A 320 Tutorials

Tutorials (UPRT included)
Flow Patterns
Cockpit Panels
June 2023
Reasons for Change
June 2023
• Flight Phases
○ Before Pushback/Start - Engine Start - After Start: “N/WS DISC MEMO...CHECK
NOT DISPLAYED” was missing in the “After Start” flow pattern.
○ Taxi - Before Takeoff: “TERR ON ND” was missing in the “TAXI” flow pattern.
○ Cruise and Descent: The Navigation accuracy method with 3 Nm tolerance is
removed. The “NAV ACCUR DOWNGRAD” message already provides the information.
• Normal Procedures
○ Head-Up Display: The definition of yaw bar is revised.
○ Low Visibility Operations: Tutorial is revised for alignment with revised LVO course.
• Abnormal and Emergency Procedures
○ Management of Abnormal Operations: Tutorial is fully revised.
○ Emergency Descent: Management of signs is revised.
○ Unreliable Airspeed Situation: Pitch/Thrust adjustment while climbing applies “until
level off”.
Note: Some above mentioned updates are related to TSARs 11-14341 and 25-14460.
CLICK TOUEDIT
SE OFMTASTER TITLE STYLE
UTORIALS
The objective is to provide a good mental picturing before

a training exercise
When and how to use

i
tutorials
Navigation i
Organization
i
of the Tutorials
Preventing identified
i
Risks (PIR)
A320/A330 XFTDN1USETUTO01 – OCT 2018

CLICK TOUEDIT
SE OFMTASTER TITLE STYLE
UTORIALS
The objective is to provide a good mental picturing before

a training exercise
When and how to use

i
tutorials
Navigation i
Organization
i
of the Tutorials
Preventing identified
i
risks
A320/A330 XFTDN1USETUTO01 – OCT 2018

WCLICK
HEN TO HOW
AND MASTER
EDIT TO TITLE
USE THE STYLE
TUTORIALS BACK
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted if needed by the
tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.
Tutorials are used to assist debriefing after the session as required.

WCLICK
HEN TO HOW
AND MASTER
EDIT TO TITLE
USE THE STYLE
TUTORIALS BACK
APT sessions
The trainee studies the tutorials before the APT session.
During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.
The instructor conducts the exercises in the APT assisted if needed by the
tutorials.
FFS sessions
The trainee studies the tutorials before the FFS session.
During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.
Tutorials are used to assist debriefing after the session as required.

CLICK TO EDIT MASTER TITLE STYLE
NAVIGATION BACK
Several buttons are used to navigate through the different pages of the tutorial.
The buttons are:
BACK The BACK button is used to go back one step.
i The i button is used to open an information page.
SOP The SOP button is used to open a Standard Operating Procedure (SOP) page.
PROC The PROC button is used to open a procedure (normal or abnormal) page.
The NEXT and PREV buttons are used to navigate within a procedure that is on
NEXT PREV
more than one page.
FLOW The FLOW button is used to open an action flow page.
CALLOUTS The CALLOUT button is used to open a callout page.
GOLD The GOLD button is used to page with a reminder of the Golden Rules.
COLICK
RGANIZATION MASTER
TO EDITOF TITLE STYLE
THE TUTORIALS – 1/3 NEXT
Main slide
Slides must be read from top to bottom and from left to right.
Title of the Tutorial
Procedure steps
Complementary
information
Illustration
of the situation
Indication that the Tutorial

contains memory items
COLICK
RGANIZATION MASTER
TO EDITOF TITLE STYLE
THE TUTORIALS – 2/3 PREV NEXT
Procedure slide
Title of slide
Condition or information
Action
Callout
Link to more
information
Memory item
COLICK
RGANIZATION MTHE
TO EDITOF ASTER – 3/3
TITLE STYLE
TUTORIALS PREV BACK
Information slides
Title BACK button
Information
Title BACK button
Information box
PREVENTING
CLICK MASTER FROM
TO EDITIDENTIFIED TITLERISKS
STYLE BACK
(Refer to FCTM for definition and PIR list)
Possibility of injury to the Possibility of damage to the

