vEZY A320 Family Operations Manual

A320 Family
OPERATIONS MANUAL
Table of Contents
A320 Family
OPERATIONS MANUAL
TABLE OF CONTENTS
Table of Contents .............................................................................................2
Record of Amendments ...................................................................................7
1 General .......................................................................................................9
1.1 Air Operator Certificates ..........................................................................9
1.2 Charts ......................................................................................................9
1.3 AIRAC ......................................................................................................9
1.4 Operational Flight Plan ..........................................................................10
1.4.1 OFP Format Description.................................................................11
1.4.1.1 Summary and Fuel ....................................................................11
1.4.1.1.1 Header .................................................................................12
1.4.1.1.2 Weights, Times, FMGS .......................................................13
1.4.1.1.3 Remarks and Route.............................................................15
1.4.1.1.4 Fuel Plan and Adjustments .................................................16
1.4.1.2 Flight Log ...................................................................................18
1.4.1.3 Airport Data ...............................................................................20
1.4.1.4 Wind Information .......................................................................22
1.4.2 Fuel Policy ......................................................................................24
2 Limitations ...............................................................................................25
2.1 Weights ..................................................................................................25
2.2 Speeds ..................................................................................................26
2.3 Wind ......................................................................................................26
2.3.1 Takeoff and Manual Landing ..........................................................26
2.3.2 Autoland .........................................................................................27
2.4 Autopilot .................................................................................................28
2.4.1 Use of Autopilot ..............................................................................28
2.4.2 Automatic Approach, Landing and Rollout .....................................30
2.5 Airport ....................................................................................................30
2.6 Anti-ice ...................................................................................................31
3 Standard Operating Procedures ............................................................32
3.1 Introduction ............................................................................................32
3.1.1 Roles ..............................................................................................32
3.1.2 Normal Checklist ............................................................................32
3.1.3 Noise Abatement ............................................................................34
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3.1.4 Standard Takeoff Config ................................................................36

3.1.5 Landing Flaps Policy ......................................................................37
3.1.6 Callouts ..........................................................................................38
3.1.6.1 FMA ...........................................................................................38
3.1.6.2 Altitude .......................................................................................39
3.1.6.3 Flight Parameters ......................................................................39
3.2 Flight Preparation ..................................................................................41
3.2.1 Weather ..........................................................................................41
3.2.2 NOTAMs.........................................................................................41
3.3 Preliminary Cockpit Preparation ............................................................41
3.3.1 Preliminary Cockpit Preparation – Procedure ................................41
3.3.2 Preliminary Cockpit Preparation – Flow Pattern ............................46
3.3.3 Preliminary Cockpit Preparation – Roles Table .............................48
3.4 Exterior Walkaround ..............................................................................50
3.4.1 Exterior Walkaround – Procedure ..................................................50
3.4.2 Before Walkaround – Flow Pattern ................................................51
3.4.3 Exterior Walkaround – Roles Table ...............................................52
3.5 Cockpit Preparation ...............................................................................53
3.5.1 Cockpit Preparation – Procedure ...................................................53
3.5.1.1 Before FMS Preparation Cockpit Scans ....................................53
3.5.1.2 FMS Preparation .......................................................................57
3.5.1.3 After FMS Preparation Cockpit Scans .......................................61
3.5.2 Cockpit Preparation – Flow Pattern ...............................................65
3.5.3 Cockpit Preparation – Checklist .....................................................66
3.5.4 Cockpit Preparation – Roles Table ................................................67
3.6 Before Start ...........................................................................................70
3.6.1 Before Start – Procedure................................................................70
3.6.2 Before Start – Checklist..................................................................76
3.6.3 Before Start – Roles Table .............................................................78
3.7 Engine Start ...........................................................................................80
3.7.1 Engine Start – Procedure ...............................................................80
3.7.2 Engine Start – Roles Table ............................................................82
3.8 After Start ..............................................................................................83
3.8.1 After Start – Procedure...................................................................83
3.8.2 After Start – Flow Pattern ...............................................................85
3.8.3 After Start – Checklist.....................................................................86
3.8.4 After Start – Roles Table ................................................................87
3.9 Taxi ........................................................................................................88
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3.9.1 Taxi – Procedure ............................................................................88

3.9.2 Taxi – Flow Pattern ........................................................................92
3.9.3 Taxi – Checklist ..............................................................................93
3.9.4 Taxi – Roles Table .........................................................................95
3.9.5 Flex Temperature Corrections........................................................97
3.9.6 Departure Change ..........................................................................98
3.9.6.1 Departure Change – Procedure ................................................98
3.9.6.2 Departure Change – Checklist ..................................................99
3.9.6.3 Departure Change – Roles Table ............................................100
3.10 Before Takeoff and Line-Up .............................................................101
3.10.1 Before Takeoff – Procedure .........................................................101
3.10.2 Line-Up – Procedure ....................................................................101
3.10.3 Line-Up – Flow Pattern.................................................................102
3.10.4 Line-Up – Checklist ......................................................................103
3.10.5 Before Takeoff and Line-Up – Roles Table ..................................104
3.11 Takeoff and Acceleration .................................................................105
3.11.1 Takeoff – Procedure .....................................................................105
3.11.2 Acceleration – Procedure .............................................................108
3.11.3 Acceleration – Flow Pattern .........................................................110
3.11.4 Takeoff and Acceleration – Roles Table ......................................111
3.12 After Takeoff ....................................................................................113
3.12.1 After Takeoff – Procedure ............................................................113
3.12.2 After Takeoff – Roles Table..........................................................113
3.13 Climb ................................................................................................114
3.13.1 Climb – Procedure........................................................................114
3.13.2 Climb – Roles Table .....................................................................117
3.14 Cruise ...............................................................................................118
3.14.1 Cruise – Procedure ......................................................................118
3.14.2 Cruise – Roles Table ....................................................................121
3.15 Descent Preparation ........................................................................122
3.15.1 Descent Preparation – Procedure ................................................122
3.15.2 Descent Preparation – Roles Table .............................................129
3.16 Descent ............................................................................................130
3.16.1 Descent – Procedure....................................................................130
3.16.1.1 Descent Initiation...................................................................130
3.16.1.2 Descent Monitoring ...............................................................130
3.16.1.3 Descent Adjustment ..............................................................131
3.16.1.4 Initial Approach .....................................................................133
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3.16.2 Approach – Checklist ...................................................................135

3.16.3 Descent – Roles Table .................................................................136
3.17 Approach..........................................................................................137
3.17.1 Approach – General .....................................................................137
3.17.1.1 Introduction ...........................................................................137
3.17.1.2 Cross Reference Table .........................................................138
3.17.1.3 Flying Reference ...................................................................139
3.17.1.4 Stable Approach Criteria .......................................................139
3.17.1.5 Approach Speed Technique .................................................141
3.17.1.6 Discontinued Approach .........................................................141
3.17.2 Approach – Procedure .................................................................142
3.17.2.1 Aircraft Configuration Management ......................................142
3.17.2.1.1 Initial Approach ...............................................................142
3.17.2.1.2 Intermediate/Final Approach ...........................................144
3.17.2.2 Aircraft Guidance Management ............................................148
3.17.2.2.1 Approach Using LOC G/S Guidance ..............................148
3.17.2.2.1.1 LVO Considerations .................................................148
3.17.2.2.1.2 Descent Preparation ................................................150
3.17.2.2.1.3 Intermediate/Final Approach ....................................151
3.17.2.2.2 Approach Using FINAL APP Guidance ..........................153
3.17.2.2.3 Approach Using FINAL APP Guidance for RNP AR.......157
3.17.2.2.4 Approach Using FPA Guidance ......................................164
3.17.2.2.5 Circling Approach............................................................168
3.17.2.2.6 RNAV Visual Approach ...................................................171
3.17.2.2.7 Visual Approach ..............................................................172
3.17.3 Approach – Flight Parameters......................................................174
3.17.4 Landing – Checklist ......................................................................176
3.17.5 Approach – Roles Table ...............................................................177
3.18 Landing ............................................................................................179
3.18.1 Landing – Procedure ....................................................................179
3.18.1.1 Manual Landing.....................................................................179
3.18.1.2 Autoland ................................................................................183
3.18.2 Landing – Roles Table .................................................................187
3.19 Go-around ........................................................................................189
3.19.1 Go-around – Procedure................................................................189
3.19.1.1 Balked Landing .....................................................................191
3.19.2 Go-around – Roles Table .............................................................193
3.20 After Landing....................................................................................194
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3.20.1 After Landing – Procedure ...........................................................194

3.20.2 After Landing – Flow Pattern ........................................................198
3.20.3 After Landing – Roles Table .........................................................199
3.21 Parking .............................................................................................200
3.21.1 Taxi-in – Procedure ......................................................................200
3.21.2 Shutdown – Procedure .................................................................201
3.21.3 Parking – Flow Pattern .................................................................203
3.21.4 Parking – Checklist.......................................................................204
3.21.5 Post-Flight – Procedure................................................................206
3.21.6 Parking – Roles Table ..................................................................208
3.22 Securing the Aircraft ........................................................................209
3.22.1 Securing the Aircraft – Procedure ................................................209
3.22.2 Securing the Aircraft – Checklist ..................................................211
3.22.3 Securing the Aircraft – Roles Table .............................................212
4 Supplementary Procedures .................................................................213
4.1 Introduction ..........................................................................................213
4.2 All Engine Shutdown Procedure (Push and Remote Hold) .................213
4.3 De-icing/Anti-icing Procedure on Ground ............................................214
4.4 Engine Start with ASU and Crossbleed Start ......................................216
4.4.1 Engine Start with Air Start Unit .....................................................216
4.4.2 Crossbleed Engine Start Procedure .............................................217
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Record of Amendments
A320 Family
OPERATIONS MANUAL
RECORD OF AMENDMENTS
Section - Page Description of
Revision Effective date
number change
Rev 1 ALL Format change 01-Dec-22
New SOPs
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Record of Amendments
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OPERATIONS MANUAL
(Reserved)
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General
A320 Family
OPERATIONS MANUAL
1 GENERAL
1.1 AIR OPERATOR CERTIFICATES
We reproduce the three different AOCs. Each has its own bases and ATC
callsign.
The bookable city pairs in vAMSYs reflect those ; however, two AOCs may
operate the same route. Refer to the table below.
ICAO CODE ATC CALLSIGN BASES LIVERY

All United
EZY “EASY” English (G-xxxx)
Kingdom bases.
Basel (BSL) and
EZS “TOPSWISS” Swiss (HB-xxx)
Geneva (GVA).
EJU “ALPINE” All other bases. Austrian (OE-xxx)
1.2 CHARTS
Charts – especially when flying on an online network – are highly recommended.
It is however the virtual pilot’s responsibility to acquire them.
The recommended charts are LIDO.
1.3 AIRAC
The use of the latest AIRAC (updated each month) is strongly recommended,
especially in addition to the monthly updated company routes and when flying
on an online network, but is not mandatory. It is as well the virtual pilot’s
responsibility to acquire them.
The recommended database is LIDO.
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General
A320 Family
OPERATIONS MANUAL
1.4 OPERATIONAL FLIGHT PLAN

It is highly recommended to generate an Operational Flight Plan for each leg
you plan to fly via SimBrief with the “EZY” format, whose fidelity with the real-life
format is extremely high.
To make full use of the OFP, the virtual pilot must fully understand all the
information it provides. Refer to 1.4.1 OFP Format Description below.
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1.4.1 OFP Format Description

1.4.1.1 Summary and Fuel
Page 1 of the OFP contains everything required for pre-flight planning and
preparation.
It contains: Header (I), Weights, Times, FMGS/FMS data entry (II), Remarks
(III), OFP Route (IV) and Fuel Plan and Adjustments (V).
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1.4.1.1.1 Header
1 OFP number. Sequential number relates to number of calculations

performed for this plan.
2 Commercial flight number followed by ATC callsign, both with
appropriate ICAO designator: EZY – easyJet, EZS – easyJet
Switzerland, EJU – easyJet Europe.
Commercial flight number duplicated if no ATC callsign is applicable.
3 Sector with both ICAO and IATA designators including difference in
time in hours from UTC.
4 OFP calculation time and ETD in UTC.
5 Date of flight.
6 UAD observations (OBS) and prognoses (PROG) times.
7 Aircraft type and variant and engine type.
8 Aircraft MSN.
9 Aircraft registration.
10 Aircraft performance factor in percentage.
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1.4.1.1.2 Weights, Times, FMGS
1 DOW – Dry Operating Weight in kg.

2 PYLD – Calculated estimated payload value in kg.
3 ZFW – Estimated Zero Fuel Weight. DOW + PYLD.
4 FUEL – Takeoff fuel. Planned block fuel (PLN BLK) – taxi fuel (TAXI).
5 TOW – Estimated takeoff weight. ZFW + FUEL.
6 TRIP – Trip fuel from departure airport to destination airport based on
planned lateral and vertical route of flight, including PERF FACTOR
correction.
7 LW – Estimated landing weight. TOW – TRIP.
8 ULD – Underload. Calculated value – Lowest value of MZFW - EZFW,
MTOW - ETOW and MLW - ELW, unless there is a fuel capacity issue.
9 Values of maximum zero fuel weight, maximum fuel tank capacity,
maximum takeoff weight and maximum landing weight. Includes a limit
indicator (L) next to the appropriate limitation (see calculation of
underload).
10 STD – Scheduled time of departure in UTC.
11 STA – Scheduled time of arrival in UTC.
12 BLK – Scheduled block time in H.MM format.
Note: This is scheduled block time not planned block (flight time + taxi).
13 EET – Estimated Elapsed Time. Trip time in H.MM format.
14 CO RTE – Company route designator (Not synced with add-on.
SimBrief defaults it to departure IATA/arrival IATA/01, ex: GVANCE01,
but entering this CO RTE name won’t actually uplink the route).
15 ALTN – First listed alternate in ICAO format.
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16 FLT NBR – ATC callsign.

17 COST INDEX – Planned Cost index value.
18 CRZ FL – Initial Top of climb cruise flight level.
19 CRZ TEMP – Top of climb SAT.
20 TROPO – Tropopause height at initial top of climb altitude in feet.
21 ZFW – Estimated zero fuel weight mathematically rounded from item
(3) in tons.
22 TRIP WIND – Average wind component for the whole flight, based on
planned lateral and vertical route of flight. No preceding zeroes.
“T” indicates Tailwind.
“H” indicates Headwind.
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1.4.1.1.3 Remarks and Route
1 MAX SR – Maximum Shear Rate. Vertical windshear value in metres

per second per thousand feet at the current POSITION. The SR value
is determined by quantifying the difference in wind speed and direction
for the wind 2000 feet above and 2000 feet below the planned altitude
at the current POSITION using the Singapore Airlines vertical
windshear algorithm.
Note: SR is to be used as an indicator of the potential for Clear Air
Turbulence (CAT) only. The higher the SR value the greater the
difference in wind speed and direction between the two
altitudes. No studies have been carried out to validate the
relationship between SR values and the probability and severity
of CAT. This information is to be used as guidance only and
must be correlated with other available information such as
SIGMETS and SIG WX Charts.
Note 2: SR only relates only to waypoints listed within the Navigation

Log and it may be possible to find waypoints used in the
SID/STAR procedure that have a higher shear rate listed
within the Spot Winds section of the OFP.
2 TKOF ALTN – Takeoff alternate (if applicable) in ICAO format.
3 REMARKS – Operating restrictions that are applicable to the operation
of the flight.
4 OFP ROUTE – The planned lateral and vertical route of flight including
altitude restriction on SIDs and STARs presented in sequential order
from planned departure runway to arrival runway, in a format that is
compatible with FMGC data entry requirements of route and step-
climbs. This removes the need to refer to the ICAO flight plan when
carrying out pre-flight loading the FMGC.
5 DIST – Distance of the OFP ROUTE in nm.
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1.4.1.1.4 Fuel Plan and Adjustments
1 TAXI – Taxi fuel and time all engines taxi fuel flow. No leading zeroes,
calculated to nearest kilo.
2 TRIP – Trip fuel and time to fly from Departure to Destination as using
the planned Cost Index or Fixed Mach, lateral route and vertical flight
profile, including PERF FACTOR correction. No leading zeroes,
calculated to nearest kilo. Time in format H.MM.
3 CONT – Contingency fuel and time.
4 ALTN – Alternate fuel and time to complete a missed approach at the
Destination Airport and fly to the Alternate Airport using CI0, the lateral
route and vertical flight profile. No leading zeroes, calculated to nearest
kilo. Time in format H.MM.
5 FINRES – Final reserve fuel based on, holding fuel flow at 1,500 ft.
ASL, ISA and planned landing weight at the Alternate airport. No
leading zeroes, calculated to nearest kilo. Time in format H.MM.
6 ADDNL – Additional fuel. No leading zeroes, calculated to nearest kilo.
Time in format H.MM. In an attempt to mitigate ECAM low fuel warning
messages, LIDO is programmed to show minimum fuel over
destination of 1500 kg. ADDNL fuel may be displayed for this reason.
7 TOTAL – Total Fuel and time. No leading zeroes, calculated to nearest
kilo.
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8 EXTRA – Extra fuel. Includes indicator to the next applicable limitation.

(T) – TOW.
(L) – LW.
(C) – Fuel tank capacity.
9 TANKER – Calculated tankering fuel.
10 PLN BLK – Planned block fuel. No leading zeroes, calculated to
nearest kilo.
11 Destination alternate airfield in ICAO/IATA format including Company
Normal Reserves (CNR) defined as sum of alternate fuel and final
reserve fuel in hundreds of kilos rounded up to the nearest 100 kilos.
12 FOD – Fuel Overhead Destination in hundreds of kilos rounded up to
the nearest hundred kilos. Defined as the sum of final reserve fuel,
alternate fuel, contingency fuel, additional fuel and tankering fuel. In
ALL cases the only PLANNED fuel USEAGE is TRIP + TAXI.
13 TOW CORR – Correction to planned block fuel for an increase or
decrease in takeoff weight of 1000 kg.
14 2000 BELOW – Correction to planned block fuel for operation 2000 ft
below selected cruise altitude.
15 4000 BELOW – Correction to planned block fuel for operation 4000 ft
below selected cruise altitude.
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1.4.1.2 Flight Log
1 CNR fuel – Company Normal reserves (CNR) defined as sum of

alternate fuel and final reserve fuel to the nearest kilo.
2 AWY – SID, STAR and airway designation.
3 MORA – Route MORA (Minimum Off-Route Altitude) value.
4 MT – Magnetic track. Average magnetic track between waypoints in
format DDD.
5 DIST – Distance in nautical miles between waypoints. No leading
zeroes.
6 IAS – indicated air speed in kt.
7 FL – Flight level include intermediate stored levels outside of terminal
procedures.
8 SAT – Static Air temperature
9 GS TAS – Ground speed and True air speed in knots from the current
POSITION to the next POSITION.
10 ZT – Zone time in minutes
11 EET – estimated elapsed time in format H.MM
12 MFR – Minimum fuel required based on fuel required to fly from the
current POSITION to the Destination airport carry out an approach and
missed approach and fly to the planned Alternate airport carry out an
approach and land with FINAL RESERVE fuel remaining. Rounded to
the nearest 20 kg. MFR is for guidance only and is not limiting.
13 POSN – Position include navaid name where appropriate.
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14 FREQ – Navaid frequency.

15 DTG – Distance to go (to destination).
16 MN – Mach number in non-decimal format to three significant figures.
Only values above M0.50 are displayed.
17 WIND – True wind direction and velocity. Spot winds at waypoint.
18 ETO/RTO/ATO – Entry field for estimated, revised and actual time
overhead.
19 FOB – Entry field for actual fuel onboard.
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1.4.1.3 Airport Data
1 CNR fuel – Company Normal reserves (CNR) defined as sum of

alternate fuel and final reserve fuel to the nearest kilo.
2 List of airports (DEP – Departure, DEST – Destination, DEST ALTN –
Destination Alternate, TKOF ALTN – Takeoff Alternate) in ASC and
associated runways selected.
3 Approach aids used for planning minima.
4 Planning Minima considered. Ceiling/RVR (Vis). (Not reproduced.)
5 Forecast ceiling and visibility available. (At time of calculation).
6 Forecast wind (At time of calculation)
TWC: LIDO calculated tailwind value in knots, based on the selected
runway and the TAF period from one hour prior to earliest planned
arrival to one hour after latest planned arrival. “-” indicates a headwind.
7 XWC: LIDO calculated crosswind value in knots, based on the selected
runway and the TAF period from one hour prior to earliest planned
arrival to one hour after latest planned arrival.
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8 Alternate airports type and rank in a sequential order.

C – Commercial
F – Fuel
9 ALTN – List of alternate airports, associated selected runways and
route.
10 MORA – Route MORA (Minimum Off-Route Altitude) value.
11 DIST – Distance of the associated route in nm.
12 LVL – Planned Flight Level of the associated route.
13 WC – Wind component of the associated route, “-“ indicates a tailwind
and “+” indicates a headwind.
14 TIME – Time of the associated route in H.MM format.
15 DIFF – Time difference with first alternate airport in H.MM format.
16 FUEL – Fuel required for the associated route to be flown, rounded to
the nearest kilo.
17 DIFF – Fuel difference with first alternate airport rounded to the nearest
kilo.
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1.4.1.4 Wind Information
1 OAT and spot winds for climb: 10,000 ft, 15,000 ft, FL200, FL310, and
FL350.
2 Cruise waypoints.
Shear rate.
Vertical windshear value in metres per second per thousand feet at the
current POSITION. The SR value is determined by quantifying the
difference in wind speed and direction for the wind 2000 feet above
and 2000 feet below the planned altitude at the current POSITION
using the Singapore Airlines vertical windshear algorithm.
Note: SR is to be used as an indicator of the potential for Clear Air
Turbulence (CAT) only. The higher the SR value the greater the
difference in wind speed and direction between the two
altitudes. No studies have been carried out to validate the
relationship between SR values and the probability and severity
of CAT. This information is to be used as guidance only and
must be correlated with other available information such as
SIGMETS and SIG WX Charts.
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Lat and Long.

OAT and spot wind above and below cruise FL based on airspace
structure (RVSM, non-RVSM and metric) above and below the
planned cruise altitude at each OFP position.
3 OAT and spot winds for descent: FL390, FL350, FL310, FL 200, and
10,000 ft.
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1.4.2 Fuel Policy

Dispatch
The fuel on the OFP should only reflect the minimum legal fuel to safely operate
the flight and, if applicable, the tankering fuel.
It is the virtual flight crew’s responsibility to:

• Take into consideration APU’s fuel burn (126 kg / hr)
• Request extra fuel as necessary (expected longer taxi time, expected
holding patterns at destination, bad weather…) AND ensure this addition
doesn’t violate any limit (MTOW, MLW, Max Fuel Capacity).
Tankering Fuel
It is advised to carry tankering when it is profitable. A vast majority of the flights
are performed without tankering fuel on board.
There are limits to the fuel that can be uplifted. Refer to 2.1 Weights.
An automated excel file calculating the profitability of tankering fuel is available

on request in our Discord server.
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Limitations
A320 Family
OPERATIONS MANUAL
2 LIMITATIONS
2.1 WEIGHTS
REGULATED WEIGHTS
Each airframe has a different DOW.
For the A319 and A320 CEO, three RTOW categories are possible. Refer to the
table below.
Max ZFW RLDW RTOW
A319 57000 kg 61000 kg ● 64000 kg (Category Light)

● 66000 kg (Category Medium)
● 68000 kg (Category Heavy)
A320 62500 kg 66000 kg ● 73500 kg (Category Light)

● 75000 kg (Category Medium)
● 77000 kg (Category Heavy)
A20N 62800 kg 66300 kg 77000 kg
A21N 73300 kg 77300 kg 89000 kg
DISPATCH
Tankering fuel limit .............................................................. MTOW/MLW -1%*
*Whichever comes first.
TAXI WEIGHT
Maximum taxi weight ............................................................... MTOW + 400kg
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2.2 SPEEDS
TAXI SPEED
Maximum speed in a straight line .............................................................30 kt
Maximum speed in a 90° turn ....................................................................10 kt
For more than 90° turns speed should be adapted, taking into account turn
radius and angle of turn.
Maximum speed entering a RET ............................ Check aerodrome charts
2.3 WIND
2.3.1 Takeoff and Manual Landing
CROSSWIND
Max Crosswind Max Crosswind for

Runway State or Contaminant for Takeoff Landing (gusts
(gusts included) included)
Dry
Damp
Wet – Max 3 mm (1/8'') of water
38 kt
Slush – Max 3 mm (1/8'') 38 kt
(35 kt if NEO)
Dry snow – Max 3 mm (1/8'')
Wet snow – Max 3 mm (1/8'')
Frost
Compacted snow
29 kt 29 kt
OAT < 16 °C
Dry snow – Max 100 mm (4'')
Wet snow – Max 3 mm (6/5'')
Compacted snow
OAT > -15 °C
Dry snow over compacted 25 kt 25 kt
snow
Wet snow over compacted
snow
Slippery when wet
Water – Max 12.7 mm (1/2'')
20 kt 20 kt
Slush – Max 12.7 mm (1/2'')
Ice (cold & dry) 15 kt 15 kt
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Limitations
A320 Family
OPERATIONS MANUAL
Note: Takeoff is not recommended on the following runway conditions:

- Wet ice
- Water on top of compacted snow
- Dry snow or wet snow over ice
Note 2: Local airport limitations supersede those described above. Where a
lower crosswind limit exists according to the AOI charts, the more
limiting of the structural limits and local limitations will be used.
Note 3: With a crosswind of 20 kt or greater, rolling takeoff is strongly

recommended.
TAILWIND
Maximum tailwind for takeoff ....................................................................15 kt
Maximum tailwind for landing ...................................................................15 kt
For landing with a tailwind greater than 10kt, use FLAPS FULL only.
2.3.2 Autoland
CAT II/CAT III AUTOLAND
Applicable to: A319, A320, A20N
Maximum headwind ...................................................................................30 kt
Maximum tailwind ......................................................................................10 kt
Maximum crosswind ................................................................................ 20 kt*
*A20N: 15kt with One Engine Inoperative.
CAT II/CAT III AUTOLAND

Applicable to: A21N
Maximum headwind ...................................................................................15 kt
Maximum tailwind ......................................................................................10 kt
Maximum crosswind ..................................................................................10 kt
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Limitations
A320 Family
OPERATIONS MANUAL
2.4 AUTOPILOT
2.4.1 Use of Autopilot
APPROACH STRATEGY
CAT I CAT II CAT III
Flying Manual flying, A/THR

technique ON/OFF
or AP and A/THR ON
AP and A/THR ON
down to applicable
minimum(1).
Minima DA with Baro Ref DH with RA
PERF APPR BARO or MDA RADIO or DH

page entry
Weather Visibility RVR
Autoland Possible(2) Mandatory(3)

(1)When the autopilot is disconnected, A/THR can either remain ON until or
touchdown or be disconnected at the same time.
(2) For training only with ATC authorization or if performing a CAT I LTS.
(3) Provided aircraft is autoland capable.
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Limitations
A320 Family
OPERATIONS MANUAL
MINIMUM USE HEIGHT OF AUTOPILOT

