces no more than 0.15 g. The pilot can use this mode to initiate an emergency
descent. To resume normal descent, PUSH the ALT selection knob or engage any other vertical
mode.

FCOM ← B to C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MONITORING THE NAVIGATION IN THE TERMINAL CONTROL AREA

Applicable to: ALL
If the MCDU “AREA RNP IS XX.X” message or “PROCEDURE RNP IS XX.X” message is displayed,
the pilot will manually-entered RNP value in the REQUIRED field of the PROG page and clear or
modify it, if it is not in accordance with the RNP value specified in the area (NAV or approach chart).
TOO STEEP PATH

“TOO STEEP PATH AHEAD” appears on the MCDU scratchpad, when the system predicts this
situation, and TOO STEEP PATH is displayed on the F-PLN page.
When the aircraft is crossing the first waypoint of a TOO STEEP PATH, the system computes a
flyable descent profile (with an idle segment). The VDEV makes a jump because it is related to a new
profile.

FCOM D to E → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
 When passing the first waypoint of the TOO STEEP PATH:
MONITOR VDEV and predictions at the next CSTR waypoint.
If required, EXTEND the speedbrakes before seeing the “MORE DRAG” message.
CONSIDER using a holding pattern, if necessary.

FCOM ←E→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
TOO STEEP PATH

“TOO STEEP PATH AHEAD” appears on the MCDU scratchpad, when the system predicts this
situation, and TOO STEEP PATH is displayed on the F-PLN page.
When the aircraft is crossing the first waypoint of a TOO STEEP PATH, the system computes a
flyable descent profile (with an idle segment). The VDEV makes a jump because it is related to a new
profile.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
PROCEDURE
 When passing the first waypoint of the TOO STEEP PATH:
MONITOR VDEV and predictions at the next CSTR waypoint.
If required, EXTEND the speedbrakes before seeing the “MORE DRAG” message.
CONSIDER using a holding pattern, if necessary.

FCOM ←E 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
HOLDING PATTERN
Applicable to: ALL
A hold may be required during the descent, and may be manually inserted.
PROCEDURE
PRESS the F-PLN key.
SELECT the lateral revision page.
SELECT the HOLD prompt.
CHECK the HOLDING data, and MODIFY it if necessary.
CHECK the temporary flight plan and INSERT the holding pattern in it.
Note: If the holding fix is close to the DECEL pseudo waypoint and the speed is managed,
manually activate the approach phase to change the managed target speed to approach
speed (VAPP). This will avoid having an increase of speed not appropriate.

FCOM F→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MANUAL TERMINATION
Applicable to: ALL
You should not use DES mode when entering a leg with manual termination. Manual termination,
which is defined as a track or a heading with no termination, is always part of a database procedure.
The computed descent flight profile may not be adequate when flying this type of leg.

FCOM ← F to G 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Approach
INITIAL APPROACH
Ident.: PRO-NOR-SRP-01-70-00004017.0002001 / 17 MAR 11
UPON REACHING THE INITIAL APPROACH AREA

‐ Approach phase will activate automatically when flying over the DECEL pseudo waypoint with
NAV, APPR NAV or LOC* or LOC mode engaged.
‐ You will activate manually the approach phase on the PERF page if:
• HDG or TRK mode is engaged, or
• You are flying a go around, or
• An early deceleration is required

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MANAGED SPEED
CHECK that managed speed is active: MONITOR the target speed.
During the approach, the autothrust limits the speed of the current configuration. (GD, S, F,
VAPP).

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 If ATC requires a specific speed:

SWITCH to selected speed (turn and pull the speed selector knob on the FCU).
ADJUST the aircraft configuration accordingly.
 If ATC orders successive step descents down to the final approach flight path:
Use the V/S or FPA mode.
MONITOR VDEV.
NAV ACCURACY
As required by the SOP.
Without installed GPS and when no DME is available for the accuracy check, use HIGH/LOW on
the PROG page.
In this case, consider a “HIGH” to be equivalent to a positive crosscheck.
ATC CLEARANCE
MODIFY the F-PLN, RAD NAV, and PERF APPR data to agree with the latest clearance and
landing information.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
INITIAL APPROACH
UPON REACHING THE INITIAL APPROACH AREA

‐ Approach phase will activate automatically when flying over the DECEL pseudo waypoint with
NAV, LOC*, LOC, F-LOC* or F-LOC mode engaged.
‐ You will activate manually the approach phase on the PERF page if:
• HDG or TRK mode is engaged, or
• You are flying a go around, or
• An early deceleration is required

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MANAGED SPEED
CHECK that managed speed is active: MONITOR the target speed.
During the approach, the autothrust limits the speed of the current configuration. (GD, S, F,
VAPP).
 If ATC requires a specific speed:

SWITCH to selected speed (turn and pull the speed selector knob on the FCU).
ADJUST the aircraft configuration accordingly.
 If ATC orders successive step descents down to the final approach flight path:
Use the V/S or FPA mode.
MONITOR VDEV.
NAV ACCURACY
As required by the SOP.
For Non Precision Approaches flown with the FLS function, the flight crew must check the FLS
capability.
Without installed GPS and when no DME is available for the accuracy check, use HIGH/LOW on
the PROG page.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
In this case, consider a "HIGH" to be equivalent to a positive crosscheck.