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

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

complete the initial flight. aircraft may be affected.
FFIRST
IRST FFS
FFS
FFS SAFETY EQUIPMENT FFS COCKPIT FACILITY
i i
A320
A320/A330 XFTDO1FRSTFFS01 – OCT 2018
FFS SFAFETY FFS
IRST EQUIPMENT BACK
 Emergency Stop
 Fire extinguishers
 Escape ropes
 Torch
FFS F
CIRST FFS
OCKPIT FACILITY BACK
 Seat, pedal and armrest adjustments:
• Seat i
• Pedal i
• Armrest i
 Sliding table
 Cockpit lights
 Oxygen masks
 Hand mike, headset, RMP, ACP

FFS F
CIRST FFS
OCKPIT FACILITY
SEAT ADJUSTMENTS BACK
 Move the pedals full forward.

 Move the seat full forward
(Use either mechanical or electrical controls. Get familiar with both.).
 Adjust the seat vertically and horizontally according to sidestick position.
 Both surfaces must be visible by just looking up

and down.
EYE
REFERENCE
PANEL
FFS F
CIRST FFS
OCKPIT FACILITY
PEDAL ADJUSTMENTS BACK
 Put your feet “inside” the pedals.
 Apply full deflection of the pedal, then apply full

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

but there should not be any body movement or sliding
on the seat to achieve that position.
FFS F
CIRST FFS
OCKPIT FACILITY
ARMREST ADJUSTMENTS BACK
HEIGHT ADJUST: Button A
PITCH ADJUST: Button B
HEIGHT
PITCH 1
INDICATION
INDICATION
When your seat is adjusted:
• Position your arm like shown on the picture 1, slide it forward without
moving your wrist.
2
• If the armrest is correctly positioned, your hand should come naturally

around the side stick as shown on picture 2.
CLICK TO EDIT MASTER
GOLDEN TITLE
RULES STYLE
Fly, Navigate, Communicate

GOLDEN RULE #1 In that order, with the appropriate tasksharing.
i
Use the appropriate level of automation

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

GOLDEN RULE #4 expected.
i
A320/A330 XFTDN1GOLDRUL01 – OCT 2018

CLICK
#1 TO
FLY,EDIT MASTER
NAVIGATE TITLE STYLE
, COMMUNICATE BACK
Fly! Navigate! Communicate! The flight crew must perform these three actions in sequence and must use
appropriate tasksharing in normal and abnormal operations, in manual flight or in flight with the AP engaged.
Fly the aircraft (Pitch, bank, airspeed, thrust, sideslip, heading, etc...)
PF
 Achieve and maintain desired targets and flight path.
Fly
Actively monitor the flight parameters

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

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

PF PM Ground crew
To ensure good communication, the flight crew should use standard phraseology and the
applicable callouts.
Always keep in mind the key message: Fly the aircraft! Fly the aircraft! Fly the aircraft!
#2 UTO
CLICK SE THE APPROPRIATE LEVEL OF
EDIT MASTER TITLE STYLE BACK
AUTOMATION AT ALL TIMES
To use the appropriate level of automation at all times, the flight crew must:
Determine and select the appropriate level of automation, that can include manual flight.
Understand the operational effect of the selected level of automation.
Confirm that the aircraft reacts as expected.

C#3
LICK TO EDIT M
UNDERSTAND ASTER
THE FMATITLE
AT ALL STYLE
TIMES BACK
To ensure correct situational awareness at all times, the flight crew must:
Monitor the FMA.
Announce the FMA.
Confirm the FMA.
Understand the FMA.