Applicable to: All
At takeoff 100 ft AGL or 5s after liftoff
In non-precision approach using
FINAL APP, NAV FPA, NAV V/S, TRK 250 ft AGL
FPA, HDG V/S, LOC V/S or LOC FPA
500 ft AGL for aircraft category C
In circling approach
600 ft AGL for aircraft category D
ILS approach when performing a CAT
I manual landing (regardless of FMA Applicable minimum
capability)
ILS approach when CAT1 is displayed
160 ft AGL
on the FMA
ILS approach when CAT2 or CAT3 is
0 ft AGL if autoland
displayed on the FMA
After a manual go-around 100 ft AGL
Applicable to: A319, A320, A20N

In all other phases 500 ft AGL
The AP or FD in OP DES or DES mode can be used in approach, but only if the
FCU selected altitude is set to – or above – the higher of the two: MDA/MDH or
500 ft AGL.
Applicable to: A21N

In all other phases 900 ft AGL
The AP or FD in OP DES or DES mode can be used in approach, but only if the
FCU selected altitude is set to – or above – the higher of the two: MDA/MDH or
900 ft AGL.
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Limitations
A320 Family
OPERATIONS MANUAL
2.4.2 Automatic Approach, Landing and Rollout

ILS CATEGORY II
Minimum decision height ................................................................ 100 ft AGL
CAT 2 or CAT 3 SINGLE or CAT 3 DUAL must be displayed on the FMA.
For manual landing*, AP should be disconnected no later than 80 ft AGL.
*Non-standard for CAT II approach.
ILS CATEGORY III FAIL PASSIVE (SINGLE)
A/THR must be used in selected or managed speed.
Both autopilots must be engaged in APPR mode, and CAT 3 DUAL must be
displayed on the FMA.
Minimum decision height .................................................................. 50 ft AGL
ILS CATEGORY III FAIL OPERATIONAL (DUAL)

A/THR must be used in selected or managed speed.
Both autopilots must be engaged in APPR mode, and CAT 3 DUAL must be
displayed on the FMA.
■ CAT III with DH:
Minimum Decision Height...................................................... 22 ft AGL
■ CAT III without DH:
Minimum Runway Visual Range ...................................................75 m
2.5 AIRPORT
RUNWAY SLOPE
Runway slope ..............................................................................................±2%
RUNWAY ALTITUDE
Maximum runway altitude ..................................................................... 9200 ft
RUNWAY WIDTH
Minimum runway width..............................................................................30 m
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Limitations
A320 Family
OPERATIONS MANUAL
2.6 ANTI-ICE
Icing Conditions
Icing conditions exist when the OAT (on ground or after takeoff) or the TAT (in
flight) is at or below 10°C and visible moisture in any form is present (such as
clouds, fog with visibility of one nautical mile or less, rain, snow, sleet or ice
crystals).
Use of Anti-Ice
Engine anti-ice must be used when icing conditions exist or are anticipated,
except during climb and cruise when the SAT is below -40°C.
Wing anti-ice may be used to prevent ice accretion on the wing leading edge or
if there is evidence of ice accretion, such as ice on the visual indicator, or on the
wipers, to remove any ice accumulation from the wing leading edge.
If the wing anti-ice pb-sw is pushed on the ground, a 30-second self-test of the
wing anti-ice system is initiated. If left on, the valves will open automatically once
airborne.
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Standard Operating Procedures
A320 Family Introduction
OPERATIONS MANUAL
3 STANDARD OPERATING PROCEDURES

3.1 INTRODUCTION
3.1.1 Roles
In case of shared cockpit, the two virtual pilots may choose who will be PF and
who will be PM for a given leg.
At the end of each procedure, a table depicting each virtual pilot’s actions is
available.
3.1.2 Normal Checklist

The vEZY Normal Checklist is a two-page PDF document with a revision date.
Current effective date: December 2022.
The vEZY Normal Checklist contains:

• Mandatory checklists used to verify actions and selections against
normal procedures ;
• An optional Departure Change checklist ;
• Two emergency checklists on the verso: Emergency Landing and Emer
Evac checklists.
The virtual flight crew must perform the actions before calling the checklists. It
is NOT a “to do” list. The purpose is to verify the actions have been completed
correctly. If something has been done incorrectly, the virtual flight crew must
correct the configuration before answering.
It is a challenge/response checklist. In case of shared cockpit, both pilots must

answer the challenge when checklist items are followed by “(BOTH)”.
Ex: PM: “FLIGHT CONTROL” … PF: “CHECKED” … PM: “CHECKED”
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OPERATIONS MANUAL
For the checklist items identified with “AS RQRD” or “__”, the response should
quote the actual configuration or parameter.
Ex: PM: “PITCH TRIM” … PF: “THIRTY POINT FIVE PERCENT”
The PM will announce the completion of the checklist by saying the name of the
checklist and its status.
Ex: PM: “LANDING CHECKLIST COMPLETED”
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OPERATIONS MANUAL
3.1.3 Noise Abatement

Each takeoff follows a noise abatement procedure, whether it’s specific altitudes
to reduce the thrust and accelerate at, or a specific path to follow in order to
avoid overflying certain areas.
This information is available in the local aerodrome AOI charts, subsection

“Noise Abatement Procedure (NAP)”.
By default – if nothing specific is instructed – the virtual flight crew will follow the
standard NADP2. Refer to diagrams below.
Note: In some airports, the charts instruct to follow Takeoff procedure A
or B. For Takeoff Procedure A, use NADP1 ; for Takeoff Procedure
B, use NADP2.
NADP2
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OPERATIONS MANUAL
NADP1
Flaps retraction schedule

In both procedures, the flap retraction schedule is as follows:
T/O in CONF 1+F: At or above S speed, flaps may be retracted to 0.
T/O in CONF 2: At or above F speed, flaps may be retracted to 1.
T/O in CONF 3: At or above F speed, flaps may be retracted straight to 1.

At or above S speed, flaps may be retracted to 0.
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OPERATIONS MANUAL
3.1.4 Standard Takeoff Config

Flaps Settings
(A319/A320/A20N): Use CONF 1+F.
(A21N): Use CONF 2.
Thrust Settings
To minimise wear on the engines and limit noise, every takeoff should be
performed with a FLEX setting*.
If the performance app returns an error with the standard flaps setting, then the
virtual flight crew shall increase the flaps by increments of one and recalculate
until the app allows the takeoff. If none of the flaps settings work with FLEX, then
the virtual flight crew shall force the calculation to TOGA with the closest flaps
setting possible to the standard flaps setting for the variant used.
*In some airports, TOGA is mandatory.
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OPERATIONS MANUAL
3.1.5 Landing Flaps Policy

The A320 Family aircrafts are certified to land with CONF FULL and CONF 3.
A319/A320/A20N:
If the forecasted tailwind at landing is greater than 10 kt, CONF FULL shall be
used for landing.
CONF 3 should be considered, depending on the available runway length:

 To improve go-around performance
 If windshear/severe turbulence is considered possible during approach
CONF 3 landings also reduce noise on the approach and save fuel. It should be
considered for this purpose provided:
 Care is exercised to achieve a stable approach
 No technical defects affecting landing performance
 No runway contamination
A21N:
CONF FULL is preferred for normal operations.
CONF 3 landings shall not be performed for the purpose of fuel saving.
CAUTION: CONF 3 landing increases tail strike risk.
CONF 3 should only be considered during normal operations, depending on the

available runway length:
 To improve go-around performance
 If windshear/severe turbulence is considered possible during approach
To reduce tail-strike risk during CONF3 landing, it is recommended to increase
VAPP to minimum VLS + 10 (in-flight landing performance shall be computed
accordingly).
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OPERATIONS MANUAL
3.1.6 Callouts
3.1.6.1 FMA
PF should call all FMA changes as below:
– Autopilot/FD status (ex: “AP1” or “2FD2”)

– FMA landing capability including downgrade/upgrade (ex: “CAT 3
SINGLE”)
– All armed flight guidance mode with the associated color (ex: “G/S blue”,
“LOC blue”)
– All active modes without the associated color (ex: “NAV”, “ALT”)
– Altitudes/FL changes with the associated color (ex: “SEVEN THOUSAND
BLUE”, “FLIGHT LEVEL ONE FIVE ZERO MAGENTA”)
(There is no need to state “ALT BLUE” or “ALT MAGENTA.”)
During LVO Approach/Autoland, PF and PM have additional FMA callouts. Refer

to 3.18.1.2 Autoland.
The following FMA changes do not need to be called by PF:

– A/THR status during takeoff and at thrust reduction altitude.
– CAT 1 landing capability downgrade following intentional disconnection of
autopilot.
– “LAND” mode when manual landing is planned.
– Auto Brake status (if displayed on FMA).
The PM should check and respond “CHECKED” to all FMA changes called out
by the PF.
The PM shall call FMA change when unnoticed by PF. In this case PF shall
check and respond “CHECKED”.
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OPERATIONS MANUAL
3.1.6.2 Altitude
The PM calls out “ONE THOUSAND TO GO” when passing 1000 ft before the
cleared altitude or FL and the PF calls out “CHECKED”:
When PF sets the FCU altitude below the relevant Safety Altitude and
announces the altitude set from the FMA, PM responds with “CHECKED,
BELOW SAFETY ALTITUDE”.
Virtual flight crew will ascertain and brief the relevant Safety Altitude dependent
on their expected departure or arrival routing.
3.1.6.3 Flight Parameters

APPROACH
During approach, the PM announces:
“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 -1000 ft/min.
“BANK” when bank angle becomes greater than 7°.
“PITCH” when pitch attitude becomes lower than -2.5° or higher than
+10°(A319/A320/A20N)/+7.5° (A21N).
“LOC” or “GLIDE” when either localizer or glide slope deviation is 1/2 dot for
LOC or GS.
“CROSSTRACK” when greater than 0.1nm deviation from inbound track in
FINAL APP mode.
“V-DEV” when greater than half dot deviation from approach path in FINAL APP
mode.
“COURSE” when greater than 1/2 dot (VOR) or 5 degrees (ADF).
“__FT HIGH/LOW” at altitude checks points.
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OPERATIONS MANUAL
RNP AR APPROACH
“LAT-DEV” when L/DEV reaches ½ dot
“VDEV” when ½ dot deviation above or below path
“SINK RATE” when the descent rate exceeds 1000 ft/min
“BANK” when the bank angle goes above 30°.
LANDING
During landing, the PM announces:
“PITCH PITCH”, if the pitch attitude approaches the tail strike pitch limit indicator
or reaches +10° (A319/A320)/+7.5° (A321).
“BANK BANK”, if the bank angle reaches 7°.
GO AROUND
During a go-around, the PM announces:
“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.
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A320 Family Flight Preparation
OPERATIONS MANUAL
3.2 FLIGHT PREPARATION

3.2.1 Weather
The virtual flight crew will check:
- Weather at the departure aerodrome
- Significant weather enroute
- Terminal forecasts* for destination and alternate airports
*Actual weather for destination and alternate airports in case of a short flight
This will help determine if extra fuel is needed, as well as takeoff/landing

conditions.
3.2.2 NOTAMs
If the virtual flight crew wants to follow real-life NOTAMs (to simulate
unserviceable navaids, runway closed…) they may check the relevant section
of the OFP.
Those are sometimes reproduced by online networks. Check the relevant ATIS
and/or controller’s description.
3.3 PRELIMINARY COCKPIT PREPARATION

3.3.1 Preliminary Cockpit Preparation – Procedure
BEFORE APPLYING ELECTRICAL POWER
RADAR SYS switch ....................................................................... CHECK OFF
PRED WINDSHEAR SYSTEM switch ........................................... CHECK OFF
On new RDR-4000 radars:
WXR/PRED WINDSHEAR SYSTEM switch .................................. CHECK OFF
ENG MODE selector .................................................................. CHECK NORM
ENG 1 & 2 MASTER levers ........................................................... CHECK OFF
LANDING GEAR lever .............................................................. CHECK DOWN
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A320 Family Preliminary Cockpit Preparation
OPERATIONS MANUAL
Both WIPER selectors ................................................................... CHECK OFF

BAT 1 and BAT 2 pb ...................................................................... CHECK OFF
BAT 1 and BAT 2 VOLTAGE .........................................CHECK ABOVE 25.5V
• If at or below 25.5V:
BAT 1 and BAT 2 pb .......................................................................AUTO
EXT PWR pb ........................................................................................ ON
On the ELEC SD page, the battery contactor should be closed and
batteries charging.
• After 20 min:
BAT 1 and BAT 2 pb ................................................................OFF
BAT 1 and BAT 2 VOLTAGE ..................... CHECK ABOVE 25.5V
If VOLTAGE is at or above 25.5V, resume normal procedures.
APPLYING ELECTRICAL POWER

EXT PWR pb ................................................................................... ON if AVAIL
BAT 1 and 2 pb .........................................................................................AUTO
APU FIRE TEST

APU FIRE pb ........................................................... CHECK IN and GUARDED
AGENT lights ................................................................................. CHECK OFF
APU FIRE TEST pb ...................................................... PRESS and MAINTAIN
Test result is satisfactory when:
- APU FIRE warning is shown on ECAM, CRC and MASTER WARN light.
- APU FIRE pb lighted red
- SQUIB light and DISCH light are ON.
ADIRS
All IR MODE selectors ................................................................................ NAV
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OPERATIONS MANUAL
APU START
The APU start should comply with local aerodrome restrictions and should be
delayed until before ENG start, unless EXT PWR is not available.
APU MASTER SW pb ................................................................................... ON
• After at least 3 s:
APU START pb.................................................................................... ON
EXT PWR pb ................................................................................... ON if AVAIL
To reduce the APU load, the virtual flight crew should keep the EXT PWR ON.
AIR CONDITIONING
X BLEED selector .....................................................................................AUTO
PACKS 1 + 2 .................................................................................................OFF
• At least 1 min after APU AVAIL light:
APU BLEED pb ........................................................................ AS RQRD
If needed, switch the APU BLEED pb ON.
• If applicable, at least 1 min after APU BLEED pb ON:
PACKS 1 + 2 ............................................................................. AS RQRD
In hot weather conditions, PACKs may be needed to achieve comfortable
cabin temperatures.
ZONE TEMPERATURE selectors ..................................................... AS RQRD
Temperature range: 18-30°C.
COCKPIT LIGHTS
ANN LT selector ........................................................................................... ON
Verify that all annunciator lights illuminate.
ANN LT selector ......................................................................................... BRT
Verify that all the relevant lights extinguish.
DIM position may be used in order not to be blinded by the annunciator lights.
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OPERATIONS MANUAL
DISPLAYS
UPPER and LOWER ECAM knobs .................. SET BRIGHTNESS AS RQRD
Displays are needed for tests.
PFD and ND brightness knob........................................................... AS RQRD
DCDUs brightness............................................................................ AS RQRD
MCDUs brightness ........................................................................... AS RQRD
AIRCRAFT ACCEPTANCE
RCL pb ................................................................PRESS and MAINTAIN for 3s
On the DOOR SD page:

OXY .................................................................................... CHECK PRESSURE
On the HYD SD page:

RESERVOIR FLUID LEVEL ...................... CHECK WITHIN NORMAL RANGE
On the ENG SD page:

ENG OIL QUANTITY .............................................................................. CHECK
Check that:
- A319/A320: the oil quantity is at or above 9.5 qt + estimated consumption
(~0.5 qt/h).
- A20N/A21N: the minimum oil quantity is the highest value of:
• 10.6 qt ; or
• 8.9 qt + estimated consumption (~0.45 qt/h).
PRELIMINARY PERFORMANCE DETERMINATION

AIRPORT & WEATHER DATA ............................................................. OBTAIN
Obtain departure airport data needed for the TAKEOFF PERFORMANCE
computations and preparing the cockpit (this should include RUNWAY and
WEATHER data). If available, use the D-ATIS. Otherwise, use the METAR.
Obtain destination and alternate airport weather (METAR or TAF) needed for
the LANDING PERFORMANCE computations.
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OPERATIONS MANUAL
TAKEOFF PERFORMANCE ...................................... COMPUTE WITH RTOW

Both virtual pilots compute the Regulated Takeoff Weight (RTOW) with their
takeoff performance app and verify against planned TOW.
LANDING PERFORMANCE ........................................ COMPUTE WITH RDLW

Using preliminary weather data for destination and alternate airports, both virtual
pilots compute the Regulated Landing Weight (RDLW) with their landing
performance app (DISPATCH mode if available) and verify against planned
LDW.
Refer to 2.1 Weights.
Note: The computation of a DISPATCH LANDING PERFORMANCE is not

required if the virtual flight crew can ensure that RLDW is limited by
maximum structural landing weight.
This is only applicable when DRY or WET runway surface conditions
are expected.
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OPERATIONS MANUAL
3.3.2 Preliminary Cockpit Preparation – Flow Pattern
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OPERATIONS MANUAL
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OPERATIONS MANUAL
3.3.3 Preliminary Cockpit Preparation – Roles Table

CM1 CM2
BEFORE APPLYING ELECTRICAL POWER
WEATHER RADAR .................... OFF
PRED WINDSHEAR ................... OFF
ENG MODE selector ............. NORM
ENG 1 & 2 MASTER levers ....... OFF
LANDING GEAR lever........... DOWN
Both WIPER selectors .............. OFF
BAT ........................... CHECK/AUTO
APPLYING ELECTRICAL POWER
EXT PWR ..........................AS RQRD
APU FIRE TEST
APU FIRE TEST .............. PERFORM
ADIRS
All IR MODE selectors ..............NAV
APU START
APU START ......................AS RQRD
AIR CONDITIONING
AIR COND panel...............AS RQRD
COCKPIT LIGHTS/DISPLAYS
COCKPIT LIGHTS ................... TEST
DUs ................................... AS RQRD DUs ....................................AS RQRD
AIRCRAFT ACCEPTANCE
ECAM RCL pb.................. PRESS 3s
ECAM OXY PRESS ............. CHECK
ECAM HYD QTY .................. CHECK
ECAM ENG OIL QTY ........... CHECK
A/C ACCEPTANCE ......... PERFORM
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OPERATIONS MANUAL
PF PM
PRELIMINARY PERFORMANCE DETERMINATION
AIRPORT/WXR DATA ........ OBTAIN
RTOW .............................. COMPUTE RTOW .............................. COMPUTE
RLDW ............ COMPUTE AS RQRD RLDW ............ COMPUTE AS RQRD
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A320 Family Exterior Walkaround
OPERATIONS MANUAL
3.4 EXTERIOR WALKAROUND

3.4.1 Exterior Walkaround – Procedure
BEFORE WALKAROUND
NAV & LOGO sw ............................................................................................... 1
Use system 2 only if system 1 is INOP.
ACCU PRESS indicator and BRAKE PRESS indicator ...................... CHECK
Check for normal indications.
Crosscheck against PARKING BRK handle position.
Note: In normal operations – even on chocks – the PARKING BRAKE should
always be ON.
The ACCU PRESS indication must be in the green band.

FLAPS ................................................................................... CHECK POSITION
Confirm that the upper ECAM display FLAPS position agrees with the lever
position.
SPEED BRAKE lever ..................................................................... CHECK RET
Confirm that the speed brake lever is RETRACTED and DISARMED.
PARKING BRK handle ................................................................................. ON
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OPERATIONS MANUAL
3.4.2 Before Walkaround – Flow Pattern
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OPERATIONS MANUAL
3.4.3 Exterior Walkaround – Roles Table

PF PM
BEFORE WALKAROUND
NAV & LOGO sw .....................1 or 2
ACCU/BRAKE PRESS ........ CHECK
FLAPS ................ CHECK POSITION
SPEED BRAKE lever .. CHECK RET
PARKING BRAKE ....................... ON
EXTERIOR
WALKAROUND .............. PERFORM
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A320 Family Cockpit Preparation
OPERATIONS MANUAL
3.5 COCKPIT PREPARATION

Items marked by asterisks (*) are the only steps to be completed during a
turnaround.
3.5.1 Cockpit Preparation – Procedure

3.5.1.1 Before FMS Preparation Cockpit Scans
OVERHEAD PANEL SCAN - LEFT
*ALL WHITE LIGHTS ............................................................... EXTINGUISHED
*ALL AMBER LIGHTS.............................................................. EXTINGUISHED
*RCDR GND CTL........................................................................................... ON
CVR TEST pb ............................................................... PRESS and MAINTAIN
CAPT and PURS/CAPT EVAC sw............................................................ CAPT
OVERHEAD PANEL SCAN – CENTER

With the exception of Air Conditioning PACKs and CTR TANK PUMPS/XFR
VALVES until refuelling is completed.
*AMBER LIGHTS .................................................................................... CHECK
Check that the only amber lights are the GEN FAULT lights.
STROBE sw ...............................................................................................AUTO
BEACON sw ................................................................................... CHECK OFF
WING sw ............................................................................................. AS RQRD
Only used to check if ice has accumulated on the wings leading edge.
NAV & LOGO sw ............................................................................................... 1
Use system 2 only if system 1 is INOP.
RWY TURNOFF sw ........................................................................ CHECK OFF
LAND LIGHTS sw ................................................................ CHECK RETRACT
NOSE sw ........................................................................................ CHECK OFF
*SEAT BELTS sw .......................................................................................... ON
When refuelling has been completed, set the SEAT BELTS sw to ON.
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OPERATIONS MANUAL
*NO SMOKING ..........................................................................................AUTO

*EMER EXIT LT selector ............................................................................ARM
Note: Leaving the EXIT or NO SMOKING selector ON prevents the
emergency batteries from charging.
PROBE/WINDOW HEAT ............................................................. CHECK AUTO
LDG ELEV knob .......................................................................... CHECK AUTO
*PACK FLOW ..................................................................................... AS RQRD
Select:
- LO if the number of passengers is:
• A319/A320/A20N: below 130
• A21N: below 160
- HI for abnormally hot and humid conditions
- NORM for all other normal operating cases
Note: If the APU is supplying air, HI flow is automatically selected regardless

of the selector’s position.
FUEL MODE SEL pb ................................................................... CHECK AUTO
ENG 1 + 2 FIRE pb .................................................. CHECK IN and GUARDED
AGENT 1 light and AGENT 2 light................................................ CHECK OFF
ENG 1 + 2 TEST pb ...................................................... PRESS and MAINTAIN
Test result is satisfactory when:
- A continuous repetitive chime sounds
- The MASTER WARN lights flash
- The ECAM displays the ENG 1(2) FIRE alerts
- All ENG FIRE pb lighted red
- All SQUIB lights are ON
- All DISCH lights are ON
- All FIRE lights on the ENG MASTER panel are ON
OVERHEAD PANEL SCAN - RIGHT

*ALL AMBER LIGHTS.............................................................. EXTINGUISHED
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OPERATIONS MANUAL
CENTER INSTRUMENT PANEL SCAN

*ISIS ........................................................................................................ CHECK
Adjust brightness as required.
Check IAS and altimeter readings, altimeter setting and attitude. Check no flags
and reset attitude if necessary.
DCDUs brightness................................................................................. CHECK
*LANDING GEAR lever ............................................................. CHECK DOWN
Crosscheck three green arrows are displayed.
*CLOCK .................................................................................................. CHECK
Check the clock is on GPS and ELAPSED TIME has been reset (RST as
necessary).
*A/SKID and N/W STRG sw.......................................................................... ON
*BRK FAN ........................................................................................... AS RQRD
Check/set to OFF while boarding and de-boarding.
PEDESTAL
SWITCHING PANEL selectors ............................................. CHECK all NORM
RMP.................................................................................................. CHECK ON
Green NAV light ............................................................................. CHECK OFF
Green VHF1 light ............................................................................ CHECK ON
Otherwise, select VHF1.
COM FREQUENCIES .............................................................. TUNE AS RQRD
Tune VHF1 to UNICOM (122.800) or to the applicable local ATC station, if
online. The STBY/CRS frequency may be tuned to the next expected station.
Tune VHF2 as required (standard “guard” frequency is 121.500). VHF3 is
normally set to ACARS.
VHF1 VOLUME/RECEPTION knob ............. CHECK OUT and ILLUMINATED
Adjust volume as necessary.
VHF2 VOLUME/RECEPTION knob ............. CHECK OUT and ILLUMINATED
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OPERATIONS MANUAL
INT VOLUME/reception knob ..................... CHECK OUT and ILLUMINATED

ACP INT/RAD sw .......................................................................................... INT
This allows communication between PF and PM and between the cockpit and
the ground crew.
WXR RADAR CONFIGURATION........................................................... CHECK
In normal operations, check that MULTISCAN and GCS are set to AUTO,
MODE TURB to WX+T.
If needed, configure the TILT and GAIN knobs.
*RADAR SYS switch ...................................................................... CHECK OFF
*PRED WINDSHEAR SYSTEM switch .......................................... CHECK OFF
COCKPIT DOOR ........................................................................ CHECK NORM
*PARKING BRK handle .................................................................. CHECK ON
*ACCU PRESS indicator and BRAKE PRESS indicator .................... CHECK
Check for normal indication on the ACCU PRESS indicator and BRAKE PRESS
indicator.
GRAVITY GEAR EXTN ......................................................... CHECK STOWED
*ENG MODE selector ................................................................. CHECK NORM
*ENG 1 & 2 MASTER levers .......................................................... CHECK OFF
TRANSPONDER ........................................................................................ STBY
TCAS .......................................................................................................... STBY
TRAFFIC sel ................................................................................................ ABV
For aircrafts equipped with combined XPNDR/TCAS MODE sel:
TRANSPONDER/TCAS ............................................................................. STBY
AUTO/ON or THRT/ALL.................................................................... ON or ALL
TRAFFIC sel ................................................................................................ ABV
ALT RPTG ..................................................................................................... ON
CODE ........................................................................................................... 2000
SYS ..................................................................................................... AS RQRD
If PF is seated in the left seat select System 1 ; if PF is seated in the right seat,
select System 2.
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OPERATIONS MANUAL
FLIGHT TRACKER
*PEGASUS ................................................................................ START FLIGHT
Crosscheck booked aircraft against loaded aircraft and verify the booked flight
matches the flight you are about to perform.
3.5.1.2 FMS Preparation

The MCDU should be populated following the mnemonic DIFSRIP order:
• DATA
• INIT A
• F-PLN
• SEC F-PLN
• RAD NAV
• INIT B
• PERF
(DATA):
AIRCRAFT MODEL and ENGINE MODEL ............................................ CHECK
Check that the aircraft model and engine model (CFM56-xxx) are correct on the
DATA > A/C STATUS page.
AIRAC CYCLE validity .......................................................................... CHECK
It is recommended to fly with the most recent AIRAC cycle. Check validity dates
and that no “CHECK DATA BASE CYCLE” message is triggered.
IDLE/PERF FACTOR.............................................................................. CHECK
IDLE factor is -3.5 fleet-wide. This setting has an impact on the TOD calculation.
All aircrafts have different performance factors. This value, expressed as a
percentage, adds drag to the engines (within the MCDU). Crosscheck that the
value matches the OFP value (and thus that fuel calculations are correct).
Procedure for modifying the IDLE/PERF factor (on ground only):
On the A/C STATUS page:
• ENTER “ARM” in the CHG CODE line (LSK5L)
• WRITE the new IDLE/PERF factors in the SCRATCHPAD.
IDLE factor should be set to -3.5, PERF factor as set on the OFP.
• INSERT using LSK6L key.
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OPERATIONS MANUAL
*NAVAIDS DESELECTION ................................................................ AS RQRD