ATC CLEARANCE
MODIFY the F-PLN, RAD NAV, and PERF APPR data to agree with the latest clearance and
landing information.
ILS/MLS/GLS/FLS APPROACH
Ident.: PRO-NOR-SRP-01-70-A-00004018.0001001 / 17 MAR 11
Applicable to: ALL
INTERMEDIATE/FINAL APPROACH (ILS APPROACH ENTERED IN THE F-PLN)

The preferred technique for flying an ILS approach is to fly a decelerated approach using the
AP/FDs, the LOC and G/S modes, A/THR in the SPEED mode, managed speed target is
recommended.
DECELERATED APPROACH
The decelerated approach technique brings the aircraft down to 1 000 ft, at VAPP. In most
cases, the interception of the final descent path is achieved with CONF 1 at S speed.
(*) The approach must be stabilized at approach speed (minimum ground speed) in the
landing configuration before reaching 1 000 ft AGL.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

APPROACH MODE ACTIVATION (LOC-G/S)

 When cleared by ATC and when appropriate:
DEPRESS the APPR pushbutton to arm the APPR mode for the approach entered in the flight
plan.
Note: If a NON PRECISION approach is selected in the active flight plan and if the flight
crew manually tunes an ILS on the RAD NAV page, the MCDU displays "CHECK
APPR SELECTION" and the PFD displays "CHECK APP GUIDANCE" or "CHECK
APP SEL" (if CPIP3 installed). These messages are a reminder to the flight crew
that, although an ILS is tuned on RAD NAV page, the available approach guidance
modes are APP NAV-FINAL when the APPR pushbutton is pressed in on the FCU.
The FCU APPR pushbutton arms or engages LOC and G/S modes, if:
‐ An ILS approach is entered in the flight plan, or
‐ No approach, or only a runway, is entered in the flight plan, and an ILS is manually-tuned on
the RAD NAV page, or
‐ Both RMPs are set to NAV, and an ILS is selected.
APPROACH MODE ACTIVATION (LOC-G/S)

 When cleared by ATC and when appropriate:
DEPRESS the APPR pushbutton to arm the APPR mode for the approach entered in the flight
plan.
Note: If a NON PRECISION approach is selected in the active flight plan and if the flight
crew manually tunes an ILS on the RAD NAV page, the MCDU and the PFD display
"CHECK APPR SELECTION". This message is a reminder to the flight crew that,
although an ILS is tuned on RAD NAV page, the available approach guidance modes
are APP NAV-FINAL when the APPR pushbutton is pressed in on the FCU.
The FCU APPR pushbutton arms or engages LOC and G/S modes, if:
‐ An ILS approach is entered in the flight plan, or
‐ No approach, or only a runway, is entered in the flight plan, and an ILS is manually-tuned on
the RAD NAV page, or
‐ Both RMPs are set to NAV, and an ILS is selected.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
AUTOLAND
CHECK that the FMA displays the aircraft capability (CAT 2 or CAT 3) for the intended ILS
approach.
MONITOR the radio automatic callout.
 At 350 ft RA:
CHECK that “LAND” is displayed on the FMA.
CHECK ILS course.
If LAND is not displayed or if the ILS course is not correct, do not perform an autoland. The
flight crew should perform a go-around, if visual references are not sufficient.
 Between 50 and 40 ft RA:
CHECK that “FLARE” is displayed on the FMA.
 At approximately 30 ft RA:
CHECK that “IDLE” is displayed on the FMA, and that autothrust starts to reduce thrust toward
IDLE.
 At 10 ft, “RETARD” callout comes up:
MOVE the thrust levers to IDLE.
Autothrust disconnects.
 At touchdown:
CHECK that “ROLL OUT” appears on the FMA.
 At the end of the Rollout:
Disconnect the autopilot.
If the flight crew does not disconnect the AP at the end of the rollout, and uses the nosewheel
steering handwheel to taxi the aircraft off the runway, the following will occur:
‐ The AP will try to steer the aircraft back to the runway centerline, if the nosewheel steering
handwheel is released and the aircraft heading is less than 20 ° off the runway centerline.
‐ The AP will automatically disconnect, if the aircraft heading is 20 ° or more off the runway
centerline.
Applicable to: ALL
MANUAL LANDING
 At DH:
DISCONNECT the APs. SPEED mode remains engaged.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 At 20 ft “RETARD” automatic call out comes up:

MOVE the thrust levers to IDLE if they are not there already. (The A/THR disconnects).
 At touch down:
“ROLL OUT” appears on the FMA and the yaw bar comes up on the PFD.
Note: The retard call out is only a reminder when a manual landing is performed.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