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

• Managed guidance  Selected guidance, • Challenge the actions of the PF, if
or necessary
• Selected guidance  Manual flying. • Take over, if necessary.
CLICK TO FEDIT
LOWMPASTER TITLE STYLE
ATTERNS
Cockpit Preparation – Overhead Panel FLOW Descent 10 000 FT AAL FLOW
Cockpit Preparation – Center Instrument Panel FLOW After Landing FLOW
Cockpit Preparation – Pedestal FLOW Parking FLOW
Cockpit Preparation – Final Cockpit Prep. FLOW
Departure Briefing FLOW Emergency Descent FLOW
At Pushback/Start Clearance FLOW Rejected Takeoff FLOW
After Start FLOW
Taxi FLOW
Line-up FLOW
Acceleration FLOW
Climb 10 000 FT AAL FLOW
Descent – FMS Preparation FLOW
Arrival Briefing FLOW

REV14
A320 EFTDB0FLOWPAT01 – A320 – JUN 2023
CLICKPTO
COCKPIT EDIT
REPARATION
Cockpit MASTER
Preparation – OVERHEAD
TITLE
– Overhead PANEL NEXT
Panel STYLE BACK
MAINT PANEL…CHECK
PF
1 2 3
AUDIO SWITCHING…NORM
PA…RECEPT
ENG FIRE..CHECK/TEST During the scan sequence,

extinguish all white lights.
MAINTENANCE panel
ALL LIGHTS…….CHECK OFF
ELEC PANEL……..CHECK
BAT………….…..…CHECK
CAPT & PURS/CAPT…AS

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

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

PROBE/WINDOW HEAT…AUTO change: Perform all actions
 Otherwise (transit stop) perform
only actions marked by * in QRH
STROBE ….…………..….…AUTO
* SIGNS …..... ON/AUTO
BEACON ……………….……. OFF
* EMER EXIT LT … ARM
REMAINING EXT LT … AS RQRD
CLICK
COCKPIT Cockpit EDIT M
TO Preparation
PREPARATION ASTER
– –CENTER
Center TITLE STYLEPPREV
INSTRUMENT
Instrument Panel ANELNEXT BACK
PF
3 *A/SKID & NW STRG sw........ON

*ISIS..……CHECK 1
2 *CLOCK..……CHECK/SET
CLICK TOCockpit
COCKPITEDIT MASTER
PREPARATION
Preparation –TITLE STYLE PREV
PEDESTAL
– Pedestal NEXT BACK
PF
SWITCHING PANEL... NORM 2
1 3
ACP.........CHECK ON/SET * ATC................ STBY
*THRUST levers...IDLE
*ENG MASTER levers....OFF
*ENG MODE selector....NORM
COCKPIT DOOR sw......NORM

* PARK BRK handle......AS RQRD * ACCU/BRAKE PRESS.....CHECK
On Center Instrument Panel
GRAVITY GEAR EXTN .........CHECK STOWED

CLICK
COCKPIT Cockpit EDIT –M–FASTER
TOPreparation
PREPARATION INAL
Final TITLE
COCKPIT
Cockpit STYLE
PREPARATION
Preparation PREV NEXT BACK
FINAL COCKPIT
PREPARATION
When both pilots are seated:
PF PM
1 GLARESHIELD
CM1 CM2
1 PF 1
LATERAL
2 CONSOLES
INTRUMENT PANELS
2 PF 2
CTRUCTURE
S LICK TO EDIT
OF THE
Structure of M
theASTER
DEPARTURE
Departure TITLE
Briefing STYLE PREV
BRIEFING NEXT BACK
PF PM
Set Distraction Free Environment
PLAN
• T/O RWY (Intersection)
• SID Designator
• First cleared ALT
• MSA/MORA for climb trajectory
• Extra-fuel & -time
PLAN
• Hotspots of planned taxi route
• Stop-margin for RTO
• EOSID
• Return/Diversion Considerations
• Special Operation
• Non-standard operation
Identified THREATS
Identified THREATS
MITIGATIONS
MISCELLANEOUS
CLICK
AT PTO EDIT
USHBACK
At M/SASTER
TART
Pushback/Start TITLE STYLE PREV
CLEARANCE
Clearance NEXT BACK
PF PM
BEACON sw
WINDOWS 2 2 WINDOWS
3 3
DOORS/SLIDES DOORS/SLIDES
THRUST LEVERS 4 1
ATC
5
PARK BRK handle
CLICK TO EDIT M
AFTER ASTER
After START TITLE STYLE PREV
Start NEXT BACK
PF PM
2 APU BLEED
ANTI-ICE 3
4 APU MASTER SW
5 STATUS 5
NW STEER DISC MEMO
6
4 PITCH TRIM
ENG MODE SEL