If GPS PRIMARY, it is not mandatory to deselect navaids.
If not in GPS PRIMARY, deselect any navaid that is mentioned as U/S in the
NOTAMs via the DATA > POSITION MONITOR > SEL NAVAID page.
(INIT A):
*FLIGHT DATA .......................................................................................INSERT
• With route uplink:
- Insert the OFP FLT NBR and press INIT REQUEST (LSK2R).
- Crosscheck the automatically populated fields (CO RTE, FROM/TO
ALTN/CO RTE, COST INDEX, CRZ FL) against OFP.
- Populate CRZ TEMP, TROPO and GND TEMP (if different than
actual) as per OFP.
• Without route uplink:
- Populate FROM/TO, ALTN, COST INDEX, CRZ FL, CRZ TEMP,
TROPO as per OFP. Change GND TEMP if different than actual.
(F-PLN):
*FLIGHT PLAN ROUTE....................................................... INSERT or CHECK
• With route uplink:
- Check uplinked route against OFP route (ATC will give a clearance
according to the route which has been filed). Amend as necessary.
• Without route uplink:
- Insert the OFP route.
Note: In case of a route which includes airways, it is faster to only
populate airways and crosscheck end points.
Ex: For a route that starts with “DIPIR B37 IBABA UZ124
OBURO”, insert DIPIR after the departure airport (LSGG in
this case). Access the LAT REV FROM DIPIR page and press
AIRWAYS (LSK5R). Insert B37 in LSK1L and UZ124 in
LSK2L. Crosscheck the auto-filled B37 end point is indeed
IBABA - correct as necessary. Repeat the process.
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OPERATIONS MANUAL
• In all cases:
- Insert expected departure RWY and SID.
- Insert expected arrival RWY and STAR.
- Check or enter climb speed limit and/or constraints according to ATC
clearance.
- Enter step altitude as appropriate.
*WINDS ............................................................................................... AS RQRD
Whenever it is possible to uplink the winds, the virtual flight crew may do so after
having inserted the flight plan route.
In case of a short flight and uplink not available, the OFP average wind
component will be inserted in the INIT B page. History wind, if accurate, can be
considered.
Otherwise, insert winds according to OFP.
*INSERTED FLIGHT PLAN ....................................................... CROSSCHECK
With the F-PLN page and with the ND PLAN mode, crosscheck inserted flight
plan against OFP and/or charts.
Crosscheck DIST TO DEST against OFP DIST.
(SEC F-PLN):
*ACTIVE FLIGHT PLAN ............................................................................COPY
*SECONDARY FLIGHT PLAN ............................................. REVISE AS RQRD
The SEC F-PLN page is normally devoted to the EOSID and the planned return
runway. A LAT REV from the TAKEOFF RWY is made and the landing
aerodrome (either departure or takeoff alternate aerodrome) is inserted as NEW
DEST. The expected landing RWY is inserted.
Another use for the SEC F-PLN would be if a change in runway or SID is
expected during taxi. In this case, prepare by copying the active flight plan and
making the necessary amendments.
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OPERATIONS MANUAL
(RAD NAV):
*NAVAIDS ............................................................................................... CHECK
On non-RNAV SIDs, a navaid is needed to correctly perform the departure. The
appropriate navaid should be tuned.
(INIT B):
*ZFW/ZFCG ............................................................................................INSERT
Enter the OFP EST ZFW value and the default ZFCG of 30% (ex: 58.6/30).
*BLOCK FUEL ........................................................................................INSERT
Insert FOB or expected FOB value (last OFP PLN BLK value + any extra fuel
requested by the virtual flight crew).
*TRIP WIND .........................................................................AS APPROPRIATE
If a wind uplink is expected, ignore (this field will be transformed into three
dashes once the winds are uplinked).
Otherwise, insert OFP TRIP WIND value.
(PERF):
*THR RED/ACC ALTITUDES ................................................................. CHECK
Default THR RED and ACC altitudes are 1000 ft AAL. Modify as required
according to charts. Refer to 3.1.3 Noise Abatment.
*PRESET SPEEDS ............................................................................. AS RQRD
If the flight is cleared for a close-in turn or close-in altitude/climb gradient
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/climb gradient constraints have been cleared, the pilot will resume
the managed speed profile by pressing the SPD selector on the FCU.
Consideration should be given to aircraft at heavier weights when Green Dot

may be higher than the speed constraint. Auto-Flaps retraction may be required
to comply with the speed constraint. (This involves Flaps 1+F being left deployed
and the flaps allowed to be auto-retracted at 210 kt leaving CONF 1 (slats only)
to enable 220 kt to be flown when Green Dot speed is greater than 220 kt.)
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OPERATIONS MANUAL
3.5.1.3 After FMS Preparation Cockpit Scans

GLARESHIELD
*BARO REF and ALTIMETERS ................................. SET and CROSSCHECK
Verify local QNH is set on both EFIS and ISIS.
Check altitudes have a maximum difference of 20 ft between both PFDs and
100 ft between PFDs and ISIS.
*FD ................................................................................................... CHECK ON
*LS....................................................................................................... AS RQRD
*EFIS OPTION ........................................................................................... CSTR
*ND MODE and RANGE............................................................................... SET
*VOR 1 + 2 and ADF 1 + 2 sw ........................................................... AS RQRD
*SPD MACH window............................................................................DASHED
*HDG V/S-TRK FPA pb ........................................................................ HDG V/S
*ALT window ................................. SET EXPECTED CLEARANCE ALTITUDE
For all SID types the first Stop altitude should be set.
If desired the virtual pilot can select 9900 to indicate that no cleared altitude has
been assigned yet.
*A/THR ............................................................................................ CHECK OFF
In order not to trigger the AUTO FLT A/THR OFF warning upon engine start,
check A/THR is OFF.
INSTRUMENT PANELS
PFD and ND brightness knob........................................................... AS RQRD
Pay attention to the outer ND brightness knob ring as it is for the weather radar
or terrain database display.
LOUDSPEAKER knob ................................................................................. SET
*PFD ........................................................................................................ CHECK
Check blue and magenta speed are matching V1 and V2, IAS, FMA, blue ALT
is matching initial stop altitude, QNH, altitude, heading and attitude.
*ND .......................................................................................................... CHECK
Check the position of the aircraft is consistent with the SID, surrounding navaids,
terrain, etc.
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OPERATIONS MANUAL
Check compass indications (as well as on the DDRMI if fitted), heading, initial
waypoint, tuned VOR/ADF.
ECAM
*PRESS pb ..............................................................................................PRESS
Check the CAB PRESS page displays LDG ELEV AUTO.
ADIRS
*IRS ALIGNMENT ............................................................................... CONFIRM
On the DATA > POSITION MONITOR page, check the IRS are showing NAV.
FMS position should be lower than 5 nm.
DEPARTURE BRIEFING
*NAV CHARTS CLIPBOARD ............................................................ PREPARE
*DEPARTURE BRIEFING ................................................................. PERFORM
The departure briefing should begin by following the mnemonic WANT order:
• Weather
With the help of the local aerodrome METAR discuss the weather,
specifically cloud base, wind (tail/headwind, crosswind takeoff technique
If applicable…), temperature (if anti-ice is needed during taxi, for takeoff
or both).
• Aircraft Status
Take into consideration any inoperative system and its consequences on
the flight.
• NOTAMs
Check any relevant NOTAMs that will have an impact on the flight.
• Threats (and mitigations)

Discuss any threat (busy airspace, similar callsigns, multiple runways in
use…) with the associated mitigations.
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OPERATIONS MANUAL
Ex: Threat: high terrain around the airport. Mitigation: terrain displayed on
ND, compliance with climb gradient and SID constraints, MRC chart
ready, awareness of MSA.
Once the WANT briefing is done, the virtual flight crew should brief the expected
route (both on the ground and in the air) and the specifics of the takeoff:
• Taxi route
Brief the expected taxi-out technique (pushback or own power) and any
OETD intentions. State the expected taxi route.
• SID
Check SID and SIDPT charts for:
- Initial climb
- Routing
- Climb gradient
- Notes (possibly indicating altitude restrictions at waypoints not in
the SID)
- Transition altitude
- Minimum Sector Altitude (and its reference)
- SID drawing (crosscheck against ND drawing)
• Takeoff
Brief the expected reasons for a RTO:
Below 100 kt:
Consider rejecting for any reason.
Between 100 kt and V1:
Consider rejecting only for red or amber ECAM warnings, loss of engine
thrust, ATC call, or aircraft not fit to fly.
At or above V1:
The virtual flight crew is “go-minded” and will not reject. No actions
below 400 ft AGL other than “POSITIVE CLIMB……GEAR UP” and
reminding TOGA is available if performing a FLEX takeoff.
Return strategy:
Expected EOSID and return runway.
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OPERATIONS MANUAL
Once the departure briefing is completed:

*COCKPIT PREPARATION CHECKLIST ....................................... COMPLETE
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OPERATIONS MANUAL
3.5.2 Cockpit Preparation – Flow Pattern
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OPERATIONS MANUAL
3.5.3 Cockpit Preparation – Checklist

Checklist triggers:
- Departure briefing completed, and
- Aircraft acceptance completed.
A/C ACCEPTANCE ........................................................ COMPLETED (BOTH)

PF and PM confirm that the A/C ACCEPTANCE has been completed.
Response (BOTH): “COMPLETED.”
FUEL QUANTITY.............................................................. ____KG/BALANCED

PF checks the fuel quantity on the FUEL SD page matches what has been
requested and inserted, and that it is balanced within limits.
Note: Maximum tolerated discrepancies:
- 400 kg if FOB ≤ 6000 kg
- 500 kg if FOB > 6000 kg and FOB < 12 000 kg
- 600 kg if FOB ≥ 12 000 kg
Response (PF): “FIVE THOUSAND EIGHT HUNDRED AND FORTY
KILOGRAMS, BALANCED.”
SEAT BELTS ................................................................................................. ON

PF checks the SEAT BELT memo is displayed on the upper ECAM screen.
Response (PF): “ON.”
ADIRS .......................................................................................................... NAV

PF checks the ADIRS are NAV in the POSITION MONITOR page.
BARO REF .................................................................................. QNH__(BOTH)

PF and PM check the QNH BARO setting on their PFD.
Response (BOTH): “QNH ONE ZERO TWO THREE.”
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OPERATIONS MANUAL
3.5.4 Cockpit Preparation – Roles Table

PF PM
OVERHEAD PANEL SCAN - LEFT
*ALL WHITE LIGHTS ....... EXTGSHD
*ALL AMBER LIGHTS .... EXTGSHD
*RCDR GND CTL ......................... ON
CVR TEST ............................. PRESS
EVAC sw ................................. CAPT
OVERHEAD PANEL SCAN - CENTER

*ALL WHITE LIGHTS ...... EXTGSHD
*AMBER LIGHTS ........ CHECK GEN
*EXT LIGHTS & SIGNS ............. SET
PROBE/WINDOW HEAT ........ AUTO
LDG ELEV ............................... AUTO
*PACK FLOW ................... AS RQRD
FUEL MODE SEL .................... AUTO
ENG 1 + 2 FIRE TEST..... PERFORM
OVERHEAD PANEL SCAN - RIGHT

*ALL WHITE LIGHTS ...... EXTGSHD
*AMBER LIGHTS ............ EXTGSHD
CENTER INSTRUMENT PANEL SCAN

*ISIS ...................................... CHECK
DCDUs brightness .......... AS RQRD DCDUs brightness ...........AS RQRD
*LANDING GEAR lever ......... DOWN
*CLOCK ............................. GPS/RST
*A/SKID & N/W STRG .................. ON
*BRK FAN ........................ AS RQRD
PEDESTAL
SWITCHING PANEL .............. NORM
RMP ........................ CHECK ON/SET
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OPERATIONS MANUAL
PF PM
ACP ........................ CHECK ON/SET
WXR RADAR CONFIG ........ CHECK
*RADAR SYS ............................. OFF
*PRED WINDSHEAR ................. OFF
COCKPIT DOOR .................... NORM
*PRK BRK ................ CHECK ONON
*ACCU/BRAKE PRESS ....... CHECK
GRAVITY GEAR EXTN ........ CHECK
STOWED
*ENG MODE selector ............ NORM
*ENG 1 & 2 MASTER levers ..... OFF
TRANSPONDER ......................STBY
TCAS ........................................STBY
FLIGHT TRACKER
*PEGASUS .............. START FLIGHT *PEGASUS .............. START FLIGHT
FMS PREPARATION
ACFT/ENGINE MODEL ....... CHECK
AIRAC CYCLE validity ........ CHECK
IDLE/PERF FACTOR ........... CHECK
*NAVAID DESELECT ...... AS RQRD
*FMS ................................. PREPARE
*FMS
PREPARATION ........CROSSCHECK
GLARESHIELD
*BARO REF ..... SET/CROSSCHECK *BARO REF ..... SET/CROSSCHECK
*ALTIMETERS ..................... CHECK *ALTIMETERS ..................... CHECK
*FD .................................. CHECK ON *FD .................................. CHECK ON
*LS .................................... AS RQRD *LS .....................................AS RQRD
*ND MODE and RANGE .. AS RQRD *ND MODE and RANGE ...AS RQRD
*VOR/ADF selector ......... AS RQRD *VOR/ADF selector ..........AS RQRD
*FCU ........................................... SET
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OPERATIONS MANUAL
PF PM
INSTRUMENT PANELS
PFD/ND brightness ......... AS RQRD PFD/ND brightness ..........AS RQRD
LOUDSPEAKER knob ............... SET LOUDSPEAKER knob............... SET
*PFD ..................................... CHECK *PFD ..................................... CHECK
*ND ....................................... CHECK *ND ....................................... CHECK
ECAM
*LDG ELEV................ CHECK AUTO
ADIRS
*IRS ALIGN .............. CONFIRM NAV
DEPARTURE BRIEFING
*NAV CHARTS *NAV CHARTS
CLIPBOARD..................... PREPARE CLIPBOARD .................... PREPARE
*DEPARTURE BRIEFING .............................................................. PERFORM
ONCE DEPARTURE BRIEFING IS COMPLETE
*COCKPIT PREPARATION CHECKLIST ................................... COMPLETE
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A320 Family Before Start
OPERATIONS MANUAL
3.6 BEFORE START

3.6.1 Before Start – Procedure
ZFW/ZFCG .................................................... ENTER IN MCDU SCRATCHPAD
PF selects MCDU INIT B page and enter the preliminary loadsheet ZFW/ZFCG
values in the SCRATCHPAD.
“WEIGHT AND BALANCE VALIDATION” .................................... ANNOUNCE
Ensuring PM is ready, PF announces “WEIGHT AND BALANCE VALIDATION”.
W&B DATA ........................................................................................ VALIDATE
PF calls out ZFW and ZFCG entered in MCDU SCRACHPAD.
PM crosschecks against the EFB computed and the preliminary loadsheet
ZFW/ZFCG.
ZFW/ZFCG ..................................................................INSERT IN MCDU INIT B
PF selects the INIT B page and inserts the ZFW and/or updates the default
ZFCG of 30% previously inserted.
EFB/MCDU TOW .............................................................................. COMPARE
PF verifies the BLOCK FUEL value against the FOB displayed on the upper
ECAM display and calls out the TOW from the MCDU INIT B page.
PM checks MCDU TOW matches against the EFB computed TOW and
announces “CROSSCHECKED.”
“PERFORMANCE VALIDATION”.................................................. ANNOUNCE

Takeoff performance can be computed and validated following the weight and
balance data insertion. This may take place before or after completion of the
departure briefing.
Ensuring PM is ready, PF announces “PERFORMANCE VALIDATION”.
TAKEOFF PERFORMANCE ............................................................. COMPUTE
PF and PM compute the takeoff performance calculation, agreeing on the input
parameters:
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OPERATIONS MANUAL
• Runway – Intersection
Expected or most likely takeoff runway (and intersection if applicable)
should be computed.
Takeoff from an intersection/position with a higher TORA is acceptable

without recalculation.
Crosscheck (or insert if your application doesn’t have a database) TORA,

RWY track, RWY elevation and RWY slope against charts.
Note: TORA doesn’t necessarily match the number shown on the
runway in the AGC chart.
Note 2: It makes sense to use an intersection to save fuel and gain

time. Check AOI charts, sometimes a takeoff intersection is
standard.
Note 3: Do not accept an intersection from ATC if:
• You didn’t compute it/you don’t have time to re-compute
the takeoff performance.
• The intersection’s TORA is not documented on the
charts (ex: do not takeoff from LFBO RWY 32R
intersection N2, even if ATC quotes you the TORA on
frequency).
• Environmental Conditions
Expected takeoff conditions:
- Wind
- Outside Air Temperature
- QNH
- Runway Condition
- Anti-ice setting (ON if icing conditions on ground or if expected icing
conditions at or below ACC altitude)
• Takeoff Weight
Expected TOW.
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OPERATIONS MANUAL
• Flaps setting
(STD: CONF 1+F or CONF 2)
Expected takeoff flaps setting.
Do not use “OPT” setting (if available), force the standard setting for the
variant used. Refer to 3.1.4 Standard Takeoff Config.
• Thrust
(STD: FLEX)
Expected takeoff thrust setting.
Refer to 3.1.4 Standard Takeoff Config.
• PACKs
(STD: OFF)
Expected takeoff PACKs status.
TAKEOFF PERFORMANCE ............................................................. VALIDATE

Both virtual pilots review takeoff performance output/results, paying attention to
calculated FLEX temperature and STOP margin.
PF verbalises:
 RUNWAY – INTERSECTION
 CONF – T/O configuration
 THRUST – FLEX __ °C or TOGA
PM crosschecks the parameters on the EFB and announces
“CROSSCHECKED”.
TAKEOFF DATA ........................... INSERT IN MCDU PERF TAKEOFF PAGE

PF silently inserts the takeoff data.
“TAKEOFF DATA CROSSCHECK” .............................................. ANNOUNCE

EFB/MCDU TAKEOFF PERF DATA ................................................ COMPARE
PF calls from MCDU PERF TAKEOFF page:
 V-Speeds (V1/VR/V2)
 RWY
 FLAPS (THS is not inserted)
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OPERATIONS MANUAL
 FLEX TO TEMP
 ENG OUT ACC
 Green Dot Speed
Note: THS field is left empty because it has no impact on calculations and
trim is set with the TOCG % value found on the final loadsheet.
Note 2: The Green Dot Speed crosscheck ensures the EFB/MCDU TOW are
the same.
For information, Green Dot Speed = (Weight in tons * 2) + 85 + 1 per
1 000ft above 20 000 ft.
PF MCDU ........................................................................PERF TAKEOFF page

PM MCDU ........................................................................................ F-PLN page
WINDOWS ............................................................................................ 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.
When passenger load confirmed (boarding completed):

LAST MINUTE CHANGES (LMC) ..................................... COMPLETE/CHECK
When the final loadsheet has been received, check if there is an LMC.
In the case of an LMC, re-compute performance data and revise FMGS data as
appropriate.
Last Minute Changes (LMC)

 For LMC of Cabin Baggage which cannot fit in the cabin a standard
value of 11 kgs shall be used.
 For LMC of checked luggage/rush bags, standard weights (15/13/11
kg) shall be used.
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OPERATIONS MANUAL
LMC .......................................................................................... COMPLETE

CAUTION: For positive LMCs the total LMC must not be greater than the
UNDERLOAD BEFORE LMC.
 If the total LMC weight is negative, or positive but less than or equal
to 250 kg (LMC <= +250 kg) and ZFCG variation is within ± 2% MAC
of the original calculated value:
The PM records:
– the Total LMC weight & CG variation
– the revised TOCG value (in %MAC)
 If the total LMC weight is positive and greater than 250 kg (LMC >
+250 kg) or ZFCG variation is outside ± 2% MAC of the original
calculated value:
The PM records:
– the Total LMC weight & CG variation
– the revised ZFW/ZFCG
– the revised TOW/TOCG
LMC ................................................................................................. CHECK

The PF crosschecks LMC data for consistency.
 If the total LMC weight is negative, or positive but less than or equal
to 250 kg (LMC <= +250 kg) and ZFCG variation is within ± 2% MAC
of the original calculated value:
=> No action needs to be taken with weight & balance
=> No action needs to be taken with takeoff performance
 If the total LMC weight is positive and greater than 250 kg (LMC >
+250 kg) or ZFCG variation is outside ± 2% MAC of the original
calculated value:
W&B DATA .................. RE-COMPUTE and VALIDATE AS RQRD
TAKEOFF
PERFORMANCE ......... RE-COMPUTE and VALIDATE AS RQRD
Refer to 3.6.1 Before Start – Procedure.
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OPERATIONS MANUAL
Note: The revised TOCG value (in %MAC) after LMC shall be used for
THS PITCH TRIM setting during the After Start Flow Pattern.
EXT PWR ..................................................................................... DISCONNECT

DOORS ................................................................................... CHECK CLOSED
Check that the cockpit door is closed and locked (no cockpit door OPEN/FAULT
indication).
Check on the lower ECAM display that all the aircraft doors are closed.
SLIDES ..................................................................................... CHECK ARMED
Check on the lower ECAM display that all slides are armed.
PUSHBACK/START UP CLEARANCE ............................................ REQUEST

• Once cleared for pushback/start up:
BEACON sw ........................................................................................ ON
TRANSPONDER ................................................................ AUTO/XPNDR
• If performing pushback:
NW STRG DISC memo................................. CHECK DISPLAYED
BEFORE START CHECKLIST ........................................................ COMPLETE

PARKING BRK handle ................................................................................OFF
ELAPSED TIME ....................................................................................... START
Start the elapsed time when leaving blocks (whenever the PARKING BRK
handle is set to OFF: when starting pushback or when starting taxi from a self-
maneuvering stand.)
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OPERATIONS MANUAL
3.6.2 Before Start – Checklist

Checklist triggers:
- Pushback/start up clearance received, and
- Before start actions completed.
PARKING BRAKE ......................................................................................... ON

PF checks that the PRK BRK memo is displayed on the upper ECAM display.
T.O DATA ........................................................................ CONFIRMED (BOTH)

PF and PM confirm that the actual takeoff data has been inserted.
Response (BOTH): “CONFIRMED.”
WINDOWS .............................................................................. CLOSED (BOTH)

PF and PM check that their sliding windows is closed by looking at the red ring.
Response (BOTH): “CLOSED.”
PED ............................................................................... FLIGHT MODE (BOTH)
Response (BOTH): “FLIGHT MODE.”
DOORS ............................................................................... CLOSED & ARMED

PF checks that the cockpit door is closed, and that all doors are closed and
slides are armed on the DOOR SD page.
Response (PF): “CLOSED AND ARMED.”
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OPERATIONS MANUAL
BEACON ........................................................................................................ ON
PF checks that the BEACON sw is ON.
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OPERATIONS MANUAL
3.6.3 Before Start – Roles Table

PF PM
WEIGHT AND BALANCE
ZFW/ZFCG ....................... ENTER IN
SCRATCHPAD
W&B VALIDATION ...... ANNOUNCE
W&B DATA .................................................................................... VALIDATE
ZFW/ZFCG ...................... INSERT IN
MCDU INIT B
EFB/MCDU TOW ........................................................................... COMPARE
TAKEOFF PERFORMANCE
PERFORMANCE
VALIDATION ................ ANNOUNCE
TAKEOFF DATA ............. COMPUTE TAKEOFF DATA ............. COMPUTE
TAKEOFF PERFORMANCE.......................................................... VALIDATE
TAKEOFF DATA ............. INSERT IN
MCDU
TAKEOFF DATA
CROSSCHECK ............ ANNOUNCE
EFB/MCDU T/O PERF DATA ........................................................ COMPARE
MCDU ................................ PERF TO MCDU ......................................F-PLN
WINDOWS .......................... CLOSED WINDOWS .......................... CLOSED
WHEN BOARDING COMPLETED
LMC ............................... COMPLETE
LMC ...................................... CHECK
W&B DATA .................................. RE-COMPUTE and VALIDATE AS RQRD
TAKEOFF PERFORMANCE........ RE-COMPUTE and VALIDATE AS RQRD
EXT PWR.................. CHECK AVAIL
PED........................... FLIGHT MODE PED .......................... FLIGHT MODE
DOORS ................. CHECK CLOSED
SLIDES ................... CHECK ARMED
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OPERATIONS MANUAL
PF PM
AT PUSHBACK/START CLEARANCE
PUSH/START CLR ............. OBTAIN
(GROUND CREW)
PUSH/START CLR ...OBTAIN (ATC)
BEACON ...................................... ON TRANSPONDER ...................XPNDR
IF PERFORMING PUSHBACK
N/W STEER
DISC MEMO ....CHECK DISPLAYED
BEFORE START CHECKLIST .................................................... COMPLETE
PARKING BRAKE ..................... OFF ELAPSED TIME .................... START
IF NOT PERFORMING PUSHBACK
BEFORE START CHECKLIST .................................................... COMPLETE
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A320 Family Engine Start
OPERATIONS MANUAL
3.7 ENGINE START

3.7.1 Engine Start – Procedure
Note: The decision to perform an OETD can be delayed until it is still
possible, before ENG 2 start.
Note 2: In case of APU inoperative and an engine start with external
pneumatic power (ASU) must be performed: start one engine on
stand before pushing back (preferably ENG 1), then disconnect
GPU/ASU and start ENG 2 during pushback as appropriate. Refer
to 4.4 Engine Start with ASU and Crossbleed Start.
THRUST LEVERS ......................................................................... CHECK IDLE
ENG MODE selector ....................................................................... IGN/START
Inadvertent selection of the Parking Brake to ON during pushback can occur
during engine start if the ENG MODE SELECTOR is not correctly identified and
confirmed.
The virtual pilot starting the engine points to the ENG MODE SELECTOR and
calls: “ENGINE MODE SELECTOR.”
The virtual pilot then states “START” and selects the IGN/START position.
The lower ECAM then displays the ENG SD page.

• Wait until all amber crosses have disappeared on the upper ECAM
display and ENG SD page.
“STARTING ENGINE 1”................................................................. ANNOUNCE
ENG 1 MASTER ............................................................................................ ON
Monitor the engine start.
• When AVAIL indication is displayed:
ENG 1 PARAMETERS ........................................................................... CHECK
Check that, at ISA sea level:
- N1 is about:
• (A319/A320): 19.5%
• (A20N/A21N): 19%
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OPERATIONS MANUAL
- N2 is about:
• (A319/A320): 58.5%
• (A20N/A21N): 68%
- EGT is about:
• (A319/A320): 390°C
• (A20N/A21N): 520°C
- FF is about:
• (A319/A320): 275 kg/h
• (A20N/A21N): 290 kg/h
- Grey background on N2 indication has disappeared.
• If OETD is being performed, proceed to 3.6.1 After Start – Procedure.