STANDARD ILS AUTOMATIC APPROACH

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

STANDARD ILS AUTOMATIC APPROACH

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

Applicable to: ALL
EARLY SELECTION OF APPROACH MODE LOC-G/S

Pressing the APPR pushbutton arms LOC and G/S.
When the aircraft is above 5 000 ft AGL, the Radio altimeter signals may not be valid. As long as
the Radio altimeter signals are invalid, the FMA displays CAT 1.
 When the aircraft is cleared for an ILS/MLS  /GLS  approach:
PRESS the APPR pb on the FCU.
 When the aircraft is below 5 000 ft AGL:
Check that the FMA displays the correct capability for the intended approach.
Applicable to: ALL
GLIDESLOPE INTERCEPTION FROM ABOVE

If the aircraft is above the glideslope, the system will not capture the G/S automatically.
The pilot must bring the aircraft onto the glideslope beam, and select an appropriate V/S to
intercept it. Refer to PRO-NOR-SOP-18-C Approach using LOC G/S Guidance - General.
Applicable to: ALL
DATA LOCK
When the aircraft reaches 700 ft RA with APPR mode (LOC and G/S) armed or engaged, the ILS
FREQ and course are frozen in the receiver.
This function (ILS tune inhibit) is available, when at least one AP/FD is engaged. Any attempt to
change the ILS frequency or CRS, via the MCDU or RMP, does not affect the receiver.
If the speed is managed, the system does not accept any modifications the pilot may enter on the
PERF APPR page (surface wind, selected landing configuration, or VAPP) for speed guidance
purposes below this altitude.
When the aircraft reaches 400 ft RA, LAND mode engages. The flight crew can only disengage
this mode by engaging the GO AROUND mode.
Applicable to: ALL
USE OF RMPS FOR ILS/DME

If both FMGCs fail, the flight crew can use the RMPs (Radio Management Panels 1 and 2) for
back up tuning. Either RMP controls ILS. Prior to select an ILS frequency on one of the RMPs, the
flight crew has to select “NAV” button from RMP 1 and RMP 2.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
If the ILS has a DME, the PFD will not display the DME distance. In this situation, the flight crew
will fly without DME information. If necessary, increase the Decision height (DH) accordingly.
Applicable to: ALL
LOCALIZER (LOC) BEAM CAPTURE

The flight crew must always monitor the capture of a LOC beam. During this evolution, the PFD
and ND must indicate that associated deviation indications move toward the centre of the scale.
To avoid performing a false capture, the flight crew must be careful not to arm the LOC too early.
The following graph shows the angle of interception versus distance to the runway threshold that
ensures that the aircraft will not overshoot the axis by more than one and a half dot.
The capture begins when the deviation is two dots or less. It is programmed to line the aircraft up
on the beam with a single overshoot, even if the intercept angle is large.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Note: ICAO requires LOC beam to ensure a normal capture within 10 nm and plus or minus
35 ° from the course centerline. Some ILS systems just meet the requirement and are
subject to false capture outside these limits.
SWITCHING FROM NON ILS TO ILS APPROACH

Applicable to: ALL
If an ILS approach is possible when a non ILS was previously scheduled, use one of the following
procedures:
USE OF SECOND FLIGHT PLAN
Use a secondary flight plan to prepare the alternate ILS approach, time permitting.
COPY the ACTIVE flight plan.
REVISE the ARRIVAL: insert the ILS approach and the applicable STAR/VIA.
On the RAD NAV page, TUNE in the ILS manually.
REVISE the PERF APPR page.
CHANGE OF THE CLEARANCE
ATC changes the clearance from the non-ILS to the ILS approach.
 If a secondary flight plan has been prepared:
ACTIVATE the SEC F-PLN and adjust.
Follow subsequent standard procedures.
 If a secondary flight plan has not been prepared:
REVISE the ARRIVAL on the primary F-PLN, inserting the ILS approach.
REVISE the PERF APPR page.
Follow subsequent standard procedures.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CAUTION If the pilot decides to fly the ILS approach without revising the arrival of the
primary flight plan (a non ILS approach is in the F-PLN), LOC and G/S modes
will not be available when he presses the APPR pushbutton.
Consequently, he should:
• Manually TUNE in the ILS on the RAD NAV page: CHECK that the
"CHECK APPR SELECTION" message comes up.
• Press the ILS pushbutton and select ROSE ILS on the EIS CONTROL
panel.
• Use HDG, V/S or TRK, FPA modes to fly the ILS.
TASK SHARING DURING CAT I, CAT II AND CAT III APPROACH AND LANDING
Applicable to: ALL
LIM-22-20 section of this FCOM provides all limitations regarding CAT I, CAT II, and CAT III
approaches and landings. This includes precautions to be taken when performing autoland on CAT I
ILS beam with good visibility.
Anytime a precision approach is performed the PM must announce that a flight parameter is being
exceeded, if:
‐ During glide beam capture:
• Pitch attitude becomes less than -2.5 ° or greater than +7.5 ° (nose up).
• Vertical speed exceeds +500 ft/min or -1 250 ft/min.
‐ During final approach:
• Speed goes below speed target - 5 kt or above speed target + 10 kt (“SPEED”).
• Pitch attitude goes below -2.5 ° or above +7.5 ° (“PITCH”)
• Bank angle becomes greater than 7 ° (“BANK”)
• Descent rate becomes greater than 1 200 ft/min (“SINK RATE”)
• There is too much LOC or GLIDE deviation (“LOCALIZER” or “GLIDE”).
If the flight crew suspects that autopilot guidance is not effective, they should:
‐ Use the instinctive disconnect pushbutton to disconnect the autopilot, or
‐ Perform an automatic go-around.
The flight crew may perform a CAT II/CAT III approach, if:
‐ The FMA displays the corresponding category
‐ The required systems and functions are operative
‐ The airport is approved for the intended operations
‐ They are qualified to perform the specific approach.

FCOM ← C to D → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
CAT III APPROACH

AUTO CALL OUT RA is mandatory.
A/THR in SPEED MODE is mandatory.
Note: AUTO CALL OUT is not mandatory for CAT 2 approach: The PM may perform this
function.
TASK SHARING FOR CAT I APPROACH (OR BETTER)

PF PM
•At 350 ft AGL (or RA)
Check ILS course on PFD
Commence outside scanning
″LAND″ when displayed on FMA
•At Decision Altitude (or Decision height, if QFE is used) +100 ft
″HUNDRED ABOVE" (1)
•At Decision Altitude (or Decision Height, if QFE is used)
″MINIMUM″ (1)
•If external visual references are sufficient
″CONTINUE″
• If automatic landing not performed
Disconnect the APs and perform the landing
Monitor auto callouts or announce as appropriate:
300 ft
200 ft
100 ft
50 ft
30 ft
20 ft
10 ft
At ″RETARD″ annunciation, retard thrust levers to IDLE
if not yet performed
• If automatic landing performed
Refer to PRO-NOR-SRP-01-70 Task Sharing for CAT III Approach/Landing without DH : From 40 ft RA to Touchdown

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PF PM
•If external visual references are not sufficient
″GO AROUND, FLAPS″ and execute
(1)
‐ CAT I minimum (DH or DA) is always BARO referenced and should be entered in the MDA/MDH
field of the PERF APPR page. Auto callouts “HUNDRED ABOVE” and “MINIMUM” will not be
provided.
‐ These auto callouts “HUNDRED ABOVE” and “MINIMUM” are activated by the radio altimeter
only when a DH is entered into the DH field of the PERF APPR page for precision approaches
(CAT II, CAT III).

Applicable to: VN-A350, VN-A351, VN-A354, VN-A357
PF PM
Monitor auto callout or announce “ONE HUNDRED ABOVE” (1)
Monitor auto callout or announce “MINIMUM” (1)
″CONTINUE″
300 ft
200 ft
100 ft
50 ft
30 ft
20 ft
10 ft

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PF PM
(1)
‐ CAT I minimum (DH or DA) is always BARO-referenced and should be entered in the MDA/MDH
field of the PERF APPR page.
‐ Pin programming enables operators to select the required callouts.

PF PM
Monitor auto callout or announce “ONE HUNDRED ABOVE” (1)
Monitor auto callout or announce “MINIMUM” (1)
″CONTINUE″
300 ft
200 ft
100 ft
50 ft
30 ft
20 ft
10 ft

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PF PM
(1)
‐ CAT I minimum (DH or DA) is always BARO-referenced and must be entered in the BARO field
of the PERF APPR page.
‐ Pin programming enables operators to select the required callouts.
TASK SHARING FOR CAT II APPROACH

Applicable to: ALL
PF PM
•At 350 ft RA
•At Decision Height +100 ft
Monitor auto callout or announce ″ONE HUNDRED ABOVE″
•At Decision Height
Monitor auto callout or announce ″MINIMUM″
″CONTINUE″
• If Automatic landing not performed
Disconnect the AP's and perform the landing
200 ft
100 ft
50 ft
30 ft
20 ft
At ″RETARD″ annunciation, retard thrust levers to IDLE 10 ft ″RETARD″ auto callout (1)
• If Automatic landing is performed
″GO-AROUND, FLAPS″ and execute
(1) “RETARD” auto callout comes up at 10 ft if LAND mode is engaged with one or two APs engaged.
Otherwise it is announced at 20 ft.

FCOM ← E to F 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
TASK SHARING FOR CAT III APPROACH WITH DH

Applicable to: ALL
PF PM
•At 350 ft RA
•At Decision Height +100 ft
Monitor auto callout ″HUNDRED ABOVE″
•At Decision Height
Monitor auto callout ″MINIMUM″.
″CONTINUE″
•At 40 ft RA
Check FLARE on FMA and announce
•At 30 ft RA
Monitor thrust reduction and flare by flight instruments Monitor auto callouts
•At 10 ft RA
Auto callout ″RETARD″
RETARD both thrust levers to IDLE Monitor engines parameters
Monitor lateral guidance by external reference
•At TOUCH DOWN
Check ROLL OUT on FMA and announce
Select and control reverse thrust Check spoilers extension, reverse green, deceleration and
announce
Announce 70 kt
Disengage the APs at the end of the Roll out (when leaving
the runway at the latest)
″GO-AROUND, FLAPS″ and execute
TASK SHARING FOR CAT III APPROACH/LANDING WITHOUT DH

Applicable to: ALL
PF PM
•At 350 ft RA
•At 100 ft RA
If no failure is detected, ″CONTINUE″ Monitor auto callout (1)
•At 40 ft RA
Check FLARE on FMA and announce