--------------------------------------------------------------------------------------------------------
• If OETD is NOT being performed:
ENG 2 MASTER ............................................................................................ ON
Monitor the engine start.
• When AVAIL indication is displayed:
ENG 2 PARAMETERS ........................................................................... CHECK
Check same parameters as ENG 1.
Note: The engines must operate at or near idle for at least 3 min before
advancing thrust to high power setting.
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OPERATIONS MANUAL
3.7.2 Engine Start – Roles Table

PF PM
THR LEVERS ............................ IDLE ENG START ..................... MONITOR
ENG MODE selector ..... IGN/START
ENG 1 START .............. ANNOUNCE
ENG 1 MASTER lever ................. ON
ENG 1 PARAMETERS ......... CHECK
IF OETD IS NOT BEING PERFORMED
ENG 2 START .............. ANNOUNCE ENG START ..................... MONITOR
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A320 Family After Start
OPERATIONS MANUAL
3.8 AFTER START

3.8.1 After Start – Procedure
ENG MODE selector ................................................................................ NORM
APU BLEED ..................................................................................................OFF
ANTI-ICE ............................................................................................. AS RQRD
Turn on engine anti-ice if icing conditions exist on ground.
Wing anti-ice only self-tests on the ground. Refer to 2.6 Anti-ice.
APU MASTER SW pb ........................................................................ AS RQRD
Keep APU ON if OETD is being performed.
Y ELEC PUMP .................................................................................... AS RQRD
Start Y ELEC PUMP if OETD is being performed in order to pressurize the yellow
hydraulic system (allowing nosewheel steering) without using the PTU.
GND SPLRS ................................................................................................ARM

RUDDER TRIM .....................................................................CHECK NEUTRAL
Press the RESET pb if the indication is not at zero, with an acceptable difference
of ± 0.3° L or R.
FLAPS lever ....................................................................................... AS RQRD
Set expected takeoff flaps setting unless:
 The aircraft is meant to be de-iced on a remote de-icing pad, or
 The aircraft has been de-iced on stand. In order to prevent any slush to
spray off the wheels into the mechanisms, flaps selection should be
delayed until reaching the holding point, in order to avoid contaminating
the flaps/slats actuation mechanism.
PITCH TRIM .................................................................................................. SET
Set takeoff center of gravity on the pitch trim handwheel according to the TOCG
% value obtained on the final loadsheet.
• If OETD is being performed:
GROUND EQUIPMENT .............. WAIT UNTIL DISCONNECTED AND CLEAR
Check the NW STRG DISC memo is not displayed on the upper ECAM display.
Do not complete the After Start Checklist and proceed to 3.9.1 Taxi –
Procedure.
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OPERATIONS MANUAL
--------------------------------------------------------------------------------------------------------
• If OETD is NOT being performed:
GROUND EQUIPMENT .............. WAIT UNTIL DISCONNECTED AND CLEAR
Check the NW STRG DISC memo is not displayed on the upper ECAM display.
ECAM STATUS ...................................................................................... CHECK
Check that there is no STS reminder on the upper ECAM display.
AFTER START CHECKLIST ........................................................... COMPLETE
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OPERATIONS MANUAL
3.8.2 After Start – Flow Pattern
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OPERATIONS MANUAL
3.8.3 After Start – Checklist

Checklist trigger:
- After start procedure completed, or
- (OETD): After both engines started.
ANTI ICE ............................................................................................. AS RQRD

PF checks the WING ANTI ICE pb and ENG 1 + 2 ANTI ICE pb status.
Response (PF): “OFF” or “ENGINES ON” or “ENGINES ON, WINGS ON.”
ECAM STATUS ................................................................................. CHECKED

PF checks that the STS is not displayed on the upper ECAM display. If
displayed, PM selects STS page and both check the status page.
Response (PF): “CHECKED.”
PITCH TRIM ................................................................................................___%

PF checks the pitch trim wheel is at the final loadsheet TOCG % value.
Response (PF): “THIRTY TWO POINT ONE PERCENT.”
RUDDER TRIM .................................................................................. NEUTRAL

PF checks the rudder trim is neutral (± 0.3° L or R).
Response (PF): “NEUTRAL.”
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OPERATIONS MANUAL
3.8.4 After Start – Roles Table

PF PM
APU BLEED ............................... OFF
ANTI-ICE .......................... AS RQRD
APU MASTER .................. AS RQRD
Y ELEC PUMP ................. AS RQRD
On completion of PF After Start
Flow Pattern:
GND SPLRS .............................. ARM
RUD TRIM .......... CHECK NEUTRAL
FLAPS ...............................AS RQRD
PITCH TRIM ............................... SET
IF OETD IS NOT BEING PERFORMED
ECAM STATUS .................... CHECK ECAM STATUS .................... CHECK
AFTER START CHECKLIST ....................................................... COMPLETE
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A320 Family Taxi
OPERATIONS MANUAL
3.9 TAXI
3.9.1 Taxi – Procedure
TAXI CLEARANCE ............................................................................ REQUEST
Once taxi clearance has been obtained:
NOSE sw .....................................................................................................TAXI
• When crossing a runway:
STROBE sw ................................................................................. ON
RWY TURNOFF sw ............................................................................ AS RQRD
OFF unless needed for extra visibility, either to see or to be seen.
PARKING BRK handle ................................................................................OFF
THRUST LEVERS .............................................................................. AS RQRD
Use as little power as possible to move the aircraft.
A maximum of 40% N1 should be used while maneuvering/taxiing on ground.
BRAKES ................................................................................................. CHECK
If an arc is displayed on the ECAM WHEEL SD page above the brake
temperature, set the brake fans ON.
Note: Maximum brake temperature for takeoff is as follows:
• 300°C without using brake fans
• 150°C if brake fans were used
--------------------------------------------------------------------------------------------------------
• If OETD is being performed, when appropriate:
Note: Consider the warm-up period of 3 minutes before advancing the thrust
levers to high power.
(A20N/A21N): The FADEC can command an automatic dry cranking

before the start of the engine which may last up to approximately one
minute. During the dry cranking, the maximum N2 will be limited to 30%
and vibration level increases but remains below the amber display limit
in normal operating conditions.
Y ELEC PUMP ..............................................................................................OFF
During ENG 2 start, PTU will perform a self-test.
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A320 Family Taxi
OPERATIONS MANUAL
CAUTION: If NWS is lost when the Y ELEC PUMP is switched OFF, bring the
aircraft to a stop in a straight line (using differential braking if
required). The PARKING BRK should be set ON and ENG 2
started.
APU BLEED ................................................................................................... ON
ENG MODE selector ....................................................................... IGN/START
ENG 2 MASTER ............................................................................................ ON
Note: 1. During the engine start, a slight jerk forward may occur if the
brakes are applied while the aircraft is moving.
2. Maintain taxi in a straight line during at least 5 s after the selection
of the ENG 2 Master lever to ON in order to ensure the PTU auto-
test is completed.
ENGINE IDLE PARAMETERS ............................................................... CHECK

Refer to 3.7.1 Engine Start – Procedure.
AFTER START PROCEDURE ................................................................ APPLY
PM will perform the AFTER START procedure.
ENG MODE selector .................................................................. NORM
APU BLEED ....................................................................................OFF
APU .................................................................................................OFF
ANTI-ICE ............................................................................... AS RQRD
ECAM STATUS ......................................................................... CHECK
Check that there is no STS reminder on the upper ECAM display.
AFTER START CHECKLIST ............................................. COMPLETE
--------------------------------------------------------------------------------------------------------
AFTER BOTH ENGINE START
FLIGHT CONTROL................................................................................. CHECK
ATC CLEARANCE (if not previously received) .............................. CONFIRM
PFD/ND ................................................................................................... CHECK
BOTH FDs ....................................................................................... CHECK ON
FMA ......................................................................................................... CHECK
For RNAV/RNP SID, check that NAV is armed (blue).
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A320 Family Taxi
OPERATIONS MANUAL
In case of radar vectors, the pre-selected HDG will be displayed on the FCU.
AUTO BRK MAX pb ...................................................................................... ON
TRANSPONDER CODE/MODE ................................................. CONFIRM/SET
ENGINE MODE selector .................................................................... AS RQRD
Set IGN/START if:
 Heavy rain is falling, or
 Heavy rain or severe turbulence is expected after takeoff.
WXR RADAR ................................................................................................. ON
PRED WINDSHEAR SYSTEM ..................................................................AUTO
WXR/PWS ...................................................................................................... ON
CAPT DISPLAY mode selector............................................................ ALL WX
F/O DISPLAY mode selector ............................................................... ALL WX
TERR ON ND ...................................................................................... AS RQRD
In mountainous areas, consider displaying terrain on ND.
Note: The terrain display on ND is not a radar but a database.
Consider displaying TERR ON ND on the PM side only, and selecting the

weather radar display on the PF side.
T.O CONFIG pb ..........................................................................................TEST
T.O MEMO .............................................................................CHECK NO BLUE
(A20N/A21N): CABIN…………..CHECK in blue (or CABIN READY in green
once the cabin is ready) is part of the T.O MEMO.
If such indication is displayed, it is acceptable to complete the Taxi Checklist
and answer “ECAM MEMO” with “CABIN READY BLUE”.
SLIDING TABLE ....................................................................................... STOW
EFB ..................................................................................................... AS RQRD
EFB must be stowed. If the power supply is integrated it can be connected, if
not the charging lead must be disconnected and also stowed clear of the flight
controls.
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A320 Family Taxi
OPERATIONS MANUAL
DEPARTURE BRIEFING .................................................................... CONFIRM

The confirmation is aiming to:
 Capture any changes affecting takeoff performance.
 Confirm the takeoff performance data
 Briefly review/confirm the departure briefing.
The mnemonic PEDS briefing shall be completed when appropriate:
 Performance Confirm actual takeoff position used with
computed takeoff position
 EOSID Confirm the initial turn
 Departure (T/O RWY Check FMGC against ATC clearance
& SID)
 Stop Altitude State initial stop altitude as per SID or ATC
clearance.
TAXI CHECKLIST ............................................................................ COMPLETE
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A320 Family Taxi
OPERATIONS MANUAL
3.9.2 Taxi – Flow Pattern
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A320 Family Taxi
OPERATIONS MANUAL
3.9.3 Taxi – Checklist

Checklist trigger:
- T.O CONFIG pb pressed, and
- PEDS review completed.
FLIGHT CONTROL.............................................................. CHECKED (BOTH)

PF and PM confirm that the flight control check has been completed.
Response (BOTH): “CHECKED.”
FLAPS SETTING ................................................................... CONF___ (BOTH)

PF and PM check and compare the flaps setting on the upper ECAM display
and MCDU PERF page.
Response (BOTH): “CONF ONE.”
FMA ........................................................................ READ (PF)/CHECKED (PM)

PF reads the FMA on his PFD and PM crosschecks it with his PFD.
Response (PF): “CLIMB AND NAV BLUE, ONE FD TWO.”

Response (PM): “CHECKED.”
RADAR & PRED W/S .................................................................................... ON

PF checks on the ND that the weather radar is ON and on the upper ECAM
display that the PRED W/S OFF memo is not displayed.
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A320 Family Taxi
OPERATIONS MANUAL
ECAM MEMO ................................................................................ TO NO BLUE

PF checks there are no blue items on the ECAM memo.
Response (PF): “TAKEOFF NO BLUE” or “TAKEOFF CABIN BLUE.”
EFB ....................................................................................... AS RQRD (BOTH)

PF and PM check their EFB is properly stowed and connected or disconnected.
Response (BOTH): “STOWED AND DISCONNECTED” or “STOWED AND

CONNECTED.”
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A320 Family Taxi
OPERATIONS MANUAL
3.9.4 Taxi – Roles Table

PF PM
TAXI CLEARANCE .......... REQUEST
Once taxi clearance has been
obtained:
EXTERIOR LIGHTS ................... SET
PARKING BRAKE ..................... OFF
BRAKES ............................... CHECK
IF OETD, AT A SUITABLE POINT AND IN A STRAIGHT LINE
ENG 2 START .................. REQUEST
Y ELEC PUMP ........................... OFF
APU BLEED ................................. ON
ENG MODE selector ..... IGN/START
ENG 2 START .............. ANNOUNCE
APU BLEED ............................... OFF
APU MASTER ............................ OFF
ANTI-ICE ...........................AS RQRD
ECAM STATUS .................... CHECK ECAM STATUS .................... CHECK
AFTER START CHECKLIST ....................................................... COMPLETE
AFTER BOTH ENGINE START
FLIGHT CONTROL .............. CHECK FLIGHT CONTROL .............. CHECK
ATC CLERANCE ............. CONFIRM
PFD/ND................................. CHECK PFD/ND ................................ CHECK
BOTH FD ........................ CHECK ON
FMA ...................................... CHECK FMA ...................................... CHECK
AUTO BRAKE ........................... MAX
TRANSPONDER ...... CONFIRM/SET
ENG MODE selector ........AS RQRD
WXR RADAR ............................... ON
PRED WINDSHEAR ..........ON/AUTO
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A320 Family Taxi
OPERATIONS MANUAL
PF PM
TERR ON ND.................... AS RQRD TERR ON ND ....................AS RQRD
T.O CONFIG pb ....................... TEST
T.O MEMO ........... CHECK NO BLUE
SLIDING TABLE .................... STOW SLIDING TABLE .................... STOW
EFB ................................... AS RQRD EFB ....................................AS RQRD
DEPARTURE BRIEFING (PEDS) ................................................... CONFIRM
T.O PERFORMANCE....... CONFIRM
EOSID ............................... CONFIRM
FMS F-PLN/SID .................... CHECK
FCU ALT .............................. CHECK
TAXI CHECKLIST ........................................................................ COMPLETE
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A320 Family Taxi
OPERATIONS MANUAL
3.9.5 Flex Temperature Corrections

If the QNH has reduced or if engine anti-ice is used for takeoff and has not been
computed in the takeoff performance app, the following FLEX temperature
corrections may be used.
Note: These corrections do not require a takeoff
performance re-computation.
These corrections will be inserted in the MCDU PERF page when appropriate.
 Engine Anti-Ice ON Subtract 5°C.

 QNH reduction Subtract 1°C per 2 hPa*
*The FLEX penalty is applied at the first
hectopascal reduction.
Ex: If the takeoff figures have been computed for
1024 hPa, the virtual flight crew will subtract 1°C
if the new QNH is 1023 hPa or 1022 hPa.
The corrections can be added.

Ex: If engine anti-ice is required and has not been computed in the
takeoff performance app and QNH has reduced by 1 or 2, the FLEX
temperature can be reduced by 6°C.
The speeds remain valid.
If the OAT or TREF is reached by applying these corrections, an EFB takeoff

performance app calculation is required.
TREF values:
A319 = ISA+30
A320/A20N = ISA+29
A21N = ISA+15
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A320 Family Taxi
OPERATIONS MANUAL
3.9.6 Departure Change

3.9.6.1 Departure Change – Procedure
The optional Departure Change Procedure and its <<DEPARTURE CHANGE>>
checklist is completed only in case of changes affecting the takeoff performance
and/or departure procedure (SID) after pushback/engine start.
Takeoff performance must be re-computed and re-inserted in the following

cases:
 Runway change, or takeoff position change (if more restrictive)
 Runway surface conditions degradation
 Significant tailwind component increase
 Changes to external conditions when a TOGA takeoff is planned.
WITH AIRCRAFT STATIONARY

FMS F-PLN (Runway & SID) ............................................... REVISE AS RQRD
FCU ALTITUDE ............................................................ CHECK/SET AS RQRD
TAKEOFF DATA .................................................... REVISE AS RQRD (BOTH)
FLAPS lever ................................................................................... CHECK/SET
Check actual FLAPS position against newly calculated FLAPS in the takeoff
performance app.
DEPARTURE RE-BRIEFING........................................................... COMPLETE
The PEDS briefing shall be completed/completed again, emphasizing on the
departure changes.
BEFORE OBTAINING THE LINE-UP CLEARANCE

DEPARTURE CHANGE CHECKLIST ............................................. COMPLETE
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A320 Family Taxi
OPERATIONS MANUAL
3.9.6.2 Departure Change – Checklist

Checklist trigger:
- Revised departure briefing completed.
RWY & SID .................................................................................................... ___

PF checks the runway and the SID on the FMS F-PLN page.
Response (PF): “RUNWAY ZERO FOUR, SID SIROD SEVEN NOVEMBER.”
FLAPS SETTING .................................................................. CONF___ (BOTH)

PF and PM check and compare the flaps setting on the upper ECAM display
and MCDU PERF page.
Response (BOTH): “CONF ONE.”
T.O DATA ........................................................................ CONFIRMED (BOTH)

PF and PM confirm that the actual takeoff data has been inserted.
Response (BOTH): “CONFIRMED.”
FCU ALT ........................................................................................................ ___

PF checks the altitude set on the FCU.
Response (PF): “NINE THOUSAND FEET.”
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A320 Family Taxi
OPERATIONS MANUAL
3.9.6.3 Departure Change – Roles Table

PF PM
WITH AIRCRAFT STATIONARY
FMS F-PLN/SID .. REVISE AS RQRD
FMS F-PLN/SID .................... CHECK
FCU ALTITUDE ............ CHECK/SET
T.O DATA ........... REVISE AS RQRD T.O DATA ........... REVISE AS RQRD
FLAPS .......................... CHECK/SET
DEPARTURE RE-BRIEFING ....................................................... COMPLETE
BEFORE OBTAINING THE LINE-UP CLEARANCE
DEPARTURE CHANGE CHECKLIST ......................................... COMPLETE
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A320 Family Before Takeoff and Line-Up
OPERATIONS MANUAL
3.10 BEFORE TAKEOFF AND LINE-UP

3.10.1 Before Takeoff – Procedure
CABIN STATUS ............................................................... CONFIRM SECURED
(A319/A320): Obtain the “CABIN SECURED FOR TAKEOFF” call.
(A20N/A21N): Confirm CABIN READY is displayed on the ECAM memo.
BRAKE TEMP ......................................................................................... CHECK
The maximum certified brake temperature prior to takeoff is 300°C. In
circumstances when brake temperatures approach this limitation, the
recommended procedure is to use brake fans to reduce the temperature to
150°C.
 If the brake fans are running:

– If brake temperature is above 150°C, delay takeoff.
– If brake temperature is below 150°C, brake fans can be selected off.
BRAKE FANS ...............................................................................................OFF
LINE-UP CLEARANCE ......................................................................... OBTAIN
3.10.2 Line-Up – Procedure

When cleared to line-up:
TCAS ......................................................................................................... TA/RA
TAKEOFF RUNWAY .......................................................................... CONFIRM
Both virtual pilots silently verify takeoff runway and intersection.
APPROACH SECTOR ...................................................... CLEAR OF TRAFFIC
Both virtual pilots make sure the approach sector is clear of traffic, both by
looking on the ND and visually verifying outside the window.
CAUTION: If any doubt about ATC clearance, confirmation must be obtained.
STROBE sw ................................................................................................... ON
Set STROBE sw to ON when entering the runway.
ANTI-ICE ............................................................................................. AS RQRD
PACKS 1 and 2 ............................................................................................OFF
PACK 1 and PACK 2 are normally selected OFF for takeoff. Do not use APU
BLEED if wing anti-ice is to be used after takeoff.
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OPERATIONS MANUAL
3.10.3 Line-Up – Flow Pattern
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OPERATIONS MANUAL
3.10.4 Line-Up – Checklist

Checklist trigger:
- Cabin confirmed secured, and
- Line-up clearance received, and
- Line-up flow pattern completed.
CABIN ..................................................................... SECURED FOR TAKEOFF

PF confirms that the cabin is secured for takeoff.
(A319/A320): Cabin report received.

(A20N/A21N): CABIN READY displayed on the ECAM memo.
Response (PF): “SECURED FOR TAKEOFF.”
T.O RWY ........................................................................................... ___(BOTH)

PF and PM confirm that the line-up is performed on the intended runway (and
intersection if applicable) and confirm the clearance received (line-up only or
takeoff confirmed).
Response (BOTH): “RUNWAY ZERO FOUR, FOXTROT, LINE-UP ONLY” or

“RUNWAY ZERO FOUR, FULL LENGTH, TAKEOFF CONFIRMED.”
TCAS ......................................................................................................... TA/RA

PF checks the TCAS mode selector/TA ONLY indication on ND.
Response (PF): “TA RA”.
PACKS 1 & 2 ................................................................................................OFF

PF checks that the PACK 1 pb and PACK 2 pb are OFF.
Response (PF): “OFF.”
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OPERATIONS MANUAL
3.10.5 Before Takeoff and Line-Up – Roles Table

PF PM
CABIN REPORT ............... RECEIVE
BRAKE TEMP ...................... CHECK
BRAKE FANS ............................ OFF
LINE-UP CLEARANCE ....... OBTAIN
WHEN CLEARED TO LINE-UP
TAKEOFF RUNWAY ........ CONFIRM TAKEOFF RUNWAY........ CONFIRM
APPR PATH ........ CLR OF TRAFFIC APPR PATH ........ CLR OF TRAFFIC
EXTERIOR LIGHTS ................... SET ANTI-ICE ...........................AS RQRD
PACKS 1 + 2 .............................. OFF
LINE-UP CHECKLIST .................................................................. COMPLETE
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A320 Family Takeoff and Acceleration
OPERATIONS MANUAL
3.11 TAKEOFF AND ACCELERATION

3.11.1 Takeoff – Procedure
Below is the standard takeoff procedure. However, a rolling takeoff is permitted
except if performing a TOGA takeoff because of performance limitation
(RWY/OBS).
TAKEOFF CLEARANCE ....................................................................... OBTAIN
NOSE sw ....................................................................................................... T.O

RWY TURNOFF sw ....................................................................................... ON
LAND LIGHTS sw ......................................................................................... ON
“TAKEOFF” .................................................................................... ANNOUNCE

CHRONO ................................................................................................. START
THRUST LEVERS ...................................................................................50% N1

• If the crosswind component is 20 kt or below and there is no tailwind:
SIDESTICK ...................................................................... HALF FORWARD
To counter the nose-up effect of setting engine takeoff thrust, apply half
forward sidestick deflection until the airspeed reaches 80kt. Then,
progressively release the sidestick to reach neutral at 100 kt.
BRAKES ....................................................................................... RELEASE
THRUST LEVERS .................................................................. FLX or TOGA
• If the crosswind component is greater than 20 kt or in case of tailwind:
SIDESTICK ....................................................................... FULL FORWARD
To counter the nose-up effect of setting engine takeoff thrust, apply full
forward sidestick deflection until the airspeed reaches 80kt. Then,
progressively release the sidestick to reach neutral at 100 kt.
BRAKES ....................................................................................... RELEASE
THRUST LEVERS .................................................................. FLX or TOGA
(!) PF rapidly increases thrust from 50% to about 70% N1. Then, above 15
kt ground speed, they progressively increases thrust to reach takeoff thrust
by 40 kt ground speed.
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OPERATIONS MANUAL
DIRECTIONAL CONTROL .......................................................... USE RUDDER

At 130 kt (wheel speed), the connection between nosewheel steering and the
rudder pedals is removed. In strong crosswinds, more rudder input will be
required at this point to prevent the aircraft from turning into the wind.
PFD/ND ............................................................................................... MONITOR
PF and PM check:
- The FMA on the PFD is displaying:
MAN TOGA (or MAN FLX +XX) | SRS | RWY (or blank) | A/THR blue
Note: If an ILS frequency that corresponds to the departure runway is

tuned (and the ILS is up), RWY mode appears. Otherwise, no
lateral mode will appear on the FMA until the aircraft lifts off.
- The FMS position on the ND (aircraft or runway centerline).

Note: If GPS PRIMARY is not available, check the FMS position
update.
FMA ................................................................................................. ANNOUNCE
PF will announce:
 “MAN TOGA” or “MAN FLEX XX”
 “SRS”
 “RUNWAY” (if not blank)
Below 80 kt:
TAKEOFF N1........................................................................................... CHECK
Check the thrust target is set before the aircraft reaches 80 kt.
THRUST SET .................................................................................. ANNOUNCE
PFD and ENG indications ................................................................. MONITOR
Scan airspeed, N1 and EGT throughout the takeoff.
At 100 kt:
INDICATED AIR SPEED .................................................. ANNOUNCE/CHECK
PM announces when 100 kt is reached on his PFD. PF crosschecks and calls:
“CHECKED.”
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OPERATIONS MANUAL
At V1:
V1 .................................................................................................... ANNOUNCE
PM announces “V1” when V1 speed has been reached on his PFD (blue dot).
The hand shall be removed from the thrust levers to avoid an inadvertent thrust
reduction.
At VR:
ROTATION ...........................................................................ORDER/PERFORM
PM orders “Rotate” when VR speed has been reached on his PFD (blue 1).
PF initiates the rotation to achieve a continuous rotation with a rate of about
3°/sec, aiming for a pitch attitude of 15° at the end of the rotation (12.5° with one
engine operative).
 Minimize lateral inputs to avoid spoiler extension.
 In strong crosswind conditions, small lateral stick inputs may be used, if
necessary, to maintain the wings level.
 After the rotation is complete, follow the SRS pitch command bar
(horizontal bar).
When positive climb:

POSITIVE CLIMB ........................................................................... ANNOUNCE
PM announces “POSITIVE CLIMB” when the vertical speed indication is positive
and radio altitude has increased.
LANDING GEAR UP............................................................... ORDER/SELECT
AP........................................................................................................ AS RQRD
Above 100 ft AGL, AP 1(2) may be engaged.
Note: Consider to engage the autopilot in busy airspaces, in order to

decrease the workload.
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OPERATIONS MANUAL
3.11.2 Acceleration – Procedure

At Thrust Reduction Altitude:
THRUST LEVERS .......................................................................................... CL
When the flashing LVR CLB appears on the FMA, PF reduces the THRUST
LEVERS to the CL detent. A/THR is now active.
In manual flight, PF must anticipate the change in pitch attitude in order to
prevent the speed from reducing too drastically when thrust is reduced.
PACKS 1 and 2 ............................................................................................. ON
PM selects PACK 1 ON after thrust reduction.
10 seconds later, PM selects PACK 2 ON.
At Acceleration Altitude:
Check target speed change from V2 + 10 to CLB speed (preselected or
managed).
Above Acceleration Altitude (or in Climb phase):

• At F speed:
Note: F speed is not displayed in CONF 1+F.
FLAPS 1 .................................................................................. ORDER/SELECT
• At S speed:
Note: At heavy takeoff weight on the A21N, S speed may be higher than
225 kt (max speed for CONF 1 +F). In this case, continue to
accelerate. Upon reaching 210 kt, the automatic flaps retraction will
occur and the max speed will move up to 243 kt (CONF 1).
An OVERSPEED WARNING may be triggered during the acceleration of the
aircraft at heavier takeoff weights. It has no operational consequences.
GND SPLRS ..........................................................................................DISARM
LANDING GEAR............................................................................... CHECK UP
Check no arrows (green or red) are displayed on the MIP.
NOSE sw ......................................................................................................OFF
RWY TURNOFF sw ......................................................................................OFF
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OPERATIONS MANUAL
LAND LIGHTS sw ............................................................................. RETRACT

Unless required for visibility purposes.
SEAT BELTS sw .....................................................................................CYCLE
When the flaps are retracted and as appropriate, the seat belts sign is cycled
OFF and ON to release the cabin crew.
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OPERATIONS MANUAL
3.11.3 Acceleration – Flow Pattern
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OPERATIONS MANUAL
3.11.4 Takeoff and Acceleration – Roles Table

PF PM
TAKEOFF CLEARANCE .... OBTAIN
TAKEOFF ..................... ANNOUNCE
CHRONO ............................... START CHRONO ............................... START
THRUST LEVERS ...... FLX or TOGA
The Captain places hand on thrust levers until V1
DIRECTIONAL CONTROL ........ USE
RUDDER
PFD/ND ............................ MONITOR
Below 80 kt
N1 ......................................... CHECK
THRUST SET ............... ANNOUNCE
PFD and ENG indic ......... MONITOR
At 80 kt
SIDESTICK .... START TO RELEASE
At 100 kt
SIDESTICK ....................... NEUTRAL
100 KT .......................... ANNOUNCE
100 KT ..................... CROSSCHECK
CHECKED .................... ANNOUNCE
At V1
V1 ................................. ANNOUNCE
At VR
ROTATE ....................... ANNOUNCE
ROTATION ...................... PERFORM
When positive climb
POSITIVE CLIMB ......... ANNOUNCE
LANDING GEAR UP ............ ORDER
LANDING GEAR UP ........... SELECT
AP ..................................... AS RQRD
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OPERATIONS MANUAL
PF PM
At Thrust Reduction Altitude
THRUST LEVERS ........................ CL
PACK 1 ......................................... ON
10 seconds later
PACK 2 ......................................... ON
At F speed
FLAPS 1 ............................... ORDER
FLAPS 1 .............................. SELECT
At S speed
FLAPS 0 ............................... ORDER
FLAPS 0 .............................. SELECT
GND SPLRS ........................ DISARM
LANDING GEAR ............ CHECK UP
SEAT BELTS SIGNS ............ CYCLE
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A320 Family After Takeoff
OPERATIONS MANUAL
3.12 AFTER TAKEOFF

3.12.1 After Takeoff – Procedure
 If APU has been used to supply air conditioning for takeoff:
APU BLEED ........................................................................................OFF
APU MASTER SW pb ........................................................................OFF
ENG MODE selector .......................................................................... AS RQRD
Select IGN/START if severe turbulence or heavy rain is encountered.
Select OFF once out of those conditions.
ANTI-ICE ............................................................................................. AS RQRD
Turn on engine anti-ice and wing anti-ice as required. Refer to 2.6.1 Anti-ice.
3.12.2 After Takeoff – Roles Table

PF PM
 If the APU has been used to
supply air conditioning for
takeoff:
APU BLEED ..................... OFF
APU MASTER sw ............ OFF
ANTI-ICE ...........................AS RQRD
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A320 Family Climb
OPERATIONS MANUAL
3.13 CLIMB
3.13.1 Climb – Procedure
Normal vertical mode is:
 CLB or OP CLB*
 Managed speed
*OP CLB may be used as appropriate when ATC instructs to climb higher than
a SID constraint (magenta asterisk).
PF MCDU ................................................................................. PERF CLB page

The PF MCDU should be showing the PERF CLB page, but PF may select other
pages as appropriate when they need to.
With AP engaged, PF may revise the flight plan.
PM MCDU ........................................................................................ F-PLN page
The PM MCDU should be showing the F-PLN page, allowing him to insert any
flight plan revisions (lateral and vertical revisions), specifically when AP is not
engaged.
Climb Speed Modifications

If ATC, turbulence or operational considerations lead to a speed change:
 Select the new speed with FCU SPD selection knob and pull.
 Speed target is now “selected”.
 To return to managed speed mode, push FCU SPD selection 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:
 Consider pushing the EXP pb.
 The target speed is now green dot speed.
FMA: THR CLB | EXP CLB | NAV
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A320 Family Climb
OPERATIONS MANUAL
Note: The use of EXP climb may not be desirable at higher levels.
For the best overall economy fly at ECON IAS.
To return to ECON CLB speed: push ALT selector knob.