FCOM G to H → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

PF PM
•At 30 ft RA
Monitor thrust reduction and flare by flight instruments Monitor auto callout (1)
•At 10 ft RA
AUTO CALL OUT ″RETARD″
RETARD both thrust levers to IDLE Monitor engines parameters
Monitor lateral guidance by external reference
•At TOUCH DOWN
CHECK ROLL OUT on FMA and announce
Select and control reverse thrust Check spoilers extension, reverse green, deceleration and
announce
Announce 70 kt
Disengage the APs at the end of the Roll out (when leaving
the runway at the latest)
(1) In case of CAT III without DH, the pilot should enter “NO” in the DH field of the MCDU to avoid false
“HUNDRED ABOVE” or “MINIMUM” auto callouts which would not be applicable.
LANDING CATEGORIES
Applicable to: ALL
Each FMGC computes its own landing category : CAT1, CAT2, CAT3 single, and CAT3 dual and
displays the corresponding landing category on the FMAs.
Each category depends upon the availability of aircraft systems and functions.
When the landing capability downgrades, a triple click aural warning is activated.
FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-operational if, in the event of a failure below alert height, the
remaining part of the automatic system allows the aircraft to complete the approach, flare, and
landing. A CAT 3 DUAL system is a fail-operational automatic landing system.
Note: In the event of a failure, the automatic landing system operates as a fail-passive system.
FAIL-PASSIVE AUTOMATIC LANDING SYSTEM
An automatic landing system is fail-passive if, in the event of a failure, there is no significant
out-of-trim condition or deviation of flight path or attitude, but the landing is not completed
automatically. A CAT3 single system is a fail-passive automatic landing system.
Note: With a fail-passive automatic landing system the pilot assumes control of the aircraft after
a failure.
Below 100 ft (radio altimeter), the FMGS freezes the landing capability until LAND mode is
disengaged or both APs are off.

FCOM ← H to I → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Therefore a failure occurring below 100 ft does not change the category of the system.
ALERT HEIGHT
The alert height is the height above touch down, above which a CAT3 autoland would be
discontinued and a missed approach executed, if a failure occurred in either the airplane systems
or the relevant ground equipments.
Below the alert height, if such a failure occurs, the flare, touchdown and roll out may be
accomplished using the remaining automatic system.
WARNINGS FOR ILS APPROACH

AUTOLAND WARNING
With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the AUTOLAND red
light appears on the glareshield when the aircraft is below 200 ft RA and one of the following
events occurs:
‐ The autopilots are lost, or
‐ The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
‐ Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft (transmitter or receivers), or
‐ The difference between both radio altimeter indications is greater than 15 ft, or
‐ The FMGS detects a long flare.
When the Autoland light comes on, Autoland must be discontinued (Refer to
PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft During A CAT II Approach,
Refer to PRO-NOR-SRP-01-70 FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT
III WITH DH,
Refer to PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft for CAT III without
DH).
WARNING OF EXCESSIVE BEAM DEVIATION
This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE ILS. It occurs
whenever:
‐ G/S deviation is greater than 1 dot (above 100 ft RA).
‐ LOC deviation is greater than 1/4 dot (above 15 ft RA).
WARNING ASSOCIATED WITH ILS "LANDING CAPABILITY"
Any downgrading in the aircraft’s capability for automatic approach and landing sounds a
triple-click aural warning.

FCOM ← I to J → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS

The PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS pushbutton has
been pressed green). LOC and G/S scales disappear from the PFD.
If LOC or G/S modes are engaged and at least one AP/FD is engaged
‐ The AP disengages.
‐ The FD reverts to its HDG-V/S or TRK-FPA modes.
FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN CAPTURED)
‐ The corresponding index is lost.
‐ The LOC and G/S scales flash.
‐ The corresponding FD bar flashes.
The FMA retains the LOC and G/S modes: If the transmitter failure is temporary, the APs are
able to regain these modes. If the failure is long-term, or if it occurs when the aircraft is below
200 ft RA, this allows the aircraft to perform a GO AROUND with one or 2 autopilots engaged.
WARNINGS FOR ILS APPROACH

VN-A601, VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610
AUTOLAND WARNING
With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the AUTOLAND red
light appears on the glareshield when the aircraft is below 200 ft RA and one of the following
events occurs:
‐ The autopilots are lost, or
‐ The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
‐ Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft (transmitter or receivers).
‐ The difference between both radio altimeter indications is greater than 15 ft.
When the Autoland light comes on, Autoland must be discontinued (Refer to
PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft During A CAT II Approach,
Refer to PRO-NOR-SRP-01-70 FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT
III WITH DH,
Refer to PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft for CAT III without
DH).

FCOM ←J→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
WARNING OF EXCESSIVE BEAM DEVIATION

This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE ILS. It occurs
whenever:
‐ G/S deviation is greater than 1 dot (above 100 ft RA).
‐ LOC deviation is greater than 1/4 dot (above 15 ft RA).
WARNING ASSOCIATED WITH ILS "LANDING CAPABILITY"
Any downgrading in the aircraft’s capability for automatic approach and landing sounds a
triple-click aural warning.
FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS
The PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS pushbutton has
been pressed green). LOC and G/S scales disappear from the PFD.
If LOC or G/S modes are engaged and at least one AP/FD is engaged
‐ The AP disengages.
‐ The FD reverts to its HDG-V/S or TRK-FPA modes.
FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN CAPTURED)
‐ The corresponding index is lost.
‐ The LOC and G/S scales flash.
‐ The corresponding FD bar flashes.
Above 200 ft RA, if the transmitter failure lasts less than 7 s, the FMA retains the LOC and G/S
modes (or the LAND mode) and the APs are able to regain these modes. If the failure lasts
longer than 7 s, the AP disengages and the FD reverts to its basic modes. Below 200 ft RA, if
the transmitter failure occurs, the AUTOLAND warning appears, indicating that the crew must
perform a GO AROUND (if insufficient visual references) with one or 2 APs engaged.
FAILURES AND ASSOCIATED ACTIONS ABOVE 1 000 FT FOR CAT II OR CAT III
FAILURE
ACTION TO BE PERFORMED
(for multiple failures, the LANDING CATEGORY
ABOVE 1 000 ft
most limiting applies)
ONE ENGINE OUT Complete ECAM procedure. CAT III SINGLE
LANDING CAPABILITY DECREASE Try to recover As displayed on FMA
LOSS OF A/THR Switch AP, and try to reengage
CAT II
(if A/THR not recovered)

FCOM ← J to K → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FAILURE
ABOVE 1 000 ft
NOSE WHEEL STEERING CAT III SINGLE
(DH = 50 ft)
Disengage AP at touch down
ANTI SKID CAT III SINGLE
AMBER "CHECK ATT" ON TWO Check with standby horizon, use switching
PFDs to recover (no switching below 1 000 ft)
AMBER "CHECK HDG" ON TWO Check with standby compass, use
switching to recover (no switching below CAT III SINGLE
PFDs AND TWO NDs (if the warning disappears)
1 000 ft)
CAT I
RED "HDG" ON ONE PFD AND ONE
(if not)
ND Use switching to recover (no switching
RED "ATT" ON ONE PFD below 1 000 ft)
RED "SPD" ON ONE PFD
DIAGONAL LINE ON ONE PFD AND Use switching to recover (no switching
CAT III DUAL (if the
ONE ND diagonal line disappears)
below 1 000 ft)
CAT I (if not)
RED "RA" ON TWO PFDs CAT I
AP and FD not available (minimum RVR
as per regulation)
SLATS/FLAPS FAILURE (LESS THAN CAT I
CONF 3) Disengage AP at
or above 500 ft
FAILURES AND ASSOCIATED ACTIONS ABOVE 1 000 FT FOR CAT II OR CAT III
FAILURE
ABOVE 1 000 ft
ONE ENGINE OUT Complete ECAM procedure. CAT III SINGLE
LANDING CAPABILITY DECREASE Try to recover As displayed on FMA
LOSS OF A/THR Switch AP, and try to reengage
CAT II
(if A/THR not recovered)

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FAILURE
ABOVE 1 000 ft
NOSE WHEEL STEERING CAT III SINGLE
(DH = 50 ft)
ANTI SKID CAT III SINGLE
AMBER "CHECK ATT" ON TWO Check with standby horizon, use switching
PFDs to recover (no switching below 1 000 ft)
AMBER "CHECK HDG" ON TWO Check with standby compass, use
switching to recover (no switching below CAT III SINGLE
PFDs AND TWO NDs (if the warning disappears)
1 000 ft)
CAT I
RED "HDG" ON ONE PFD AND ONE
(if not)
ND Use switching to recover (no switching
RED "ATT" ON ONE PFD below 1 000 ft)
RED "SPD" ON ONE PFD
"INVALID DATA" ON ONE PFD AND Use switching to recover (no switching
CAT III DUAL (if the
ONE ND diagonal line disappears)
below 1 000 ft)
CAT I (if not)
RED "RA" ON TWO PFDs CAT I
AP and FD not available (minimum RVR
as per regulation)
SLATS/FLAPS FAILURE (LESS THAN CAT I
CONF 3) Disengage AP at
or above 500 ft

FCOM ←K 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FAILURES AND ASSOCIATED ACTIONS BELOW 1 000 FT DURING A CAT II APPROACH

Applicable to: ALL

FCOM L 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT III WITH DH

Applicable to: ALL

FCOM M 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
FAILURES AND ASSOCIATED ACTIONS BELOW 1 000 FT FOR CAT III WITHOUT DH
Applicable to: ALL
BACK-COURSE LOCALIZER APPROACH - PROCEDURE

The pilot must fly a back-course localizer approach with the ND in its ILS rose mode.
PROCEDURE
PRESS the RAD NAV key.

FCOM N to O → 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

If the ILS is in the database, the system tunes the proper frequency and the front course.
SET the appropriate frequency and SET the FRONT CRS in the CRS field.
On the EFIS control panel, SELECT the ILS ROSE mode.
The display shows the correct LEFT/RIGHT information for the beam deviation.
CAUTION DO NOT select ILS via the LS pushbutton: Doing so makes the PFD show
reverse deviations.
DO NOT arm the LOC or APPR modes.
The flight director may be used with the TRK-FPA or HDG-V/S modes.