FMA: THR CLB | CLB | NAV.
When cleared to a Flight Level and latest when passing Transition Altitude
(TA)
“SET STANDARD” ......................................................................... ANNOUNCE
PF orders altimeters to be set to STD by announcing “SET STANDARD”.
Each virtual pilot shall pull STD on their FCU Baro Ref selector.
The PF will set the ISIS altimeter to Standard when above the relevant MSA.
(This action may be delegated to the PM.)
Care must be exercised to meet altitude constraints before pulling standard

especially in low pressure conditions.
BARO REF ...................................................................................... STD CHECK
PF checks that STD is indicated on his PFD altimeter.
BARO REF ......................................................................... STD CROSSCHECK
PM crosschecks that STD has been set on both PFDs and announces
“STANDARD CROSSCHECKED”.
Climb
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
FCU will automatically take into account a higher CRZ FL selected with the FCU
ALT knob.
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A320 Family Climb
OPERATIONS MANUAL
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 virtual 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.)
ANTI-ICE ............................................................................................. AS RQRD
ENGINE ANTI ICE must be ON during all flight operations, when icing conditions
exist, or are anticipated, except during climb and cruise when the SAT is below
-40° C.
RADAR ................................................................................ AS APPROPRIATE
AFTER PASSING FL100/10,000 ft:

COST INDEX ...................................................................................... INSERT 0
LANDING LIGHTS ........................................................... CHECK RETRACTED
SEAT BELTS ...................................................................................... AS RQRD
PF will request the SEAT BELTS sw to OFF (conditions permitting). PM will
move the switch.
EFIS OPTION ............................................................................................. ARPT
After passing all relevant constraints.
ECAM MEMO .........................................................................................REVIEW
NAVAIDS ................................................................................................ CLEAR
Clear manually tuned NAVAIDS in the MCDU RAD NAV page.
SEC F-PLN page ................................................................................ AS RQRD
Copy the active flight plan in the secondary flight plan if an immediate return
flight plan has been constructed previously.
OPT/MAX ALT ........................................................................................ CHECK
On the FMS ACTIVE/PERF page, check the optimum and recommended
maximum flight levels.
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A320 Family Climb
OPERATIONS MANUAL
3.13.2 Climb – Roles Table

PF PM
MCDU .............................. PERF CLB MCDU ......................................F-PLN
When cleared to a FL and latest when passing TA
SET STANDARD .......... ANNOUNCE
FCU BARO REF selector ........ PULL FCU BARO REF selector ........ PULL
BARO REF ................... STD CHECK BARO REF ...... STD CROSSCHECK
CRZ FL ............................. AS RQRD

RADAR .............. AS APPROPRIATE ANTI-ICE ...........................AS RQRD
AFTER PASSING FL100/10,000ft
COST INDEX ............. INSERT ZERO LANDING LIGHTS ............... CHECK
RETRACTED
SEAT BELTS ....................AS RQRD
EFIS OPTION .......................... ARPT EFIS OPTION .......................... ARPT
NAVAIDS ............................... CLEAR ECAM MEMO ...................... REVIEW
SEC F-PLN ....................... AS RQRD OPT/MAX ALT ..................... CHECK
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A320 Family Cruise
OPERATIONS MANUAL
3.14 CRUISE
3.14.1 Cruise – Procedure
In cruise, the task sharing is left to the virtual flight crew’s appreciation.
COST INDEX ................................................................................... RE-INSERT

Enter Cost Index previously inserted before passing FL100/10,000 ft, as stated
on the OFP/vAMSYS booking page.
In the event of a non-standard step climb, the Cost Index should remain at 0
until the CRZ FL.
In the event of an Initial CRZ FL (due to limited performance before being able
to climb to the Final CRZ FL), the Cost Index stated on OFP/vAMSYS booking
page for the CRZ FL should be entered.
During cruise, selected Speed/Mach shall only be used to comply with ATC
instruction or during severe turbulence. Managed speed at Cost Index stated on
OFP shall be resumed as soon as possible.
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.
 DOOR: Oxygen pressure.
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A320 Family Cruise
OPERATIONS MANUAL
FLIGHT PROGRESS .............................................................................. CHECK

Monitor flight progress in the conventional way.
When over flying a waypoint check track and distance to the next waypoint.
FUEL ................................................................................................... MONITOR
PM will check FOB (ECAM), and fuel prediction (FMGC), and compare with the
OFP.
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
fuel quantity over read.
If the sum is unusually smaller than the fuel on board at departure, or if it

decreases, suspect a fuel leak.
NAVIGATION ACCURACY ................................................................ MONITOR
On aircraft equipped with GPS primary, no navigation accuracy check is
required, as long as GPS PRIMARY is available.
Otherwise, navigation accuracy must be monitored, at all times but especially
when any of the following occurs:
 GPS PRIMARY LOST appears on the ND.
 IRS only navigation.
 The PROG page displays LOW accuracy.
 “NAV ACCUR DOWNGRAD” appears on the MCDU.
• 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 positive (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).
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A320 Family Cruise
OPERATIONS MANUAL
RVSM ...................................................................................................... CHECK
Comparison of Altitude Indication

Difference
Difference Difference
Speed or between
between ADR1 between
Flight Level Mach ADR3 and
and ADR2 (on STBY ALTI
Number ADR1/2 (on
PFDs) and ADRs
PFDs)
FL 50 250 kt 50 ft 65 ft 130 ft
FL 100 250 kt 55 ft 80 ft 185 ft
FL 200 300 kt 90 ft 135 ft 295 ft
FL 300 M 0.78 130 ft 195 ft 390 ft
FL 390 M 0.78 130 ft 195 ft 445 ft
At intervals of approximately one hour, check that PFD altimeter indications

agree and are within the specified tolerance. The usual scan of flight deck
instruments should be sufficient.
TCAS TRAFFIC sel ............................................................. AS APPROPRIATE
During the climb, select “ABV”. At Top of Climb, select “BLW”.
RADAR ................................................................................ AS APPROPRIATE
STEP FLIGHT LEVEL ......................................................... AS APPROPRIATE
CABIN TEMP ...................................................................................... MONITOR
Pay regular attention to the ECAM CRUISE page, in order to monitor passenger
cabin temperatures and adjust them as necessary.
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A320 Family Cruise
OPERATIONS MANUAL
3.14.2 Cruise – Roles Table

PF PM
COST INDEX .................. RE-INSERT
ECAM MEMO ...................... REVIEW ECAM MEMO ...................... REVIEW
ECAM SD PAGES ............... REVIEW ECAM SD PAGES ............... REVIEW
FLIGHT PROGRESS ........... CHECK FLIGHT PROGRESS ........... CHECK
FUEL................................. MONITOR FUEL ................................ MONITOR

 If GPS PRIMARY LOST:
NAV ACCURACY ... MONITOR
TCAS ................. AS APPROPRIATE
RADAR .............. AS APPROPRIATE
STEP FLT LVL .. AS APPROPRIATE
CABIN TEMP.................... MONITOR CABIN TEMP ................... MONITOR
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A320 Family Descent Preparation
OPERATIONS MANUAL
3.15 DESCENT PREPARATION

3.15.1 Descent Preparation – Procedure
Descent preparation and arrival briefing should be completed before top of
descent.
WEATHER AND LANDING INFORMATION......................................... OBTAIN

Check weather reports at ALTERNATE and DESTINATION airports. Destination
Airport data should include runway in use for arrival and the Runway Condition
Report (RCR) including RWY Condition Code (RWYCC).
Note: A Runway Condition Report (RCR) has to be provided when the
runway conditions are not dry.
If available, use the ATIS. Otherwise, use the METAR.
If the planned duration of the flight does not allow the virtual flight crew to carry
out the assessment in non-critical phases of flight, the assessment should be
carried out before departure.
QNH...................................................................................................... PRE-SET
Pre-set the DESTINATION QNH on the ISIS and PFDs.
This should be done as a closed loop action reverting to STD setting and should
not be done in descent when approaching a level off to avoid unwanted ALT*
activation.
Note: When operating in cold weather conditions, the virtual flight crew shall
consider altitude correction.
NAV CHARTS CLIPBOARD ............................................................. PREPARE
ECAM STATUS ...................................................................................... CHECK

Check that there is no status reminder on the upper ECAM display.
If there is a status reminder:
 Check the STATUS page (before completing the landing distance
assessment and the arrival briefing).
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OPERATIONS MANUAL
 Take particular note of any degradation in landing capability, or any other

aspect affecting the approach and landing.
APPROACH AND LANDING CONDITIONS ...................................... CONFIRM

The assessment of the Landing Distance at Time of Arrival (LDTA) should be
based on the latest available weather and landing information.
Both virtual pilots shall agree on parameters to be used in the landing

performance app (IN-FLIGHT computation mode if available) for the LDTA
performance assessment:
 Landing runway
 Wind entry
 Runway surface condition
 Landing flaps
 Braking mode
 Thrust reversers status
 MEL/CDL/ECAM Alerts affecting landing performance if any
LANDING PERF DATA ..................................................................... COMPUTE

The primary source for in-flight landing performance assessment is the EFB
landing performance app.
LANDING PERF DATA ...................................................................... CONFIRM
On limiting runways PF and PM independently compute the landing distance
performance data, based on the agreed conditions at arrival.
When independent landing performance calculations are performed, PF and the

PM shall compare their EFB to ensure that the computations are correct.
When a single landing performance calculation is performed by PM, they shall

verbalize the margin between F-LD and LDA (as displayed in LANDING PERF
application results page).
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OPERATIONS MANUAL
1. Landing Distance
The virtual flight crew shall ensure that the F-LD is less than LDA for the
selected conditions.
If the F-LD exceeds the LDA, a re-computation with different input
parameters (LDG CONF, BRK MODE…) is required.
2. Aircraft Go Around Climb Gradient

The virtual flight crew shall ensure that the computed GA GRADIENT is
greater or equal to the published Missed Approach Climb Gradient at the
minimum One Engine Inoperative (OEI) Go Around Acceleration Altitude
(EO ACC ALT).
Monitoring of Approach and Landing Conditions

The virtual flight crew should monitor the evolution of the actual conditions
during the approach, to ensure that they do not degrade below the condition
that was previously determined to be the minimum acceptable.
FMS .................................................................................................... PREPARE

Prepare the FMS using the mnemonic FRPPS (F-PLN, RAD NAV, PROG,
PERF, SEC F-PLN).
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.
 Check speed constraints. Add new speed constraints if required.
 Check altitude constraints. Add new altitude constraints if required.
 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.
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OPERATIONS MANUAL
 If a TOO STEEP PATH message is displayed after the FDP, do not

use FINAL APP guidance for approach.
 Identify the Missed Approach Point
DES WIND page ........................................................................... CHECK
Enter winds for descent starting at cruise flight level.
RAD NAV page ............................................................................. CHECK

Set navaids as required and check idents.
Note: On a non-ILS approach the FMGC may auto tune an ILS
frequency, seen on the RAD NAV page as a soft-tuned ILS. In
order to prevent nuisance GS warnings the EGPWS GS Mode
may be deselected. However, the GS Mode should not be
deselected on an ILS approach unless stipulated for operational
reasons (INN airport, MEL item, etc…)
PERF CRZ 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 TOD
computation, and it will be used for the managed speed descent profile
(instead of ECON). The normal descent speed should be ECON.
A speed limit of 250 kt below FL100/10,000 ft is the defaulted speed in the
managed speed descent profile. the virtual flight crew may modify it if
necessary on the VERT REV at DEST page. Below FL100, 250 kt must
not be exceeded except in Class A or C airspace under explicit ATC
request.
PERF APPR page .................................................... COMPLETE/CHECK
Enter the QNH, temperature, and wind at destination. VAPP may be
increased to a maximum value of VLS + 15 kt in the case of strong or
gusty crosswind greater than 20 kt. Landing performance must be
checked to take into account the speed increment. During the approach,
if on the PFD the VAPP < VLS + 3 then the VAPP should be corrected to
make VAPP = VLS + 5. Any knots added beyond this need to be
accounted for in the landing performance
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OPERATIONS MANUAL
Note: Insert the average wind given by the ATC or ATIS. Do not enter
gust values.
Ex: If the wind is 220KT21G27, insert the lower speed 220/21
(ground speed mini-function will cope with the gust).
Insert the minimum.
Note: Changing the RWY or type of arrival (VOR, ILS) automatically

erases the previous minimum.
Check or modify the landing configuration. Refer to 3.1.5 Landing Flaps

Policy.
PERF GO-AROUND page ............................................. CHECK/MODIFY
1000 ft AAL is the standard THR RED and ACC altitude for two engine
operation, check and modify if necessary according to Aerodrome
approach chart Go Around performance requirements.
There is no requirement to insert the ENG OUT ACC altitude in MCDU for
normal operations.
For One Engine Inoperative approach the ENG OUT ACC altitude
determined during EFB LANDING performance check shall be inserted in
MCDU as a reminder.
SEC F-PLN page ...................................................................... AS RQRD
Before the top of descent, the SEC F-PLN should either be set to a
different 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 virtual flight crew only
needs to activate the secondary flight plan, without forgetting to check/set
the new minimum and navaids.
GPWS LDG FLAP 3 pb ...................................................................... AS RQRD
If a landing is planned to be performed in FLAPS 3 configuration, the GPWS
LDG FLAP 3 switch should be set to ON.
LDG ELEV .............................................................................................. CHECK
Check that the LDG ELEV AUTO green is displayed on the ECAM CRUISE
page, and check the associated value.
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OPERATIONS MANUAL
AUTO BRAKE .................................................................................... AS RQRD

Use of autobrake is preferable.
Check/select the required level according to the runway length and condition or
as determined by the landing distance performance assessment.
Check related ON light illuminates.
On short or contaminated runways, use MED mode.
On long runways, LO mode is recommended.
When operating in low visibility weather conditions use appropriate autobrake to

exit at the designated low visibility runway exit points.
If, on very long runways, the pilot anticipates that braking will not be needed,
use of the autobrake is not necessary.
FMS ............................................................................................ CROSSCHECK
After the PF prepares the FMS, the PM checks all the data entered in the FMS.
The PM should have the same mental image of the intended arrival and
approach procedure, trajectory, and constraints as the PF. The PM should check
with the PF if anything is not clear.
ARRIVAL BRIEFING ......................................................................... PERFORM
The purpose of the arrival briefing is for the PF to inform the PM of the planned
course of action for the arrival, approach, landing and go-around.
Before starting the briefing, the PM shall review all FMS data insertion for the
expected arrival using MCDU and ND. Both pilots shall crosscheck FMS against
the Aerodrome Charts.
The briefing shall be interactive and integrate effective TEM considerations
RADAR ................................................................ ADJUST AS APPROPRIATE
Insert APPR, STAR, APPR VIA and TRANS if applicable. (Access by lateral
revision at destination).
ANTI-ICE ............................................................................................. AS RQRD
Refer to 2.6.1 Anti-ice.
DESCENT CLEARANCE ....................................................................... OBTAIN
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CLEARED ALTITUDE ON FCU ................................................................... SET

When clearance is obtained, set the ATC-cleared altitude/FL on the FCU. Also
consider what is a safe altitude with regard to MSA.
Energy Management
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3.15.2 Descent Preparation – Roles Table

PF PM
WXR AND LDG INFO ......... OBTAIN
FCU BARO REF ....... PRE-SET QNH FCU BARO REF........PRE-SET QNH
NAV CHARTS NAV CHARTS
CLIPBOARD..................... PREPARE CLIPBOARD .................... PREPARE
STATUS page ...................... CHECK
LANDING CONDITIONS .. CONFIRM
LDG PERFORMANCE ..... AS RQRD LDG PERFORMANCE ......AS RQRD

FMS .................................. PREPARE
GPWS LDG FLAP 3 ......... AS RQRD
LDG ELEV ............................ CHECK
AUTO BRAKE .................. AS RQRD
FMS
PREPARATION ........CROSSCHECK
ARRIVAL BRIEFING ...................................................................... PERFORM
RADAR ......... ADJUST AS APPROP ANTI-ICE ...........................AS RQRD
DESCENT CLEARANCE .... OBTAIN
CLEARED ALT/FL ON FCU ...... SET
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3.16 DESCENT
3.16.1 Descent – Procedure
3.16.1.1 Descent Initiation
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.
If ATC delays the Descent

Beyond T/D, a T/D REACHED message comes up on the PFD and MCDU. This
suggests to the crew that they start reducing speed towards green dot speed
(with ATC permission). When cleared to descend select DES mode with
managed speed active.
Carefully monitor the speed to avoid exceeding VMO/MMO. Alternatively use

OPEN DES mode and speedbrakes.
3.16.1.2 Descent Monitoring

PF MCDU ...................................................................... PROG/PERF DES page
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 page
With the AP engaged, the PF usually makes any required F-PLN revisions.
DESCENT ........................................................................... MONITOR/ADJUST
When flying in NAV mode, use DES mode.
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The aircraft descends along the descent flight path; the PFD and PROG page
display VDEV, and so this 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. However, the PFD still displays VDEV and
this is useful whenever cross track error is small (up to 5 NM).
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 virtual 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 stabilised descent, the virtual 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 (º) = ΔFL/DIST (NM)
3.16.1.3 Descent Adjustment

To increase the rate of descent:
 Increase descent speed by use of selected speed if ATC permit. It is
economically better in terms of Time/Fuel.
 Maintain high speed as long as possible.
 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 push-button on
the FCU. The target speed for the descent now becomes Mach 0.8 or
340 kt, whichever is lower.
The FMA will display: THR IDLE | EXP DES | NAV.
– To return to DES mode, push the FCU ALT knob.
– To return to OP DES mode, pull SPD or ALT.
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– 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.
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 2000
ft before the selected altitude.
TERR ON ND ...................................................................................... AS RQRD

In mountainous areas, consider displaying terrain on ND.
Note: The terrain display on ND is not a radar but a database.
Consider displaying TERR ON ND on the PM side only, and selecting the

weather radar display on the PF side.
If NAV ACCURACY is LOW, do not use TERR ON ND.
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3.16.1.4 Initial Approach

By FL200:
ISIS ....................................................................................................... SET QNH
CPDLC ......................................................................................... DISCONNECT
Ensure CPDLC disconnects automatically. If not, perform a manual disconnect.
Before passing 10,000 ft or 10 min Prior to Landing:

Note: The risk of weather and turbulence should be considered when
determining the timing of the cabin preparation. Additionally, the
potential of shortcuts during arrival should be considered.
PA..................................... “CABIN CREW PREPARE CABIN FOR LANDING”
During LVOs the passengers shall be instructed to turn off and stow their
Portable Electronic Devices. The following PA should be made in this instance:
“Due to low visibility conditions, it is a requirement that all Portable Electronic
Devices are switched off until the aircraft is parked on stand.”
SEAT BELTS ................................................................................................. ON
The PF will call for the PM to prepare the cabin, the PM will switch the SEAT
BELTS sw to ON.
On Passing 10,000 ft:

Sterile cockpit in effect.
EFIS OPTION ............................................................................................. 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.
NAVAIDS .................................................................... SELECTED/IDENTIFIED
Ensure that appropriate radio NAVAIDS are tuned and identified.
NAV ACCURACY ................................................................................... CHECK
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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).
ENG MODE selector .......................................................................... AS RQRD
Select IGN/START if:
 The runway has standing water, or
 Heavy rain is falling, or
 Heavy rain or severe turbulence is expected after takeoff.
SLIDING TABLE ....................................................................................... STOW
EFB ..................................................................................................... AS RQRD
LANDING LIGHTS .............................................................................. AS RQRD
If required for visibility to other traffic, LANDING LIGHTS may be selected on
after decelerating through 250 kt.
The LANDING LIGHTS may remain off until landing gear extension.
When cleared to descent to an altitude (below Transition Level):

SET QNH ........................................................................................ ANNOUNCE
When cleared to an altitude and after PM read back to ATC, PF orders altimeters
to be set to QNH by announcing “SET QNH”.
Each pilot shall push QNH on their FCU Baro Ref selector and check/set the
QNH value. (QNH value communicated by ATC has precedence on pre-set
value; however significant differences require a confirmation to ascertain correct
QNH setting).
BARO REF ..................................................................................... QNH CHECK
PF checks that the QNH value is indicated on his PFD altimeter.
BARO REF ........................................................................ QNH CROSSCHECK
PM crosschecks that the QNH value has been set on both PFDs and ISIS and
announces “QNH CROSSCHECKED”.
APPROACH CHECKLIST ............................................................... COMPLETE
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3.16.2 Approach – Checklist

Checklist trigger:
- Barometric reference set to QNH (after being cleared to an altitude by
ATC), and
- SEAT BELTS signs ON
BARO REF .............................................................................. QNH____(BOTH)

PF and PM check and read the QNH BARO setting on their PFD.
Response (BOTH): “QNH ONE ZERO ONE THREE.”
SEAT BELTS ................................................................................................. ON

PF checks SEAT BELTS is displayed on the ECAM memo.
MINIMUM ..................................................................................................... ____

PF checks the Baro or Radio minimum on his FMA.
Response (PF): “BARO ONE THOUSAND FIVE HUNDRED SEVENTY FEET”

or “RADIO ONE HUNDREED EIGHT FEET.”
AUTO BRAKE .................................................................................... AS RQRD

PF checks the autobrake mode on the autobrake panel (or on PFD if available).
Response (PF): “LOW”, “MED” or “OFF.”
EFB ....................................................................................... AS RQRD (BOTH)

PF and PM check their EFB is properly stowed and connected or disconnected.
Response (BOTH): “STOWED AND DISCONNECTED” or “STOWED AND

CONNECTED.”
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3.16.3 Descent – Roles Table

PF PM
DESCENT ........................... INITIATE
MCDU .................. PROG/PERF DES MCDU ......................................F-PLN
DESCENT ..........MONITOR/ADJUST
TERR ON ND.................... AS RQRD TERR ON ND ....................AS RQRD
By FL200
ISIS .................................... SET QNH
CPDLC ...................... DISCONNECT
Before passing 10,000 ft or 10 min Prior to Landing
SEAT BELTS ............................... ON
On passing 10,000 ft
EFIS OPTION .......................... CSTR EFIS OPTION .......................... CSTR
LS pb ................................ AS RQRD LS pb .................................AS RQRD
NAVAIDS .............AS RQRD/CHECK
 If GPS PRIMARY LOST:
NAV ACCURACY ....... CHECK
SLIDING TABLE .................... STOW SLIDING TABLE .................... STOW
EFB ................................... AS RQRD EFB ....................................AS RQRD
LANDING LIGHTS ............AS RQRD
When cleared to descent to an altitude (below Transition Level)
SET QNH ...................... ANNOUNCE
FCU BARO REF selector ....... PUSH FCU BARO REF selector ....... PUSH
BARO REF .................. QNH CHECK BARO REF ..... QNH CROSSCHECK
APPROACH CHECKLIST ............................................................ COMPLETE
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OPERATIONS MANUAL
3.17 APPROACH
3.17.1 Approach – General
3.17.1.1 Introduction
The Approach section provides the standard operating procedures for the
following approach types:
 ILS 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
 PBN approaches including:
– RNAV (GNSS) approaches with LNAV minimum or LNAV/VNAV
minimum
– RNP (AR) approaches
Note: In the A320 Family FMS, all RNP approaches are listed with the prefix
RNV__
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3.17.1.2 Cross Reference Table

The table below provides Guidance Modes that may be used depending on the
Approach Types.
Guidance Modes per Approach Types
LOC/GS FINAL APP LOC FPA NAV FPA TRK FPA
Refer to
APPR
ILS N/A N/A N/A N/A
using
LOC/GS
LOC ONLY
N/A N/A N/A N/A
ILS G/S OUT
Refer to
APPR
LOC B/C N/A N/A N/A N/A
using FPA
Guidance
Refer to
RNP with
APPR Not Not
LNAV/VNAV N/A N/A
using Authorized Authorized
minima
FINAL APP
Refer to
Refer to
RNP with APPR
APPR Not
LNAV N/A using N/A
using FPA Authorized
minima FINAL
Guidance
APP(1)
RNP with Not Not Not
N/A N/A
LPV minima Authorized Authorized Authorized
VOR Refer to
Refer to Refer to
VOR-DME APPR
APPR APPR
N/A using N/A
NDB using FPA using FPA
FINAL
Guidance Guidance
NDB-DME APP(1)
Refer to
RNP AR with APPR
Not Not
RNP 0._ N/A using N/A
Authorized Authorized
minima FINAL APP
for RNP AR
(1)
The FINAL APP is the recommended guidance for this type of approach.
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For Visual Approach, refer to 3.17.2.2.7 Visual Approach.
For RNAV Visual Approach, refer to 3.17.2.2.6 RNAV Visual Approach.
For Circling Approach, refer to 3.17.2.2.5 Circling Approach.
3.17.1.3 Flying Reference

Use the following recommended flying references:
 In vertical managed modes: HDG-V/S reference associated with the FD

crossbars
 In vertical selected modes: TRK-FPA reference associated with FPD.
3.17.1.4 Stable Approach Criteria

Stable Approach Criteria other than Circling Approach
All approaches should be stable by 1000 feet RA and MUST be stable by
500 feet RA as per Stable Approach Criteria:
 Aircraft in landing configuration

 Aircraft on correct lateral and vertical flight path (by reference to G/S,
PAPI or FMS computed vertical guidance as available)
Note: PAPI visual slope indications and FMS Baro VNAV path
indications may not be aligned when OAT differs from ISA.
When OAT is significantly above ISA, PAPI indications may
indicate “4 whites” while following FMS vertical path. In this
condition, the approach can be continued provided the FMS
vertical guidance is followed.
 Target final approach speed +10 / -5 kt
 Bank angle: maximum 15°
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A go-around must be executed if:
By 1000 FT RA:
 Aircraft NOT in landing configuration
 Speed greater than VAPP TGT + 30 kt
By 500 FT RA:
 Stable approach criteria NOT achieved
 Landing checklist NOT completed
Note: 1000 feet RA gate may not be appropriate for some specific approach
depending on terrain profile. In this case, the virtual flight crew should
brief to reference 1000 ft to TDZE.
Crew are informed of this within the Airfield Briefings.
Stable Approach Criteria for Circling Approach

By 400 FT above TDZE:
 Aircraft in landing configuration
 Landing checklist completed
 Aircraft on correct lateral and vertical flight path (by reference to PAPI or
FMS computed vertical guidance as available)
 Target final approach speed +10 / -5 kt
 Bank angle: maximum 15° within ± 30° final track
A go-around must be executed if the above criteria are NOT achieved.