FCOM ←O→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
BACK-COURSE LOCALIZER APPROACH - PROCEDURE

The pilot must fly a back-course localizer approach with the ND in its ILS rose mode.
PROCEDURE
PRESS the RAD NAV key.
If the ILS is in the database, the system tunes the proper frequency and the front course.
SET the appropriate frequency and SET the FRONT CRS in the CRS field.
On the EFIS control panel, SELECT the ILS ROSE mode.
The display shows the correct LEFT/RIGHT information for the beam deviation.
CAUTION DO NOT select ILS via the LS pushbutton: Doing so makes the PFD show
reverse deviations.
DO NOT arm the LOC or APPR modes.
DO NOT select the LS pushbutton on ISIS, since it displays the LOC
deviations in the wrong sense.
The flight director may be used with the TRK-FPA or HDG-V/S modes.

FCOM ←O→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL

FCOM ←O 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
Go-Around
MONITORING THE GO-AROUND

VN-A601, VN-A602, VN-A603, VN-A604, VN-A605, VN-A606, VN-A608, VN-A609, VN-A610
Engage the GO-AROUND phase and GO-AROUND modes by setting the thrust levers to the TOGA
position, if at least CONF1 is selected.
When the GO-AROUND phase is engaged, the previously-flown approach is automatically strung
back into the flight plan at the end of the missed approach procedure.
In the GO-AROUND phase, the system makes no predictions. Consequently, CLB and DES modes
are not available, and the flight crew must monitor constraints.
When the aircraft leaves the GO-AROUND phase, all predictions and modes become available
again. During a GO-AROUND phase, the managed speed is Green Dot.
HEADING/TRACK PRESET FUNCTION IN GO-AROUND PHASE

The flight crew can use the heading/track preset, when LOC*, LOC, LAND, FINAL or GA is
engaged.
SET the appropriate heading, or track value, in the window of the FCU.
When necessary, PULL the HDG/TRK selection knob to engage the mode on the preset value.
MONITORING THE GO-AROUND

Ident.: PRO-NOR-SRP-01-80-00004054.0005001 / 09 JUL 13
Engage the GO-AROUND phase and GO-AROUND modes by setting the thrust levers to the TOGA
position, if at least CONF1 is selected.
When the GO-AROUND phase is engaged, the previously-flown approach is automatically strung
back into the flight plan at the end of the missed approach procedure.
In the GO-AROUND phase, the system makes no predictions. Consequently, CLB and DES modes
are not available, and the flight crew must monitor constraints.
When the aircraft leaves the GO-AROUND phase, all predictions and modes become available
again. During a GO-AROUND phase, the managed speed is Green Dot.

FCOM A→ 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
HEADING/TRACK PRESET FUNCTION IN GO-AROUND PHASE

The flight crew can use the heading/track preset, when LOC*, LOC, LAND or GA is engaged.
SET the appropriate heading, or track value, in the window of the FCU.
When necessary, PULL the HDG/TRK selection knob to engage the mode on the preset value.
Note: The heading/track preset is not available in non precision approach in AP/FD FINAL
mode.
GO-AROUND PROFILE
Applicable to: ALL
 WITH FD ON:
Apply SOP procedures

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MISSED APPROACH: TRY AGAIN

If the pilot intends to fly another approach to the destination:

‐ The flight plan has all the necessary data for the missed approach
‐ Green Dot is the target speed.

PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
 When cleared by the ATC to follow the missed approach procedure:

ENGAGE NAV mode, or
TURN and PULL the HDG selector knob to set a heading
HDG, or TRK, or NAV modes can only be engaged above 100 ft.
 When entering the initial approach area:
Activate the approach phase on the MCDU's PERF GO AROUND page
 If the APPR phase is not activated:
‐ Managed approach speed will not be available
‐ The system will not furnish predictions
‐ MDA/MDH/DH displays will not appear on the PFD.
MISSED APPROACH: TRY AGAIN

If the pilot intends to fly another approach to the destination:

‐ The flight plan has all the necessary data for the missed approach
‐ Green Dot is the target speed.
 When cleared by the ATC to follow the missed approach procedure:
ENGAGE NAV mode, or
TURN and PULL the HDG selector knob to set a heading
HDG, or TRK, or NAV modes can only be engaged above 100 ft.
 When entering the initial approach area:
Activate the approach phase on the MCDU's PERF GO AROUND page
 If the APPR phase is not activated:
‐ Managed approach speed will not be available
‐ The system will not furnish predictions
‐ BARO/RADIO minima displays will not appear on the PFD.