Note 1: The visual part of the circling procedure shall always be flown in
CONF3 with landing gear down. For flaps full landing, CONF FULL
selection will vary according the specificity of the circling procedure.
(Refer to 3.17.2.2.5 Circling Approach.)
Note 2: 500 RA (auto)callout is not relevant for Circling Approach. The
“STABLE” / “NOT STABLE” callout shall be referred to 400 ft above
TDZE.
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3.17.1.5 Approach Speed Technique

DECELERATED APPROACH
The decelerated approach with FD or AP/FD guidance is the standard flying
technique for ILS approaches and approaches using FINAL APP guidance.
EARLY STABILIZED APPROACH

Under certain circumstances, the virtual 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 virtual flight crew should enter VAPP as a
speed constraint at the Final Descent Point.
3.17.1.6 Discontinued Approach

To discontinue an approach when the aircraft is at or above the FCU selected
altitude, the virtual flight crew can:
 Apply the GO AROUND procedure, or

 Apply the discontinued approach technique.
When the aircraft is below the FCU altitude, the virtual flight crew MUST apply
the GO AROUND procedure.
Discontinued approach technique (if at or above the FCU altitude):

 Announce “CANCEL APPROACH”
 (ILS or FINAL APP guidance): To disarm any AP/FD approach mode,
press APPR pb or LOC pb.
 Select lateral mode as required (NAV or HDG mode)
 Select vertical mode as required (level off or adjust V/S)
 Select SPEED and adjust
Note: Because the thrust levers are not set to TOGA detent, the FMS
remains in approach phase.
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If F-PLN has no destination anymore:

 Perform a LAT REV at the last waypoint and redefine the destination in
the NEW DEST field.
3.17.2 Approach – Procedure

3.17.2.1 Aircraft Configuration Management
3.17.2.1.1 Initial Approach
The initial approach procedure described here is a general guidance whatever
the type of approach expected.
All Flaps selections should ideally be made at the managed target speed.
ATC Speed Control

If ATC apply speed restrictions during the initial approach phase use the
following procedure:
 Engage selected speed by pulling FCU speed knob unless a managed
target is suitable.
 Do not select a speed lower than the existing configuration permits:
– Flaps ZERO: minimum green dot speed.
– Flaps 1: minimum 180 kt (it is acceptable to fly at 180 kt below S
Speed in CONF1. If speedbrakes are used or when operating on
heavy gross weight A321, caution shall be exercised to ensure that
the 180 kt selected speed remains above VLS + 10 kt).
– Flaps 2: minimum F speed.
When possible, to reduce flaps track wear, flaps selections should be made
when actual speed is close to the target speed for the existing configuration.
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.
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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 (Ex: “maintain 160 kt to 4 miles final”) 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.
SPEED BRAKES lever ....................................................................... AS RQRD
If the virtual 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 virtual flight crew should ensure that appropriate speed margin exists
before the extension of the speed brakes.
 If the speed brakes are extended, the virtual 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 FLAPS 1.
RADAR ................................................................ ADJUST AS APPROPRIATE
NAV ACCURACY ............................................................................... MONITOR
 When GPS PRIMARY is available, no NAV ACCURACY monitoring is
required.
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 If GPS PRIMARY is lost, or GPS unserviceable, 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.
3.17.2.1.2 Intermediate/Final Approach

The intermediate/final approach procedure described here is a general guidance
whatever the type of approach expected.
At Green Dot Speed:

CAUTION: The virtual flight crew should avoid extended flight in icing
conditions with the slats extended.

FLAPS 1 should be selected not less than 3 nm prior to FAF (Final Approach
Fix).
Check deceleration toward S speed.
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 virtual flight crew should be aware that the use of speedbrakes causes an
increase in VLS.
TCAS .............................................................................................. TA or TA/RA
Sect TA mode in case of known nearby traffic which is in visual contact.
Beginning of Radio Altimeter:

“RADIO ALTIMETER ALIVE” ...................................... ANNOUNCE/CONFIRM
The radio altimeter will start to indicate at heights below 2500 ft AGL. Most
aircrafts are not fitted with an autocallout.
PM announces “RADIO ALTIMETER ALIVE.”

PF confirms radio altimeter indication on their PFD and announces “CHECKED.”
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Note: “False callouts” can occur if the aircraft overflies terrain. In this case,
the virtual flight crew shall wait until the radio altimeter indication
disappears (RA more than 2500 ft) and appears again when
appropriate.
Latest by 2000 ft TDZE or 6 NM from RWY THRESHOLD:

Check deceleration towards F speed.
For ILS, if the aircraft intercepts the ILS glideslope below 2000 ft above TDZE,
select FLAPS 2 at one dot below the glideslope.
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 requested to maintain 160 kt until 4 miles:

Fly selected speed and Flaps 2.
At 4 NM (commensurate with environmental conditions and ATC instruction),

push managed speed and configure for landing.
Note: Landing weight and wind considerations may prompt an earlier
selection of LANDING GEAR DOWN/CONF3 while still maintaining
selected speed 160 kt to ensure stable criteria achievement.
This technique may be adapted to comply with maximum requests of 170 kt until
5 nm.
CAUTION: Tailwind on the approach or reduced flaps landings will increase

the difficulty of achieving stable parameters. ATC must be
informed if speed restrictions are not able to be complied with.
When Flaps are at 2:

LANDING GEAR DOWN ........................................................ ORDER/SELECT
AUTO BRK ......................................................................................... CONFIRM
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If the runway conditions have changed from the approach briefing, consider
another braking mode.
GND SPLRS ................................................................................................ARM
EXT LIGHTS ....................................................................................... AS RQRD

PM will turn on the lights as required.
 During LVO, the lights may remain off to avoid unwanted reflections.
 At night and during heavy precipitations, set NOSE light as required.
 The strobe lights may be switched OFF if it causes a distraction.
Set NOSE sw to T.O.
Set RWY TURNOFF sw to ON.
Set/check LAND LIGHTS switched to ON.
When Landing Gear is Down:

ECAM WHEEL SD page ........................................................................ CHECK
WHEEL SD page appears below 800 ft or at landing gear extension.
Check for three landing gear green indications. 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 ECAM
MEMO message to confirm that the landing gear is downlocked.
• If residual pressure is indicated on the triple indicator:

BRAKE PEDALS ........................................ PRESS SEVERAL TIMES
Press the brake pedals several times. This could zero a residual
pressure on the alternate system.
• If residual pressure remains

A/SKID & N/W STRG sel ................................................ KEEP ON
• For landing:
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AUTO BRK ......................................................................... MED

Using MED mode gives immediate prority to normal braking
upon landing gear touchdown, which cancels residual alternate
pressure.
• If autobrake not available:
APPLY BRAKING JUST AFTER TOUCHDOWN
POSSIBLE BRAKING ASYMMETRY
For FLAPS FULL landing and when Flaps are at 3:

FLAPS FULL....................................................................... ORDER/SELECT
Retract the speed brakes before selecting FLAPS FULL to prevent a pitch
down when the speed brakes automatically retract.
When possible select flaps full below VFE - 15 kt to minimise wear.
Check deceleration towards VAPP.
Check correct TO waypoint on the ND.
A/THR ............................................................... CHECK SPEED MODE or OFF

WING ANTI-ICE ............................................................................................OFF
Switch WING ANTI ICE ON only in severe icing conditions.
LDG MEMO ............................................................................ CHECK NO BLUE
CABIN REPORT ............................................................................... RECEIVED
LANDING CHECKLIST ................................................................... COMPLETE
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3.17.2.2 Aircraft Guidance Management

3.17.2.2.1 Approach Using LOC G/S Guidance
3.17.2.2.1.1 LVO Considerations
Passenger PED use in LVO
As there is a limited possibility of interference during LVOs the passengers shall
be instructed to switch off and stow their PEDs.
Refer to 3.16.1.4 Initial Approach for recommended PA announcements.
Lower than Standard (LTS) CAT I Approach

Lower than Standard (LTS) CAT I operations allow a CAT I ILS to be flown to
lower RVR minima.
 LVPs must be in force.
 LTS CAT I minima are published for the intended ILS approach.
– CAT I DA and LTS CAT I RVR are used.
 CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
 At least one AP is coupled for approach and automatic landing.
 No OFP note prohibiting LTS CAT I for the intended runway (not yet
evaluated for autoland).
Other than Standard (OTS) CAT II Approach

Other Than Standard (OTS) CAT II operations allow a CAT II ILS to be flown to
non-standard CAT II minima.
OTS CAT II ILS approach can be performed provided:
 Published OTS CAT 2 minima are used.
Required visual references for OTS CAT II are identical to standard CAT II.
CAT II Approach
CAT II ILS approach can be performed provided:
 Published CAT 2 minima are used.
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The autoland capability has been demonstrated for CAT II and CAT III ILS
quality beam.
CAT III A Approach

CAT III A fail passive ILS approach can be performed provided:
 Absolute minima for CAT III A are DH 50 feet and RVR 200 m.
 CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA.
quality beam.
CAT III B Approach

CAT III B fail operational ILS approach can be performed provided:
 Both AP are coupled for approach, automatic landing and roll-out.
 CAT 3 DUAL is displayed on FMA.
 If not DH is used the minimum RVR is 75 m.
quality beam.
Aircraft Capability
CAT II or CAT III capability is available provided the list of required equipment
is operative (QRH).
If the aircraft is dispatched with some equipment inoperative, the MEL may
preclude CAT II or CAT III operations as appropriate.
On the A320 family aircraft, CAT II/CAT III capabilities are inherent functions of
the basic design standard. Therefore, related tasks are covered by the Airbus
Maintenance Program. There is no special recommendation for scheduled
maintenance tasks or functional checks to assure CAT II/CAT III capabilities.
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The aircraft status is primarily governed by status messages displayed on ECAM

STATUS page and FMA display of capability. However, the Technical Log Book
will take precedence.
A log entry will be made if full (CAT 3 DUAL) capability is not available. A
downgrading/upgrading procedure has been established and will be used.
Failures and Associated Actions

In general there are three possible responses to the failure of any system,
instrument or element during the approach.
 CONTINUE the approach to the planned minima.
 REVERT to higher minima and proceed to a new DH (above 1,000 ft).
 GO AROUND and reassess the capability.
The nature of the failure and the point of its occurrence will determine which
response is appropriate.
1. Failures leading to a downgrading of capability as displayed on FMA and
ECAM with an associated specific audio warning (triple click).
2. Failures that do not trigger a downgrading of capability but are signalled
by other effects (Flag, ECAM warning, amber caution and associated
audio warnings).
It should be noted that some failures might trigger ECAM warnings, cautions and
a downgrading of capability.
3.17.2.2.1.2 Descent Preparation

APPROACH MINIMUM .................................................................. DETERMINE
For CAT II and CAT III approaches, always choose the lowest achievable
minimum. The approach minimum is limited by:
– Airport status
– Go around performance
BRIEFING .......................................................................................... PERFORM
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In case of CAT II and CAT III approaches, review the following items on top of
the usual briefing:
 Task sharing and callouts
 Management of degraded guidance
 Low visibility procedures at the airport
3.17.2.2.1.3 Intermediate/Final Approach

INTERMEDIATE APPROACH
APPR pb on FCU ....................................................................................PRESS
Press the APPR pb when:
 Cleared for approach
 Within localizer capture envelope
 On the intercept trajectory for the final approach course
 LOC deviation is available
This arms the LOC and G/S modes.
Note: In NAV mode, the aircraft may leave the flight plan to capture the LOC.
The APPR button may be pushed if cleared to establish on the localiser only
with the expectation of a clearance for the ILS. The G/S mode will be armed and
manual intervention by selecting the LOC pb must be effected if clearance for
the ILS is not received prior to intercepting the glideslope. Thereafter V/S may
be used to capture the glideslope from above or a discontinued approach flown.
LOC and/or G/S capture modes will engage no sooner than 3 s after being
armed.
Whenever the virtual pilot notices the pitch movement, or the spurious G/S*, or
the trajectory deviation, the pilot will immediately disconnect the AP, if engaged,
to re-establish a normal attitude and will disengage APPR mode.
BOTH APs ........................................................................................... ENGAGE
When APPR mode is selected, AP1 and AP2 should be engaged.
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 Above 5000 ft AGL, the FMA displays CAT 1.

 Below 5000 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
GLIDE INTERCEPTION FROM ABOVE

The following procedure must only be applied when established on the localizer.
The virtual 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 virtual 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 (AFTER LOC* and LOC alive):

APPR mode .......................................................... ARM/CHECK ARMED
Ensure the APPR pb is pressed, or is still illuminated if it has been
selected previously and ensure that G/S BLUE is annunciated on the
FMA.
LOC ............................................................................CHECK ENGAGED
FCU ALTITUDE .......................................... SET ABOVE A/C ALTITUDE
If the virtual pilot does not set the altitude above present altitude, it is likely
the a/c will capture altitude (and level out) before intercepting the G/S.
As soon as possible select the Go Around Altitude.
V/S MODE ....................................................................................SELECT
Select V/S 1500 ft/min initially. V/S in excess of 2000 ft/min will result in
the speed increasing towards VFE.
Note: When reaching VFE, the AP maintains VFE and reduces the V/S
without MODE REVERSION.
GO AROUND ALTITUDE ............................................................................. SET
PF sets or calls for go around altitude in FCU at G/S capture.
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FLIGHT PARAMETERS ..................................................................... MONITOR

The PM calls out if excessive deviation occurs:
 LOC: ½ dot
 GLIDE: ½ dot
Refer to 3.1.6.3 Flight Parameters.
FOR CAT I, LTS CAT I, CAT II, OTS CAT II, CAT III WITH DH APPROACH
AT ENTERED MINIMUM + 100 FT
ONE HUNDRED ABOVE ....................................... MONITOR OR ANNOUNCE
AT ENTERED MINIMUM
MINIMUM ............................................................... MONITOR OR ANNOUNCE
Below minimum, the visual references must be the primary reference until
landing.
FOR CAT III WITHOUT DH APPROACH (NO DH)

AT 100 FT (ALERT HEIGHT) IF NO FAILURE
CONTINUE ...................................................................................... ANNOUNCE
3.17.2.2.2 Approach Using FINAL APP Guidance

GENERAL
The following items are to be performed in addition to previous SOP chapters in
the following cases:
 RNP approaches with LNAV or LNAV/VNAV minima.
 Conventional approaches based on VOR or NDB using FINAL APP
guidance.
Note: For RNP AR APCH, refer to 3.17.2.2.3 Approach Using FINAL APP
Guidance for RNP AR.
DESCENT PREPARATION
The FMS vertical profile does not take into account the effect of low OAT.
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For RNP approach with LNAV/VNAV minima, use of QNH from a remote station
is prohibited.
F-PLN A page ......................................................................................... CHECK
If a TOO STEEP PATH message is displayed after the Final Descent Point
(FDP), do not use FINAL APP guidance for approach. Use NAV FPA, TRK FPA
for approach.
0.1 degree of difference between the MCDU and the charted final vertical path
is acceptable.
The FMS lateral F-PLN extracted from the navigation database is in agreement
with the instrument procedure chart. The lateral tracks and distances should be
reasonable and the waypoints must be located in the correct position on the ND.
PROG page ..................................................................................... COMPLETE
Insert the reference RWY threshold in the BRG/DIST field for position monitoring
during approach.
If the altitude checks on the approach charts are referenced from a waypoint,
said waypoint can be inserted as appropriate to monitor vertical profile during
approach.
GO AROUND STRATEGY ....................................................................REVIEW
The briefing should include a review of “Management of Degraded Navigation”
topics.
DESCENT
If NAV ACCURACY is LOW, use TRK FPA mode for approach. Refer to
3.17.2.2.4 Approach Using FPA Guidance.
• For RNP approach:
GPS PRIMARY ............................................................................. CHECK
GPS PRIMARY must be available on at least 1 FMS.
BARO REF .................................................................................................... SET
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The vertical guidance requires a precise baro setting. The maximum acceptable
discrepancy between altimeters is 100 ft.
INTERMEDIATE/FINAL APPROACH
POSITION ........................................................................................... MONITOR
Check that ATC clearances allow the aircraft to fly through the capture area of
vertical profile. After radar vectoring, consider a DIR TO RDL IN to sequence
the F-PLN.
FD or AP FD .................................................................. USE FOR APPROACH
vEZY policy is to use autopilot when available for all NPA in IMC.
The use of FD or AP FD provides the required navigation accuracy.
Press the APPR pb when all of the following conditions are satisfied:
– The aircraft is cleared for approach.
– TO waypoint is the Final Descent Point
APPR mode should be armed at least 2 NM before the Final Descent Point to
ensure healthy predictions are available and FINAL APP engages successfully.
Note: For approaches where the Final Descent Point is less than 2 NM after
the previous approach FIX, the APPR mode can be armed when the
aircraft has levelled-off at the final descent altitude (ALT or ALT CST
mode) and the FDP (as displayed on ND by the final descent arrow) is
properly sequenced/computed by the FMGC.
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
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 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
(On the vertical scale, one dot corresponds to 100 ft. Thus ½
dot is 50 ft.) Refer to 3.1.6.3 Flight Parameters.

AT ENTERED MINIMUM
landing.
■ If visual references are sufficient:

CONTINUE ........................................................ ANNOUNCE
At the latest at the MAP or Minimum Use Height of the
AP (whichever occurs first):
AP....................................................................................OFF
Refer to 2.4.1 Use of Autopilot (Minimum Use Height of the
AP).
FD .......................................................................... AS RQRD
CAUTION: – From minima down to the MAP the FD
provides an additional guidance.
– The FD must be switched off if the

guidance is not relevant or not followed.
– After the MAP, disregard the FD as it

reverts to HDG V/S.
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■ If visual references are not sufficient:

GO AROUND .................................................... ANNOUNCE
Initiate a go around.
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.
For RNP approaches with LNAV minima or 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 RNP Approaches with LNAV/VNAV Minima

 Discontinue the approach in the case of deviation of 75 ft below the
vertical path (V/DEV>¾ dot).
3.17.2.2.3 Approach Using FINAL APP Guidance for RNP AR

GENERAL
case of RNP AR approaches.
RNP AR requires specific Air Operator approval.
RNP AR approaches requires specific aeroplane certified avionic equipment:
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 A20N and A21N are certified for RNP-AR.

 A small number of A320 CEO are also certified for RNP AR.
 According to a/c equipment, RNP AR may be approved to RNP 0.3 or
RNP below 0.3.
DESCENT PREPARATION
APPROACH MINIMUM .................................................................. DETERMINE
 RNP AR approach minima are associated with specific RNP values.
 For each published RNP value, a corresponding Decision Altitude (DA)
and visibility is associated. RNP 0.3 minima are always published.
 Availability of RNP minima below RNP 0.3 depends on each approach
design and may require specific approval.
 RNP AR minima below RNP 0.3 cannot be used on aircraft limited to RNP
0.3.
 By default, the RNP value coded in FMS Navigation database for final
segment is RNP 0.3. Virtual crew entered RNP value is overriding FMS
database RNP values.
 Virtual crew should only consider selecting RNP AR minima below RNP
0.3 when expected weather conditions for the approach suggest the use
of lower RNP value.
NAVAIDS DESELECTION.................................................................. AS RQRD
In case GPS PRIMARY is lost, the FMS may revert to Radio NAV mode.
Deselection of Navaids shall only be performed when a VOR/DME is indicated
by NOTAM as under test or faulty.
CAUTION: Virtual crew shall not inadvertently deselect GPS when

attempting to deselect NAVAIDS in MCDU.

 Verify that actual OAT is at or above the minimum temperature indicated
on the approach chart. If OAT is below minimum temperature, RNP-AR
procedure is not usable.
 Verify that wind is within limits.
 Use of QNH from a remote station is prohibited.
F-PLN A page ......................................................................................... CHECK
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The FMS lateral and vertical F-PLN extracted from the navigation database is in
agreement with the instrument procedure chart. The lateral tracks and distances
should be reasonable and the waypoints must be located in the correct position
on the ND.
Note: RNP approach lateral trajectories are geometrically based on

waypoints coordinates. Observed lateral track differences between
MCDU F-PLN page display and charts may come from inconsistency
between FMS Magnetic Variation table and charted Magnetic
Variation reference, which has no effect on lateral trajectory.
If a TOO STEEP PATH is displayed after the FDP, FINAL APP guidance cannot
be used. Select another approach.
Airspeed and configuration must be adapted for the maximum speed required
to achieve the radius of turns in the procedure.
during approach.
approach.
topics.
DESCENT
GPS 1 + 2 .......................................................................... CHECK both in NAV
Both GPS must be in NAV on the GPS MONITOR Page.
Both GPS and both FMS must be available before the IAF. Thus, if one FMS is
inoperative or if one GPS is not in NAV at the IAF, RNP AR operation is not
allowed.
TERR on ND .................................................................................................. ON
Unless weather radar is required on one side, the virtual flight crew selects
terrain on both NDs.
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INITIAL/APPROACH
RNP VALUE (MCDU PROG page) ..........................................CHECK/INSERT
The MCDU PROG page displays the FMS navigation database RNP value in
small blue digits. Virtual crew entered value overrides the FMS navigation
database RNP value and is displayed in larger blue digits
 Check/Insert the RNP value in the 6L field.
If the virtual crew intends to use RNP AR minima below 0.3, the RNP
value associated with approach minima shall be manually entered by the
virtual crew.
If required, the virtual crew shall enter the RNP value prior to the activation
of APPR phase, latest when passing the IAF.
BARO REF/ALTIMETER ........................................................................ CHECK
The altimeter crosscheck shall be completed after setting the Baro reference to
QNH and prior to the final approach fix (FAF).
The maximum acceptable discrepancy between altimeters is 100 feet.
If the altimetry crosscheck fails then the approach must not be continued.
After the FAF, the crew must continuously monitor the V/DEV on PFD.
AP FD ............................................................................. USE FOR APPROACH
For RNP AR operations, one AP must be engaged prior to the Initial Approach
Fix (IAF).
L/DEV ................................................................................ CHECK DISPLAYED
Check that the L/DEV scale is displayed on the PFD.
Press the APPR pb when all of the following conditions are satisfied:
– The aircraft is cleared for approach.
– TO waypoint is the Final Descent Point
APPR mode should be armed at least 2 NM before the Final Descent Point to
ensure healthy predictions are available and FINAL APP engages successfully.
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Note: For approaches where the Final Descent Point is less than 2 NM after
the previous approach FIX, the APPR mode can be armed when the
aircraft has levelled-off at the final descent altitude (ALT or ALT CST
mode) and the FDP (as displayed on ND by the final descent arrow) is
properly sequenced/computed by the FMGC.
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
PROGRESS page ............................................................................... MONITOR
Check/Confirm the correct RNP value corresponding to associated approach
minima is displayed on MCDU PROG page
 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
(On the vertical scale, one dot corresponds to 100 ft. Thus ½
dot is 50 ft.) Refer to 3.1.6.3 Flight Parameters.

AT ENTERED MINIMUM
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landing.

At the latest at the MAP or Minimum Use Height of the
AP (whichever occurs first):
AP....................................................................................OFF
Refer to 2.4.1 Use of Autopilot (Minimum Use Height of the
AP).
FD .......................................................................... AS RQRD
CAUTION: – From minima down to the MAP the FD
provides an additional guidance.
– The FD must be switched off if the

guidance is not relevant or not followed.
– After the MAP, disregard the FD as it

reverts to HDG V/S.
Systems failures occurring before passing the Initial Approach Fix (IAF):
Virtual crew shall discontinue the approach.
Systems failures occurring after passing the Initial Approach Fix (IAF):
The approach may be continued in case of single failure of:
 GPS PRIMARY LOST on one ND (use appropriate remaining AP/FD)
 NAV ACCURACY DOWNGRADE on one FMGS (use appropriate
remaining AP/FD)
 GPS (MMR)
 FMGS
 EFIS DU
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 MCDU
 AP (remaining AP shall be engaged if available)
Discontinue the approach in the following cases, if external visual references

are not sufficient to proceed visually:
 FINAL APP does not engage
 Loss of GPWS TERRAIN function in case of inconsistencies affecting
obstacles or terrain computation
 FM/GPS POSITION DISAGREE
 FMS1/FMS2 POS DIFF
 GPS PRIMARY LOST on both NDs
 Dual NAV ACCUR DOWNGRAD
 Dual loss of FMGC or dual loss of FINAL APP mode
 Dual AP failure if the RNP < 0.3 NM.
System failures not defined in the lists above should be managed as appropriate
to the situation.
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3.17.2.2.4 Approach Using FPA Guidance

GENERAL
the following cases:
 RNP approaches using mixed NAV FPA guidance (lowest minima LNAV
corrected for temperature if applicable).
 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.
Under normal circumstances, an early stabilized approach methodology should

be used for approaches utilising FPA guidance.
AIRCRAFT EQUIPMENT
The minimum equipment required to start RNP APCH operations is:
– One FMGC
– One GPS
– Two IRS
– One MCDU
– One FD
– One PFD on the PF side
– Two NDs (the temporary display of ND information via the PFD/ND switch
is permitted on PM side)
– Two FCU channels
DESCENT PREPARATION
F-PLN A page ......................................................................................... CHECK
If a TOO STEEP PATH message is displayed after the Final Descent Point
(FDP), disregard the V/DEV or yoyo information on the PFD.
 For approaches using NAV FPA:
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– The FMS lateral F-PLN extracted from the navigation database is in

agreement with the instrument procedure chart. The lateral tracks
and distances should be reasonable and the waypoints must be
located in the correct position on the ND.
 In all other cases, use TRK FPA mode for approach.

during approach.
approach.
topics.
DESCENT
If NAV ACCURACY is LOW, use TRK FPA mode for approach.
• For RNP approach:
GPS PRIMARY ............................................................................. CHECK
GPS PRIMARY must be available on at least 1 FMS.
LATERAL GUIDANCE MODE....................................... SET FOR APPROACH
Arm NAV or LOC mode as appropriate.
 For LOC ONLY and ILS G/S OUT:

LOC pb ................................................................................PRESS
Press the LOC pb when cleared for approach and on the intercept
trajectory for the final approach course.
Note: In NAV mode, the aircraft may leave the flight plan to
capture the LOC.
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LOC .......................................................................CHECK ARMED

CAUTION: Do not press the APPR pb.
 For back course localizer approaches:

TRK FPA MODE ........................................ USE FOR APPROACH
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
PM will call altitude indication versus position and PF will adjust the FPA, as
necessary, to follow the published descent profile, taking into account the
minimum altitudes.
Note: In case of deviations from the published profile a change of 1.0 degree
FPA will recover 100 ft/nm.
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.
 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°
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AT ENTERED MINIMUM
landing.