FCOM ←C 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
MISSED APPROACH: DIVERT

 If the crew decides to divert to the alternate:

ENABLE ALTN, preferably at the TO waypoint.
 When cleared to a waypoint:
PERFORM a DIRECT TO.
The system automatically reverts to CLB phase, and modifies the target speed from Green Dot
to initial speed.
The system automatically sets the CRZ FL to the defaulted alternate CRZ FL (FL 220 or 310),
and retains the previous cost index.
The pilot may adjust these as necessary.
Note: Diversion may also be initiated by entering a NEW DEST in the LAT REV page at the
TO waypoint, or by using the secondary F-PLN, if prepared. Refer to DSC-22_20-60-30
General.
MISSED APPROACH: DIVERT

 If the crew decides to divert to the alternate:

ENABLE ALTN, preferably at the TO waypoint.
 When cleared to a waypoint:
PERFORM a DIRECT TO.
The system automatically reverts to CLB phase, and modifies the target speed from Green Dot
to initial speed.
The system automatically sets the CRZ FL to the defaulted alternate CRZ FL (FL 220 or 310),
The Cost Index is set to 0.0 and the message USING COST INDEX 0 is triggered.
The pilot may adjust these as necessary.
Note: Diversion may also be initiated by entering a NEW DEST in the LAT REV page at the
TO waypoint, or by using the secondary F-PLN, if prepared. Refer to DSC-22_20-60-30
General.

FCOM D 26 MAY 15
PROCEDURES
NORMAL PROCEDURES
FCOM A321
OPERATING MANUAL
TASK SHARING DURING A GO-AROUND

Applicable to: ALL

FCOM E 26 MAY 15

Standard Operating Procedures for Normal Flight Operations

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Standard Operating Procedures for Normal Flight Operations

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PROCEDURES

PRO-NOR-SOP Standard Operating Procedures

PRO-NOR-SOP-02 Flight Preparation

PRO-NOR-SOP-03 Safety Exterior Inspection

PRO-NOR-SOP-04 Preliminary Cockpit Preparation

PRO-NOR-SOP-05 Exterior Walkaround

PRO-NOR-SOP-06 Cockpit Preparation

HVN FCOM A321 FLEET PRO-NOR-PLP-TOC P 1/6

Continued from the previous page

PRO-NOR-SOP-07 Before Pushback or Start

PRO-NOR-SOP-08 Engine Start

PRO-NOR-SOP-09 After Start

PRO-NOR-SOP-11 Before Takeoff

PRO-NOR-SOP-13 After Takeoff

PRO-NOR-SOP-16 Descent Preparation

HVN FCOM A321 FLEET PRO-NOR-PLP-TOC P 2/6

Continued from the previous page

PRO-NOR-SOP-18-B Aircraft Configuration Management

PRO-NOR-SOP-18-C Aircraft Guidance Management

PRO-NOR-SOP-21 After Landing

HVN FCOM A321 FLEET PRO-NOR-PLP-TOC P 3/6

Continued from the previous page

PRO-NOR-SOP-90 Standard Callouts

PRO-NOR-SRP Systems Related Procedures

PRO-NOR-SRP-01-10 Cockpit Preparation

PRO-NOR-SRP-01-15 Before Pushback or Start

HVN FCOM A321 FLEET PRO-NOR-PLP-TOC P 4/6

Continued from the previous page

HVN FCOM A321 FLEET PRO-NOR-PLP-TOC P 5/6

Continued from the previous page

HVN FCOM A321 FLEET PRO-NOR-PLP-TOC P 6/6

HVN FCOM A321 FLEET PRO-NOR-SOP-01 P 1/2

Intentionally left blank

HVN FCOM A321 FLEET PRO-NOR-SOP-01 P 2/2

TECHNICAL CONDITION OF THE AIRCRAFT

‐ The crew will get a weather briefing

GPS PRIMARY AVAILABILITY (IF INSTALLED)

For RNP operations requiring RAIM/AIME check:

HVN FCOM A321 FLEET PRO-NOR-SOP-02 P 1/4

FLIGHT PLAN AND OPERATIONAL REQUIREMENTS

OPTIMUM FLIGHT LEVEL

COMPUTERIZED FLIGHT PLAN CHECK

HVN FCOM A321 FLEET PRO-NOR-SOP-02 P 2/4

HVN FCOM A321 FLEET PRO-NOR-SOP-02 P 3/4

Intentionally left blank

HVN FCOM A321 FLEET PRO-NOR-SOP-02 P 4/4

SAFETY EXTERIOR INSPECTION

* WHEEL CHOCKS.................................................................................................................. CHECK

* LANDING GEAR DOORS....................................................................................CHECK POSITION

* APU AREA............................................................................................................................. CHECK

HVN FCOM A321 FLEET PRO-NOR-SOP-03 P 1/2

Intentionally left blank

HVN FCOM A321 FLEET PRO-NOR-SOP-03 P 2/2

HVN FCOM A321 FLEET PRO-NOR-SOP-04 P 1/8

HVN FCOM A321 FLEET PRO-NOR-SOP-04 P 2/8

APU FIRE TEST/APU START

HVN FCOM A321 FLEET PRO-NOR-SOP-04 P 3/8

HVN FCOM A321 FLEET PRO-NOR-SOP-04 P 4/8

 On the DOOR SD page:

HVN FCOM A321 FLEET PRO-NOR-SOP-04 P 5/8

ALTERNATE BRAKING SYSTEM

* OPERATIONS ENGINEERING BULLETINS (OEB)