AP....................................................................................OFF
PF orders PM to set both FDs OFF.
RUNWAY TRACK ............................................. CHECK/SET
If needed, PF orders PM to set the runway track.

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 RNP 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
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 NAV ACCUR DOWNGRAD on both FMGS
3.17.2.2.5 Circling Approach

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.
The instrument approach may be to the reciprocal runway, another runway or a

let-down procedure.
The circling approach may be defined by prescribed track.
Some procedures may specify a DME or other fix for the end of the downwind
leg.
CAUTION: The virtual 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.
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OPERATIONS MANUAL
 Revise the landing runway.
Instrument Approach
The virtual flight crew flies a stabilized approach at F speed, Flaps 3 and landing
gear down. Circling approaches must be flown with Gear Down and Flaps 3 to
avoid unwanted GPWS alerts.
Normal instrument approach operating procedures are used up to the point

where the aircraft levels at MDA.
For landing in CONF 3 following a circling approach, fly a selected speed to

maintain F speed until established on final for the landing runway.
At a convenient stage during the instrument approach PF will select TRK/FPA.
Circling Approach
AT 100 FT ABOVE CIRCLING MINIMA:
ONE HUNDRED ABOVE ................................................................ ANNOUNCE
If no auto callout PM announces “ONE HUNDRED ABOVE”.
V/S ZERO (PF) ........................................................................................... PUSH
PF pushes V/S at 100 ft above MDA. The a/c will fly level at or just above Circling
Minima.
⚫ IF REQUIRED VISUAL REFERENCE ARE NOT SUFFICIENT:

GO-AROUND ................................................................................ ORDER
If PF is unable to establish or maintain required visual reference a G/A
must be executed at the MAP following the standard Missed Approach
procedure for the Instrument Approach being flown.
WITH SUFFICIENT VISUAL REFERENCE:

TURN TOWARDS DOWNWIND LEG (PF) ........................................ EXECUTE
If landing on a reciprocal runway PF executes a 45° turn towards the downwind
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OPERATIONS MANUAL
leg.
CHRONO (BOTH) .................................................................................... START
Start timing for 30 seconds from wings level.
TURN ONTO DOWNWIND LEG (PF)................................................. EXECUTE
PF flies the downwind track to the landing runway.
SECONDARY FLIGHT PLAN (PM) ................................................... ACTIVATE
PM activates the secondary flight plan.
PF maintains visual reference to the runway.
Note: Manoeuvring the aircraft is now performed using Selected Modes only.
When abeam the landing runway threshold:

CHRONO (BOTH) .................................................................................... START
Start timing (calculated on circuit height) for 3 sec per 100 ft AAL.
At the end of downwind leg:

LEVEL BASE TURN ........................................................................... EXECUTE
PF starts a level base turn towards the landing runway to intercept the visual
glide path.
Note: Descent below MDA/H must not be initiated until the threshold of the
runway to be used has been identified and the aeroplane is in a
position to continue with a normal rate of descent and land within the
touchdown zone.
AP/FDs ..........................................................................................................OFF
Disconnect the AP and remove the FDs at the latest before starting the final
descent toward the runway.
When established on the visual vertical path

For Flaps FULL landing:
FLAPS FULL................................................................... ORDER/SELECT
LANDING CHECKLIST ................................................................... COMPLETE
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OPERATIONS MANUAL
Prescribed Tracks Circling

The circling procedure (aircraft configuration and speed) may be adapted for
prescribed tracks. All prescribed tracks, altitudes and speeds must be adhered
to.
Descent from the MDA must only commence when the required visual reference
is obtained and a normal descent can be carried out to land in the touchdown
zone.
MISSED APPROACH
If the decision to carry out a missed approach is taken when the aircraft is
positioned on the approach axis (track) defined by radio-navigation aids, the
published missed approach procedure must be followed.
If visual reference is lost while circling to land from an instrument approach, the
missed approach specified for that particular instrument approach must be
followed. It is expected that the pilot will make an initial climbing turn toward the
landing runway and overhead the aerodrome where the pilot will establish the
aeroplane in a climb on the missed approach track. As the circling manoeuvre
may be accomplished in more than one direction, different patterns will be
required to establish the aeroplane on the prescribed missed approach course
depending on its position at the time visual reference is lost unless otherwise
prescribed.
3.17.2.2.6 RNAV Visual Approach

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 approaches must be stored and retrievable from the Navigation
Database.
RNAV visual approach may be flown following an instrument approach.

In this case the RNAV visual approach may initially be prepared in SEC F-PLN.
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OPERATIONS 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 virtual flight crew discretion.
⚫ If RNAV 1 or RNP 1 is required on the published approach chart:
The virtual flight crew should use adequate FMGC guidance modes.
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 virtual flight crew must disconnect the AP at the latest at the Minimum Use
Height of the AP.
3.17.2.2.7 Visual Approach

GENERAL
Perform the approach on a nominal 3° glideslope or as per published final path
(PAPI slope as applicable) using visual references.
A Visual approach shall be briefed so that the crew share a common plan on
how this manoeuvre will be flown.
The virtual crew shall consider the risks associated against any operational gain
associated with a visual approach.
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OPERATIONS MANUAL
If conducting Visual Approach to an ILS equipped runway, an ILS approach

should be selected in FMGS and properly sequenced so that lateral and vertical
guidance is available to the virtual flight crew.The LS push button shall be
selected ON and G/S deviation monitored by PM.
(For ILS equipped runway, the FMGS will auto tune the ILS and the GPWS will
monitor and auto call G/S deviation, even if LS not displayed).
Method
The autopilot 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.
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 or OFF.
Extend the downwind leg to 45 seconds (±1 s/1 kt of headwind/tailwind) for a

standard 1,500 ft circuit.
 Turn into base leg with a maximum of 30° of bank.
 Descent with approximate FPA, in FLAPS 2, at F speed.
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OPERATIONS MANUAL
FINAL APPROACH
The speed trend arrow and FPV help the virtual flight crew make timely and
correct thrust settings (if in manual thrust), and approach path corrections. Avoid
descending through the correct approach path with idle thrust. (Late recognition
of this situation without a prompt thrust increase may lead to considerable speed
decay and altitude loss.)
Avoid any tendency to “duck under” in the late stages of the approach.
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.
3.17.3 Approach – Flight Parameters

PF announces FMA modification as per 3.1.6.1 FMA.
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 +10°
(A319/A320)/ +7.5° (A321)
 The bank angle becomes greater than 7°
 The descent rate becomes greater than 1,000 ft/min
ANY EXCEEDANCE ....................................................................... ANNOUNCE
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.
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OPERATIONS MANUAL
At 1000 ft RA:
ONE THOUSAND .................................................. MONITOR OR ANNOUNCE
Most aircrafts are not fitted with an auto callout. PM then calls “ONE
THOUSAND.”
PM checks aircraft parameters with respect to Stable Approach Criteria and

announces it.
PF checks own PFD and calls “CHECKED”, “CONTINUE” or “GO-AROUND,
FLAPS” as appropriate.
At 500 ft RA:
FIVE HUNDRED .................................................... MONITOR OR ANNOUNCE
If no auto callout PM calls “FIVE HUNDRED.”
PM calls “STABLE” providing Stable Approach Criteria are met or “NOT

STABLE, GO AROUND”.
PF will respond “CHECKED” or in the case of the “NOT STABLE” call above, by
initiating a go around and announcing “GO AROUND FLAPS”.
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OPERATIONS MANUAL
3.17.4 Landing – Checklist

Checklist trigger:
- Aircraft in LDG CONF, and
- Cabin confirmed secured.
CABIN ............................................................................... SECURED FOR LDG

PF confirms that the cabin is secured for landing.
(A319/A320): Cabin report received.

(A20N/A21N): CABIN READY displayed on the ECAM memo.
Response (PF): “SECURED FOR LANDING.”
GO AROUND ALT .......................................................................... ____FT SET

PF checks the go around altitude on his PFD.
Response (PF): “SEVEN THOUSAND FEET SET.”
ECAM MEMO .............................................................................. LDG NO BLUE

PF achecks no blue items on the ECAM memo.
Response (PF): “LANDING NO BLUE.”
Note: If the ECAM LDG MEMO is not displayed, the PM shall read each LDG
checklist item and the PF responds. (Ex: Challenge (PM): “LANDING
GEAR” ; PF checks landing gear status ; Response (PF): “DOWN.”)
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OPERATIONS MANUAL
3.17.5 Approach – Roles Table

PF PM
Initial approach
F-PLN SEQUENCING ......... ADJUST
Approx 15 nm from touchdown:
APPR PHASE ...................................... CHECK/ACTIVATE or set green dot
MANAGED SPEED .............. CHECK
FLIGHT PATH .................. MONITOR
SPEED BRAKES lever .... AS RQRD
RADAR ......... ADJUST AS APPROP
 If not GPS PRIMARY:
NAV ACCURACY .... MONITOR
Intermediate/Final approach
At Green Dot Speed:
FLAPS 1 ............................... ORDER
FLAPS 1 .............................. SELECT
S SPEED ............................................................................... CHECK or SET*
Beginning of Radio Altimeter:
RADIO
ALTIMETER ALIVE ...... ANNOUNCE
RADIO
ALTIMETER ALIVE .......... CONFIRM
Latest by 2000 ft TDZE or 6 NM from RWY THRESHOLD
FLAPS 2 ............................... ORDER
FLAPS 2 .............................. SELECT
F SPEED................................................................................ CHECK or SET*
When Flaps are at 2
LANDING GEAR DOWN...... ORDER
LANDING GEAR DOWN..... SELECT
AUTOBRAKE ................... CONFIRM
GND SPLRS .............................. ARM
*PF for Automatic Approach/PM for Manual Approach
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OPERATIONS MANUAL
PF PM
When Landing Gear is Down
FLAPS 3 ............................... ORDER
FLAPS 3 .............................. SELECT
ECAM WHEEL PAGE .......... CHECK
For FLAPS FULL landing and when Flaps are at 3
FLAPS FULL ........................ ORDER
FLAPS FULL ....................... SELECT
SPEED TARGET ................................................................... CHECK or SET*
A/THR ...... CHECK SPEED MODE or
OFF
WING ANTI-ICE (if not rqrd) ..... OFF
LDG MEMO ......... CHECK NO BLUE
CABIN REPORT ............. RECEIVED
LANDING CHECKLIST ................................................................ COMPLETE
FLT PARAMETERS ..... ANNOUNCE
ANY EXCEEDANCE ........ MONITOR
At 1000 ft RA
ONE THOUSAND.........MONITOR or
ANNOUNCE
ONE THOUSAND ............ CHECKED
At 500 ft RA
FIVE HUNDRED ............... MONITOR
AUTOCALLOUT
or ANNOUNCE
APPR STABLE ............ ANNOUNCE
APPR STABLE ............... CHECKED
or
GO-AROUND, FLAPS ......... ORDER
*PF for Automatic Approach/PM for Manual Approach.
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A320 Family Landing
OPERATIONS MANUAL
3.18 LANDING
3.18.1 Landing – Procedure
3.18.1.1 Manual Landing
FOR MANUAL LANDING
AP..................................................................................................................OFF
FLARE
The cockpit cut-off angle is 20°.
In stabilized approach conditions, the flare height is approximately 30ft:

FLARE ............................................................................................... PERFORM
Avoid flaring high.
ATTITUDE ........................................................................................... MONITOR
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. It is a reminder, not
an order.
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.
AT TOUCHDOWN
Note: Touchdown must be achieved in the touchdown zone (as defined by
the runway markings, or in the absence of runway markings, the first
1000 m or first ⅓ rd of the runway whichever is less) or a balked
landing shall be initiated.
DEROTATION....................................................................................... INITIATE
Lower the nosewheel without undue delay.
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A320 Family Landing
OPERATIONS MANUAL
PM continues to monitor the attitude.

BOTH REVERSER LEVERS ........................................ REV IDLE or REV MAX
The virtual flight crew must select reverse thrust immediately after main landing
gear touchdown.
MAX or IDLE reverse thrust shall be selected as determined during landing

distance performance assessment (IDLE is standard).
The virtual 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 virtual flight crew can easily control this
pitch up.
As soon as the virtual flight crew selects reverse thrust, they must perform a full-
stop landing.
GND SPLRS ..................................................................... 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.
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A320 Family Landing
OPERATIONS MANUAL
REVERSERS .................................................................... CHECK/ANNOUNCE

 Check that the ECAM E/WD displays that the reverse deployment is as
expected (REV green).
 If reverser(s) do not deploy as expected, one of the main deceleration
means is lost. the virtual flight crew should consider adapting the available
deceleration means to stop the aircraft.
DIRECTIONAL CONTROL ................................................. MONITOR/ENSURE
 Ensure directional control. Use rudder pedals for directional control.
 Do not use the nosewheel steering control handle before reaching taxi
speed.
 During rollout, the virtual flight crew should avoid sidestick inputs (either
lateral or longitudinal).
 If directional control problems are encountered, the virtual flight crew
should reduce thrust to reverse idle until directional control is satisfactory.
If autobrake is selected:
AUTOBRAKE............................................................................ MONITOR
Note: If ground spoilers are not extended, the autobrake will not
activate.
During the rollout, the PM monitors the blue light on the autobrake panel,
and calls out if the autobrake mode disengages.
On aircraft displaying autobrake status on PFD:
During the rollout, the PM monitors that the FMA displays BRK LO or BRK
MED, and calls out if the autobrake mode disengages.
If landing without autobrake:

BRAKES ................................................................................... AS RQRD
– 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 virtual flight crew should delay braking until the
nosewheel has touched down.
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A320 Family Landing
OPERATIONS MANUAL
DECELERATION .............................................................. CHECK/ANNOUNCE

The virtual flight crew feels the deceleration. the virtual flight crew checks the
speed trend on the PFD to confirm the deceleration.
Note: The “DECEL” green light on the autobrake panel is not an indication
of the deceleration of the aircraft itself but is an indication that the
selected deceleration rate has been reached.
AT 70 KT
SEVENTY KNOTS .......................................................................... ANNOUNCE
BOTH REVERSER LEVERS .............................................................. REV IDLE
It is better to reduce reverse 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.
AT TAXI SPEED
REVERSERS ............................................................................................ STOW
– When reaching taxi speed, and before leaving the runway, stow 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.
BEFORE 20 KT
AUTO BRK ............................................................................................DISARM
Disengage the autobrake to avoid some brake jerks at low speed.
The virtual flight crew should use brake pedals to disengage the autobrake.
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A320 Family Landing
OPERATIONS MANUAL
3.18.1.2 Autoland
The following items must be performed in addition to 3.17.2.2.1 Approach Using
LOC G/S Guidance.
AT 350 FT RA
LAND ON FMA ................................................................. CHECK/ANNOUNCE
If no LAND mode, autoland is not authorized.
ILS COURSE on PFD ............................................................................. CHECK
If the ILS course pointer and the runway track differ by more than 5°, autoland
is not authorized.
AT 40 FT RA
FLARE ON FMA ............................................................... CHECK/ANNOUNCE
If the FMA does not display FLARE, perform a go-around, or a manual landing
if visual references are sufficient.
FLARE ................................................................................................ MONITOR
AT 30 FT RA
THRUST IDLE ......................................................................................... CHECK
Monitor thrust reduction.
AT 10 FT RA
An automatic “RETARD” callout triggers. It is a command.
THRUST LEVERS .......................................................................................IDLE
The autothrust disconnects.
LATERAL GUIDANCE ....................................................................... MONITOR
Monitor the lateral guidance by using external references.
AT TOUCHDOWN
ROLL OUT on FMA .......................................................... CHECK/ANNOUNCE
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A320 Family Landing
OPERATIONS MANUAL
BOTH REVERSER LEVERS ........................................ REV IDLE or REV MAX

The virtual flight crew must select reverse thrust immediately after main landing
gear touchdown.
MAX or IDLE reverse thrust shall be selected as determined during landing

distance performance assessment (IDLE is standard).
The virtual 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 virtual flight crew can easily control this
pitch up.
As soon as the virtual flight crew selects reverse thrust, they must perform a full-
stop landing.
GND SPLRS ..................................................................... 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
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A320 Family Landing
OPERATIONS MANUAL
 Check that the ECAM E/WD displays that the reverse deployment is as
expected (REV green).
 If reverser(s) do not deploy as expected, one of the main deceleration
means is lost. the virtual flight crew should consider adapting the available
deceleration means to stop the aircraft.
DIRECTIONAL CONTROL ................................................. MONITOR/ENSURE
 Ensure directional control. Use rudder pedals for directional control.
 Do not use the nosewheel steering control handle before reaching taxi
speed.
 During rollout, the virtual flight crew should avoid sidestick inputs (either
lateral or longitudinal).
 If directional control problems are encountered, the virtual flight crew
should reduce thrust to reverse idle until directional control is satisfactory.
AUTOBRAKE ..................................................................................... MONITOR
Note: If ground spoilers are not extended, the autobrake will not activate.
During the rollout, the PM monitors the blue light on the autobrake panel, and
calls out if the autobrake mode disengages.
On aircraft displaying autobrake status on PFD:

During the rollout, the PM monitors that the FMA displays BRK LO or BRK MED,
and calls out if the autobrake mode disengages.
DECELERATION .............................................................. CHECK/ANNOUNCE
The virtual flight crew feels the deceleration. the virtual flight crew checks the
speed trend on the PFD to confirm the deceleration.
AT 70 KT
SEVENTY KNOTS .......................................................................... ANNOUNCE
BOTH REVERSR 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.
BEFORE 20 KT
AUTO BRK ............................................................................................DISARM
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A320 Family Landing
OPERATIONS MANUAL
Disengage the autobrake to avoid some brake jerks at low speed.

The virtual flight crew should use brake pedals to disengage the autobrake.
END OF ROLL OUT

REVERSERS ............................................................................................ STOW
– When reaching taxi speed, and before leaving the runway, stow 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.
AP..................................................................................................................OFF
Disengage the APs at the end of the roll out (before leaving the runway at the
latest).
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A320 Family Landing
OPERATIONS MANUAL
3.18.2 Landing – Roles Table

PF PM
MANUAL LANDING
At touchdown:
DEROTATION .................... INITIATE
BOTH REV LEVERS ........ REV IDLE
or REV MAX GND SPLRS ... CHECK/ANNOUNCE
REVERSERS .. CHECK/ANNOUNCE
DIRECTIONAL CTRL ......... ENSURE
If autobrake is selected:
AUTO BRAKE .................. MONITOR
DECEL ............ CHECK/ANNOUNCE
If landing without autobrake:

BRAKES ........................... AS RQRD
At 70 kt
SEVENTY KNOTS ....... ANNOUNCE
BOTH REV LEVERS ................. IDLE
At taxi speed:
REVERSERS .......................... STOW
Before 20 kt:
MANUAL BRAKING .... ANNOUNCE
AUTO BRAKE ..................... DISARM AUTO BRAKE
DISARMED ................... ANNOUNCE
AUTOLAND
At 350 ft RA:
LAND on FMA .............. ANNOUNCE LAND on FMA...................... CHECK
ILS COURSE on PFD .......... CHECK
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A320 Family Landing
OPERATIONS MANUAL
PF PM
At 40 ft RA:
FLARE on FMA............ ANNOUNCE
FLARE on FMA .................... CHECK
FLARE .............................. MONITOR
At 30 ft RA:
THRUST IDLE ...................... CHECK
At 10 ft RA (“RETARD”)
THRUST LEVERS ..................... IDLE
LATERAL GUIDANCE ..... MONITOR
At touchdown:
ROLL OUT on FMA ..... ANNOUNCE
ROLL OUT on FMA ............. CHECK
BOTH REV LEVERS ........ REV IDLE
or REV MAX GND SPLRS ... CHECK/ANNOUNCE
REVERSERS .. CHECK/ANNOUNCE
DIRECTIONAL CTRL ....... MONITOR
AUTO BRAKE .................. MONITOR
At 70 kt
SEVENTY KNOTS ....... ANNOUNCE
BOTH REV LEVERS ................. IDLE
Before 20 kt:
MANUAL BRAKING .... ANNOUNCE
AUTO BRAKE ..................... DISARM AUTO BRAKE
DISARMED ................... ANNOUNCE
End of roll out:
REVERSERS .......................... STOW
AP ............................................... OFF
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A320 Family Go-around
OPERATIONS MANUAL
3.19 GO-AROUND
3.19.1 Go-around – Procedure
PF WILL 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 (CLB detent). This enables to engage the GO-
AROUND phase, with its associated AP/FD modes.
On a/c equipped with SOFT GA mode:

THRUST LEVERS ........................................................... TOGA then FLX/MCT
Set the thrust levers to the TOGA detent to ensure engagement of SRS GA
mode. Then, set the thrust levers to FLX/MCT to engage the GA SOFT mode.
At any time, if TOGA thrust is desired, set the thrust levers to TOGA detent.
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
Monitor the rotation if at least one AP is ON.
Otherwise:
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
PF announces: “GO AROUND, FLAPS”.
FLAPS lever ................................................................... RETRACT ONE STEP
PM retracts one step of flaps and announces “FLAPS _”.
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OPERATIONS MANUAL
FMA ................................................................................... CHECK/ANNOUNCE

The following modes are displayed: MAN TOGA (MAN GA SOFT)/SRS/GA TRK
or NAV/A/THR (in blue).
If the FMA does not display MAN GA SOFT or MAN TOGA, immediately set the
thrust levers to the TOGA detent. Depending on the guidance modes during
approach, NAV mode is either automatically armed or automatically engaged.
For RNP AR, check that NAV mode engages immediately (minimum height
100 ft).
POSITIVE CLIMB ........................................................................... ANNOUNCE
PM checks FMA, Pitch Attitude, VSI, ALT and RAD ALT for indications of climb
and calls “positive climb”.
LANDING GEAR UP............................................................... ORDER/SELECT
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 the FMA.
AT GO-AROUND ACCELERATION ALTITUDE:

Monitor the target speed increases to green dot.
⚫ IF THE TARGET SPEED DOES NOT INCREASE TO GREEN DOT:
FCU ALT knob............................................................ CHECK and PULL
PF pulls ALT to engage OP CLB.
• At F speed:
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OPERATIONS MANUAL
• At S speed:
GND SPLRS ..........................................................................................DISARM
LANDING GEAR............................................................................... CHECK UP
NOSE sw ......................................................................................................OFF
RWY TURNOFF sw ......................................................................................OFF
OTHER EXTERIOR LIGHTS .............................................................. AS RQRD
The virtual flight crew can maintain the LAND LIGHTS selector set to ON.
Refer to 3.11.3 Acceleration – Flow Pattern.
Note:  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.
3.19.1.1 Balked Landing

GENERAL
A balked landing is a go around initiated near the ground (during landing from
flare initiation until thrust reverser selection).
A balked landing procedure usually follows an improper landing technique by

the PF (long touchdown, bounce) or is initiated due to significant and rapid
changes in wind conditions.
 A temporary landing gear contact with the runway is acceptable

 In order to prevent a tailstrike, an excessive rotation rate should be
avoided
BALKED LANDING PROCEDURE
The balked landing procedure is flown by the Commander.
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OPERATIONS MANUAL
“I HAVE CONTROL” ...................................................................... ANNOUNCE

The Commander takes/keeps control and must press & hold the takeover push
button.
This is a confirmation to the other virtual pilot that the Commander has control.
“TOGA” .......................................................................................... ANNOUNCE
This is a confirmation to the other virtual pilot that the Commander is initiating a
balked landing procedure.
THRUST LEVERS .................................................................................... TOGA
PITCH .................................................................................................... ADJUST
Adjust Pitch in order to establish climb away from ground.
Do not pitch beyond the respective tail strike pitch limits for the type being flown.
This may mean holding the attitude or de-rotating to achieve an adequate pitch.
CAUTION: No configuration change (Gear/Flaps) until “Go Around” initiated.
GO AROUND .................................................................................. ANNOUNCE

When the aircraft is safely established in the initial climb, the Commander calls
“GO AROUND FLAPS” and the virtual crew apply the normal go around
procedure.
Note: 1. Below 50 ft, due to Flight Control Laws, TOGA power may
provide a pitch-up effect. Do not attempt to soften the
(potential) second touchdown by increasing the pitch attitude.
2. If the aircraft is on the runway and in FULL configuration when

the PF applies TOGA thrust, a CONFIG FLAPS NOT IN T.O
CONFIG ECAM alert is triggered. The virtual flight crew
should disregard this alert.
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OPERATIONS MANUAL
3.19.2 Go-around – Roles Table

PF PM
Simultaneously apply the following
three actions:
THRUST LEVERS ................... TOGA

ROTATION ...................... PERFORM
GO-AROUND, FLAPS . ANNOUNCE
FLAPS ........... RETRACT ONE STEP
FMA ................ CHECK/ANNOUNCE

FMA ...................................... CHECK
POSITIVE CLIMB ......... ANNOUNCE
LANDING GEAR UP ............ ORDER
LANDING GEAR UP ........... SELECT
NAV or HDG ..................... AS RQRD
AP ..................................... AS RQRD
AT GO-AROUND THRUST REDUCTION ALTITUDE
THRUST LEVERS ........................ CL
AT GO-AROUND ACCELERATION ALTITUDE
SPEED TARGET .............. MONITOR
At F speed:
FLAPS 1 ............................... ORDER
FLAPS 1 .............................. SELECT
At S speed:
FLAPS 0 ............................... ORDER
FLAPS 0 .............................. SELECT
GND SPLRS ........................ DISARM
LANDING GEAR ............ CHECK UP
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A320 Family After Landing
OPERATIONS MANUAL
3.20 AFTER LANDING

3.20.1 After Landing – Procedure
When vacating the runway:
GND SPLRS ..........................................................................................DISARM
LAND LIGHTS sw ............................................................................. RETRACT

Retract Landing lights, unless they are needed, to avoid blinding other aircraft.
When leaving the runway:
STROBE sw .....................................................................................AUTO
NOSE sw ............................................................................................TAXI
When crossing a runway:
STROBE sw ......................................................................................... ON
OTHER EXTERIOR LIGHTS .............................................................. AS RQRD
Normally only the taxi light will be used for taxiing, turn off lights may also be
used at night.
WXR RADAR ................................................................................................OFF

PRED WINDSHEAR SYSTEM .....................................................................OFF
WXR/PWS .....................................................................................................OFF
CAPT DISPLAY mode selector...................................................................OFF
F/O DISPLAY mode selector ......................................................................OFF
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.
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OPERATIONS MANUAL
TCAS ............................................................................................ STBY/XPNDR

ANTI-ICE ............................................................................................. AS RQRD
PACK 2 ............................................................................................... AS RQRD
Switch PACK 2 OFF providing both PACKs are operative.
GPWS LDG FLAP 3 pb (if applicable) ........................................................OFF
APU ..................................................................WHEN APPROPRIATE, START
APU shall be started to be available prior to engine(s) shutdown.
On A20N/A21N and aircraft modified with SETWA (Single Engine Taxi without
APU):
Delay APU start until around one minute prior to reaching parking stand.
On all other aircraft (APU required for OETA):

If the taxi time is expected to exceed 3 minutes start the APU and use the One
Engine Taxi Arrival procedure. APU START should be delayed until at least 1
minute after landing or selection of REV IDLE, whichever is later.
EFIS LS pb ...................................................................................... DESELECT
Deselect the LS pbs.
TERR on ND .................................................................................................OFF
ONE ENGINE TAXI ARRIVAL

One engine taxi arrival (OETA) operations are recommended providing the
following conditions are met:
 All hydraulic systems are operating normally.
 APU/APU GEN
On A20N/A21N and aircraft modified for OETA without APU:
OETA with an un-serviceable APU/APU GEN is allowed
On all other aircraft (APU required for OETA):

APU and APU GEN are functioning correctly and GEN 1 is serviceable
 Nose-wheel steering and braking action has been normal.
 Bleed System operating normally.
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OPERATIONS MANUAL
 Taxiways are not slippery or contaminated with snow or ice.
Note: Cooling time of at least three minutes at idle thrust (45% N1 or

below) is to be observed.
Idle reverse thrust and normal thrust to maneuver during taxi (i.e. at or near idle),
are not considered as high thrust operations. Therefore, both of the following
applies:
 If the flight crew uses idle reverse thrust for landing and normal thrust to
maneuver during taxi after landing, the cooling period starts when the
flight crew retards the thrust lever during the flare.
 If the flight crew uses maximum reverse for landing, the cooling period
starts when the flight crew sets the thrust lever to idle reverse during the
landing rollout.
(A20N/A21N): Before engine shutdown, routine cooling periods that last
less than the required time, can result in engine degradation.
The final decision to taxi-in on a single engine will remain with the Commander
after compliance with the restrictions above and with due consideration to
aircraft weight, ramp conditions, taxi conditions and manoeuvring requirements.
Virtual crews should be aware of possible high power requirement (>40% N1)
with high weights. This possibility should be considered when deciding if OETA
is suitable.
No less than 3 minutes after high thrust operations, and when taxiing in a
straight line: (actions performed by PM and verbalized).
ENG 2 ............................................................................................ SHUT DOWN
Y ELEC PUMP ............................................................................................... ON
This avoids running the PTU.
A Few Minutes After Landing

Check brake temperature on the ECAM WHEEL page for discrepancies and
high temperature.
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OPERATIONS MANUAL
Maintenance action is due in the following cases:

 The temperature difference between two brakes of a gear is more than
150°C, and the temperature of one of these brakes is above or equal to
600°C, or
 The temperature difference between two brakes of a gear is more than
150°C, and the temperature of one of these brakes is below or equal to
60°C, or
 The difference between the average temperature of the left gear brakes
and right gear brakes is above or equal to 200°C, or
 The temperature of one brake exceeds 900°C.
BRK FAN pb ....................................................................................... AS RQRD
When the turnaround time is short or if the temperature of any brake is likely to
exceed 500°C, use the brake fans without delay. In other cases, the flight crew
should delay brake fans selection to 5 min after landing, or approaching the gate,
whichever occurs first.
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OPERATIONS MANUAL
3.20.2 After Landing – Flow Pattern
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OPERATIONS MANUAL
3.20.3 After Landing – Roles Table

PF PM
When vacating the runway
GND SPLRS ........................ DISARM
EXTERIOR LIGHTS ................... SET WEATHER RADAR .................... OFF
PRED WINDSHEAR ................... OFF
FLAPS .............................. RETRACT
TCAS .......................... STBY/XPNDR
ANTI-ICE ...........................AS RQRD
PACK 2 ..............................AS RQRD
GPWS LDG FLAP 3 ................... OFF
APU ........... WHEN APPROP START
EFIS LS pb ..................... DESELECT
TERR ON ND ............................. OFF
BRAKE TEMP .................. MONITOR
BRAKE FAN ......................AS RQRD
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A320 Family Parking
OPERATIONS MANUAL
3.21 PARKING
3.21.1 Taxi-in – Procedure
The Initial Taxi-in Will be Conducted by PF
At a convenient time prior to arrival at the designated parking area (when in a
straight line and tiller neutral), CM1 will take over control and complete the
parking manoeuvre.
Prior to Pulling on Stand

Confirm aircraft variant to ensure correct parking guidance is used.
PA...................................... “CABIN CREW DISARM DOORS FOR ARRIVAL”
Just prior to parking on stand, after last turn into stand and in a straight line,
CM2 initiates the cabin door disarming procedure by making the PA after
assessment that it is safe for the disarming procedure to commence.
Note: For positioning flights with no other personnel on board other than
the flight crew, this step is unnecessary. Disarming of the doors is to
take place after engine shutdown and completion of the parking
items.
EXTERIOR LIGHTS ............................................................................ AS RQRD
When no longer required, TAXI and RWY TURNOFF lights shall be switched off
to avoid blinding ground personnel.
ACCU PRESS indicator ......................................................................... CHECK
The ACCU PRESS indication must be in the green band. In case of low
accumulator pressure, chocks are required before ENG 1 shutdown.
PARKING 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.
BRAKE PRESS indicator ...................................................................... CHECK
Keep brake pedals pressed after parking brake application until brakes pressure
indications are above the green band on the triple pressure indicator.
ANTI-ICE .......................................................................................................OFF
Y ELEC PUMP ..............................................................................................OFF
It is important to remember to switch the Y ELEC pump off at parking to avoid
having the hydraulics pressurised and to avoid potential pump overheats.
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A320 Family Parking
OPERATIONS MANUAL
3.21.2 Shutdown – Procedure

When operating with an inoperative APU; After setting the parking brake to ON,
shutdown ENG 1 and wait for the ground personnel to connect the ground
electrical power before continuing with the PARKING procedure.
No less than 3 min after high thrust operations:

 If APU GEN is not available:
EXT PWR pb ........................................................................................ ON
ENG 1 & 2 MASTER levers .........................................................................OFF
Check that engine parameters decrease.
SLIDES ............................................................................... CHECK DISARMED

Check main door slides disarmed on the DOOR/OXY SD page before turning
OFF the SEAT BELTS sign.
Note: The ECAM DOOR page is normally automatically displayed when

both engines are shutdown.
SEAT BELTS sw ..........................................................................................OFF
BEACON .......................................................................................................OFF
Switch the BEACON to OFF when N1 reduces below 10%.
EXTERIOR LIGHTS ........................................................................ CHECK OFF
All Exterior Lights should be OFF except NAV&LOGO which should remain on
position 1 or 2.
ELAPSED TIME ......................................................................................... STOP
TRANSPONDER ....................................................................STBY/CODE 2000
PACKS 1 + 2 .................................................................................................OFF
Prior to refuelling:
CTR TK PUMPS/CTR XFR VALVES ...................................................OFF
Center Tank Fuel Pumps or Center Tank Transfer Valves (as installed)
shall be switched OFF to avoid pumps low pressure cautions or fuel
spillage during refuelling.
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A320 Family Parking
OPERATIONS MANUAL
During turnaround without refuelling:

CTR TK PUMPS/CTR XFR VALVES may remain switched ON.
After last flight when securing the aircraft is intended:

FUEL PUMPS/CTR XFR VALVES .......................................................OFF
PARKING CHECKLIST ................................................................... COMPLETE
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A320 Family Parking
OPERATIONS MANUAL
3.21.3 Parking – Flow Pattern
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A320 Family Parking
OPERATIONS MANUAL
3.21.4 Parking – Checklist

Checklist trigger:
- Parking Flow Pattern completed, and
- Doors disarmed.
RADAR & PRED W/S ...................................................................................OFF

CM1 checks on the pedestal that the weather radar and predictive windshear
are OFF.
Response (CM1): “OFF.”
PARKING BRAKE ......................................................................................... ON

CM1 checks the PARK BRK memo.
Response (CM1): “ON.”
ENGINES ......................................................................................................OFF
CM1 checks the master levers and engines parameters on EWD.
EXT LIGHTS .................................................................................................OFF

CM1 checks all exterior lights are off except NAV&LOGO.
FUEL PUMPS ..................................................................................... AS RQRD

CM1 checks the fuel pumps pb on the overhead panel.
Response (CM1): “ALL ON” or “CENTER TANK OFF” or “OFF.”
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A320 Family Parking
OPERATIONS MANUAL
Y ELEC PUMP ..............................................................................................OFF

CM1 checks the yellow hydraulic pump is off on the overhead panel.
PED ..................................................................................................... AS RQRD
Response (CM1): “ON” or “ON, CONNECTED.”
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A320 Family Parking
OPERATIONS MANUAL
3.21.5 Post-Flight – Procedure

PEGASUS ........................................................................................ FILE PIREP
IRS PERFORMANCE ............................................................................. CHECK
After the flight, the flight crew must check the IRS performance once parked. To
check IRS performance, the flight crew compares the IRS position with the
FMGC position in Nautical Miles.
 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:
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A320 Family Parking
OPERATIONS MANUAL
FUEL QUANTITY.................................................................................... CHECK

Check that the sum of the fuel on board and the fuel used is consistent with the
fuel on board at departure. If an unusual discrepancy is found, maintenance
action is due.
BRAKE FAN .................................................................................................OFF
Switch off, when no longer required. Use of brake fan may be restricted by
airport noise regulations, refer to AOI.
Consider not using the brake fan during deboarding due to noise and passenger
comfort.
APU BLEED ........................................................................................ AS RQRD
Keep APU bleed OFF unless APU Bleed required for Air conditioning (Hot
Weather conditions) and use of APU is allowed by local airport regulations.
If APU bleed is required for Air conditioning during passengers disembarkation,

time delays for selection of bleed and packs shall still be respected. Refer to
3.3.1 Preliminary Cockpit Preparation – Procedure (Air Conditioning).
EXT POWER .................................................................................................. ON
Connect external ground power as soon as available.
APU ...............................................................................................................OFF
Shutdown APU when ground power is connected and APU not required for Air
Conditioning.
STATUS pb (ECAM Control Panel) ...................................................... CHECK
POST-FLIGHT REPORT ........................................................................... SEND
In case of crew change/hand-over without applying the Securing the

Aircraft procedure:
All IR MODE selectors .................................................................................OFF
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A320 Family Parking
OPERATIONS MANUAL
3.21.6 Parking – Roles Table

CM1 CM2
Prior to Pulling on Stand
PA ............................. "CABIN CREW
DISARM DOOR
FOR ARRIVAL”
EXTERIOR LIGHTS ......... AS RQRD
ACCU PRESS ...................... CHECK
PARKING BRAKE ....................... ON
ANTI-ICE .................................... OFF
Y ELEC PUMP ........................... OFF
ENG 1 & 2 MASTER .................. OFF
SLIDES ............. CHECK DISARMED
SEAT BELTS.............................. OFF
BEACON .................................... OFF ELAPSED TIME ...................... STOP
EXTERIOR LIGHTS ..... CHECK OFF TRANSPONDER ......................STBY
CODE 2000
PACK 1 + 2................................. OFF
FUEL PUMPS/XFR ...........AS RQRD
PARKING CHECKLIST ................................................................ COMPLETE
PEGASUS ..................... FILE PIREP PEGASUS ......................FILE PIREP
IRS PERFORMANCE ........... CHECK
FUEL QUANTITY ................. CHECK
BRAKE FAN (if not rqrd) .......... OFF
APU BLEED ......................AS RQRD
EXT PWR ..................................... ON
POST-FLIGHT REPORT ......... SEND APU ............................................ OFF
CREW CHANGE-HANDOVER
All IR MODE selectors .............. OFF
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A320 Family Securing the Aircraft
OPERATIONS MANUAL
3.22 SECURING THE AIRCRAFT

3.22.1 Securing the Aircraft – Procedure
PARKING BRAKE ........................................................................... CHECK ON
To reduce hydraulic leak rate in the brake accumulator, keep the parking brake
on.
Check chocks in place.
The parking brake must not be released under any circumstances without
ensuring that the aircraft is securely double chocked. If the parking brake is
released for any reason it must be set to ON as soon as possible.
EFB ........................................................................................................... STOW
DUs ............................................................................................................... DIM
Turn down (not off) all illuminated screens including MCDUs and ISIS.
When all passengers have disembarked:

All IR MODE selectors .................................................................................OFF
After having switched off the ADIRS, wait at least 10 seconds before switching
off the electrical supply to ensure that the ADIRS memorize the last data.
OXYGEN CREW SUPPLY ............................................................................OFF
EXTERIOR LIGHTS ......................................................................................OFF
Switch off NAV&LOGO lights.
APU BLEED ..................................................................................................OFF
Check APU bleed is OFF before APU shutdown.
APU MASTER SW pb ..................................................................................OFF
APU can be switched off when ground power is available.
Monitor the APU shutdown on ECAM; allow sufficient time for the FLAP OPEN
caption to disappear before turning off the batteries (See Below).
EMER EXIT LT ..............................................................................................OFF
NO SMOKING ...............................................................................................OFF
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OPERATIONS MANUAL
BAT 1 + 2 ......................................................................................................OFF
Wait until the APU flap is fully closed (amber XX displayed on ECAM APU page
or about 2 minutes 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, there is no APU fire extinguishing.
SECURING THE AIRCRAFT CHECKLIST ..................................... COMPLETE
Before leaving the aircraft:

EXTERNAL POWER ....................................................................................OFF
External power shall be switched OFF when the virtual crew leaves the aircraft
unattended.
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OPERATIONS MANUAL
3.22.2 Securing the Aircraft – Checklist

Checklist trigger (if securing the aircraft is intended):
- All passengers have disembarked, and
- APU shutdown completed (APU flap is fully closed).
ADIRS ...........................................................................................................OFF
CM1 checks all IR MODE selectors on the overhead panel.
OXYGEN .......................................................................................................OFF
CM1 checks the CREW SUPPLY pb on the OXYGEN overhead panel.
EMER EXIT LIGHT .......................................................................................OFF

CM1 checks the EMER EXIT LT sw on the SIGNS overhead panel.
EFBs ................................................................................................... AS RQRD

CM1 and CM2 check and confirm EFB stowage as required.
(This checklist item is a reminder).
BATTERIES ..................................................................................................OFF
CM1 checks the BAT pb on the ELEC overhead panel.
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OPERATIONS MANUAL
3.22.3 Securing the Aircraft – Roles Table

CM1 CM2
PARKING BRAKE ......... CHECK ON
EFB ......................................... STOW EFB ......................................... STOW
DUs ..............................................DIM DUs ..............................................DIM
When all passengers have disembarked
All IR MODE selectors .............. OFF OXY CREW SUPPLY ................. OFF
EXTERIOR LIGHTS ................... OFF
APU BLEED ............................... OFF
APU MASTER ............................ OFF
EMER EXIT LT ........................... OFF
NO SMOKING ............................ OFF
BAT 1 + 2 ................................... OFF
SECURING THE AIRCRAFT CHECKLIST.................................. COMPLETE
Before leaving the aircraft
EXT PWR ................................... OFF
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Supplementary Procedures
A320 Family All Engine Shutdown Procedure
OPERATIONS MANUAL
4 SUPPLEMENTARY PROCEDURES
4.1 INTRODUCTION
The following procedures in this chapter are of the READ & DO types.
4.2 ALL ENGINE SHUTDOWN PROCEDURE (PUSH AND

REMOTE HOLD)
Before All Engine Shutdown perform the normal After Landing procedure
with the exception of disarming the doors.
PARKING BRAKE ........................................................................................ SET

ATC .........................................................................................................NOTIFY
CABIN CREW ........................................................................................INFORM
APU .............................................................................................. AVAIL/START
APU BLEED ................................................................................................... ON
ENGINES 1 + 2 .............................................................................. SHUTDOWN
Perform the Parking procedure and Parking Checklist. If applicable, do not clear
the assigned squawk code.
ALL ENGINE FUEL USED ........................................................................ NOTE
Before all engine restart:
FMGS .................................................................................................... UPDATE
Re-enter as required: ZFW, ZFWCG, BLOCK FUEL.
All engine restart:
ATC CLEARANCE FOR RESTART ...................................................... OBTAIN
CABIN CREW ........................................................................................INFORM
SIGNS ................................................................................................. ON/AUTO
BEFORE START CHECKLIST ........................................................ COMPLETE
Resume normal procedures from 3.7.1 Engine Start – Procedure.
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A320 Family De-icing/Anti-icing Procedure on Ground
OPERATIONS MANUAL
4.3 DE-ICING/ANTI-ICING PROCEDURE ON GROUND

BEFORE FLUID SPRAYING
CAUTION: Make sure that the low or high-pressure ground connectors do
not supply any external air to the aircraft.
COMMUNICATION WITH GROUND CREW .................................. ESTABLISH

Establish communication with the crew that will apply the procedure.
DE-ICING/ANTI-ICING FLUIDS TYPE ........................ CHECK APPROPRIATE
Check that the ground crew uses the correct de-icing/anti-icing fluids.
CAUTION: DO NOT START THE ENGINES DURING FLUID SPRAYING.
Engines and APU can be either stopped or running during de-icing/anti-icing.
CAUTION: Do not move flaps, slats, ailerons, spoilers or elevators if they are
not free of snow or ice/frost.
CABIN PRESS MODE SEL ......................................................... CHECK AUTO
ENG 1 BLEED ..............................................................................................OFF
ENG 2 BLEED ..............................................................................................OFF
APU BLEED ..................................................................................................OFF
DITCHING pb................................................................................................. ON
Outflow valve, pack valves, and avionic ventilation inlet and extract valves close.
This prevents de-icing/anti-icing fluid from entering the aircraft. Avionic
ventilation is in a closed circuit with both fans running. In view of the low OAT,
there is no time limit for this configuration.
THRUST LEVERS ......................................................................... CHECK IDLE
“AIRCRAFT PREPARED FOR SPRAYING” .......... INFORM GROUND CREW
UPON COMPLETION OF THE SPRAYING OPERATION

DITCHING pb................................................................................................OFF
OUTFLOW VALVE ...................................................................... CHECK OPEN
On the ECAM PRESS page, confirm that the outflow valve indication reaches
the open green position to avoid any unexpected aircraft pressurization.
ENG 1 + 2 BLEED ......................................................................................... ON
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A320 Family De-icing/Anti-icing Procedure on Ground
OPERATIONS MANUAL
PITOTS and STATICS (ground crew)................................................... CHECK

GROUND EDQUIPMENT .................................................................... REMOVE
DE-ICING/ANTI-ICING REPORT...................................................... RECEIVED
The information from ground personnel, who performed the deicing/anti-icing
and post-application check, must include (ANTI-ICING CODE):
 Type of fluid used
 The mix ratio of fluid to water (ex: 75/25)
 When the holdover time began
AT LEAST 5 MINUTES AFTER COMPLETION OF SPRAYING OPERATION:

APU BLEED ........................................................................................ AS RQRD
Note: There is a risk of de-icing fluid ingestion by the APU air intake,
resulting in specific odors, or smoke warnings. Therefore:
- Keep the APU running with the APU BLEED OFF for 5 min
after spraying completion before setting the APU BLEED to
ON (if required),
- Consider APU BLEED OFF for takeoff.
NORMAL PROCEDURES ................................................................... RESUME

Apply appropriate normal procedures. Pay special attention to the flight control
check.
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A320 Family Engine Start with ASU and Crossbleed Start
OPERATIONS MANUAL
4.4 ENGINE START WITH ASU AND CROSSBLEED START

4.4.1 Engine Start with Air Start Unit
Note: Although ENG 1 is normally started first, either Engine may be
started first.
Check the BRAKE ACCU pressure prior to engine start.
BEFORE CONNECTING AIR START UNIT
PACKS 1 and 2 ............................................................................................OFF
(To prevent PACK contamination.)
APU BLEED ..................................................................................................OFF
ENG BLEED (both engines)........................................................................OFF
X BLEED ....................................................................................................OPEN
AIR START UNIT ............................................................................... REQUEST
CLEARED TO START
Start first ENG (see note above).
WARNING: It is not permitted to start second engine using External
Pneumatic Power.
Use the normal engine start procedure.
The minimum recommended starter air supply pressure is 30 PSI, when the start
valve is open.
Two external pneumatic power units may be used in parallel, if the pressure/flow
relation is expected to be marginal.
AFTER FIRST ENGINE IS STARTED

The Crossbleed Engine Start procedure is used to start the second engine:
WARNING: Disconnection of the external power with the EXT PWR pb-sw
ON may cause injury to the ground engineer. Request
disconnection of the external power only with the EXT PWR pb-
sw AVAIL.
EXT PWR .................................................................................... CHECK AVAIL
EXT PWR DISCONNECTION ............................................................ REQUEST
vEZY A320 Family .......................................................................................... 216

OM ....................................................................................................... 01-Dec-22
OPERATIONS MANUAL
AIR START UNIT DISCONNECTION................................................ REQUEST

X BLEED ....................................................................................................AUTO
The X BLEED selector must be set to AUTO before the selection of the packs
and bleed. This is in order to prevent the increase of ground idle of the running
engine.
PACK 1 .......................................................................................................... ON
PACK 2 .......................................................................................................... ON
ENG BLEED (running engine) ..................................................................... ON
CROSSBLEED ENGINE START PROC FOR SECOND ENGINE ......... APPLY
4.4.2 Crossbleed Engine Start Procedure

CAUTION: Do not perform the Crossbleed Engine Start Procedure during
pushback.
The use of engine bleed supply and external pneumatic power
supply simultaneously is prohibited.
BEFORE START
APU BLEED ..................................................................................................OFF
The BLEED valve of the running engine reopens and the crossbleed valve
closes.
ENG BLEED (running engine) ....................................................... CHECK ON
ENG BLEED (receiving engine)..................................................................OFF
The bleed valve of engine to be started is closed to eliminate reverse flow
leakage.
WHEN CLEARED TO START

AREA ....................................................... CONFIRM CLEAR OF OBSTACLES
Ensure increased power jet wake does not constitute any hazard to people or
installations behind the aircraft.
X BLEED ....................................................................................................OPEN
THR LEVER (supplying engine) ...............ADJUST FOR BLEED PRESSURE
Adjust thrust of supplying engine to obtain an engine bleed pressure of 30 PSI
before start initiation, and at least 25 PSI during the start sequence.
vEZY A320 Family .......................................................................................... 217

OM ....................................................................................................... 01-Dec-22
OPERATIONS MANUAL
If the thrust required to obtain the appropriate engine bleed pressure exceeds
40 % N1, pay particular attention to the surrounding area.
RECEIVING ENGINE ............................................................................... START
Apply the normal engine start procedure.
Depending on the engine thermal state, the FADEC can command an automatic
dry cranking before the start of the engine. The dry cranking may last up to
approximately one minute.
AFTER START
THRUST LEVER (supplying engine) .........................................................IDLE
X BLEED ....................................................................................................AUTO
ENG BLEED (receiving engine)................................................................... ON
PACKS ............................................................................................. CHECK ON
vEZY A320 Family .......................................................................................... 218

OM ....................................................................................................... 01-Dec-22
A320 Family
OPERATIONS MANUAL
End of Operations Manual
vEZY A320 Family .......................................................................................... 219

OM ....................................................................................................... 01-Dec-22

vEZY A320 Family Operations Manual

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A320 Family

vEZY A320 Family .............................................................................................. 2

3.1.4 Standard Takeoff Config ................................................................36

vEZY A320 Family .............................................................................................. 3

3.9.1 Taxi – Procedure ............................................................................88

vEZY A320 Family .............................................................................................. 4

3.16.2 Approach – Checklist ...................................................................135

vEZY A320 Family .............................................................................................. 5

3.20.1 After Landing – Procedure ...........................................................194

vEZY A320 Family .............................................................................................. 6

vEZY A320 Family .............................................................................................. 7

vEZY A320 Family .............................................................................................. 8

ICAO CODE ATC CALLSIGN BASES LIVERY

EJU “ALPINE” All other bases. Austrian (OE-xxx)

The recommended charts are LIDO.

The recommended database is LIDO.

vEZY A320 Family .............................................................................................. 9

1.4 OPERATIONAL FLIGHT PLAN

vEZY A320 Family ............................................................................................ 10

1.4.1 OFP Format Description

vEZY A320 Family ............................................................................................ 11

1 OFP number. Sequential number relates to number of calculations

vEZY A320 Family ............................................................................................ 12

1.4.1.1.2 Weights, Times, FMGS

1 DOW – Dry Operating Weight in kg.

vEZY A320 Family ............................................................................................ 13

16 FLT NBR – ATC callsign.

vEZY A320 Family ............................................................................................ 14

1.4.1.1.3 Remarks and Route

1 MAX SR – Maximum Shear Rate. Vertical windshear value in metres

Note 2: SR only relates only to waypoints listed within the Navigation

vEZY A320 Family ............................................................................................ 15

1.4.1.1.4 Fuel Plan and Adjustments

vEZY A320 Family ............................................................................................ 16

8 EXTRA – Extra fuel. Includes indicator to the next applicable limitation.

vEZY A320 Family ............................................................................................ 17

1.4.1.2 Flight Log

1 CNR fuel – Company Normal reserves (CNR) defined as sum of

vEZY A320 Family ............................................................................................ 18

14 FREQ – Navaid frequency.

vEZY A320 Family ............................................................................................ 19

1.4.1.3 Airport Data

1 CNR fuel – Company Normal reserves (CNR) defined as sum of

vEZY A320 Family ............................................................................................ 20

8 Alternate airports type and rank in a sequential order.

vEZY A320 Family ............................................................................................ 21

1.4.1.4 Wind Information

vEZY A320 Family ............................................................................................ 22

Lat and Long.

vEZY A320 Family ............................................................................................ 23

1.4.2 Fuel Policy

It is the virtual flight crew’s responsibility to:

An automated excel file calculating the profitability of tankering fuel is available

vEZY A320 Family ............................................................................................ 24

Max ZFW RLDW RTOW

A319 57000 kg 61000 kg ● 64000 kg (Category Light)

A320 62500 kg 66000 kg ● 73500 kg (Category Light)

A20N 62800 kg 66300 kg 77000 kg

A21N 73300 kg 77300 kg 89000 kg

vEZY A320 Family ............................................................................................ 25

Max Crosswind Max Crosswind for

Ice (cold & dry) 15 kt 15 kt

vEZY A320 Family ............................................................................................ 26