1 3 FLAPS
1
GND SPOILERS
2 RUDDER TRIM
CLICK TO EDIT MTTaxi
ASTER
AXI TITLE STYLE PREV NEXT BACK
PM
1 AUTO BRK MAX pb-sw
T.O MEMO 7
2 TERR ON ND
T.O CONFIG 6
WEATHER RADAR 5
3 ATC code/mode
4
ENG MODE selector
CLICK TO EDIT LM
INEASTER
-UP TITLE STYLE PREV
Line-up
NEXT BACK
PF PACK 1 and 2 PM
4
EXTERIOR LIGHTS 3
TAKEOFF RUNWAY TAKEOFF RUNWAY

1 2 3 2
APPROACH PATH APPROACH PATH
CABIN CREW 5
1
TCAS mode selector
CLICK TO EDIT MASTER TITLE STYLE PREV
ACCELERATION
Acceleration NEXT BACK
PM
EXTERIOR LIGHTS 4
3 L/G
GND SPLRS 2 1 FLAP 0

CLICK TOCLIMB
EDIT M10ASTER
10
Climb 000
000 FTFT TITLE STYLE PREV
AALAAL NEXT BACK
PF PM
L & R LAND sel 1

2 SEAT BELTS
3 EFIS OPT
ECAM MEMO 4
NAVAIDS
5 SEC F-PLN
OPT / MAX ALT
CLICK TO EDIT
DESCENT M
– FMS
Descent ASTER
– FMS TITLE STYLE PREV
PREPARATION
Preparation NEXT BACK
Insert lateral and vertical revisions for arrival, as needed.
Navaids selection or deselection. Check the idents on PFDs and

NDs.
NAV ACCURACY monitoring during descent.
DES, APPR and GO AROUND pages to complete.

PERF APPR page: An erroneous entry of OAT or QNH may lead to undue
emergency descent (wrong Cabin Pressure Control (CPC) segment computation).
Check extra fuel to evaluate holding possibilities at destination.
Copy active F-PLN and revise the SEC F-PLN according

circumstances: alternative approach, circling, etc…
CSLICK TOStructure
EDIT
TRUCTURE M
OF of
THE ASTER
the ARRIVAL
Arrival TITLE
Briefing STYLE PREV
BRIEFING NEXT BACK
PF PM
PLAN
• MORA/MOCA/MSA for planned
trajectory
• STAR
• Type of APP
• MINIMUM
• G/A TRAJECTORY
PLAN
• Guidance for APP
• Landing FLAP setting
• Stop-margin
• Use of Reverse
• Use of Autobrake
• Planned RWY Exit
• Hotspots for taxi-in
• Special operation
Identified THREATS
Identified THREATS
MITIGATIONS
MISCELLANEOUS
CLICK TO EDIT
DESCENT M10
Descent ASTER
10 000
000 FTTITLE
FT AAL AAL STYLE PREV NEXT BACK
PF PM
L & R LAND sel 1 SEAT BELTS

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

NAV ACCY
3 RADIO NAV
5
6 ENG MODE sel

AFTER
After LANDINGTITLE STYLE PREV
Landing NEXT BACK
PF PM
ANTI-ICE 7 APU
6
EXTERIOR LIGHTS
2
GROUND
1 SPOILERS
RADAR
1 5 TCAS / ATC
PREDICTIVE 2 4
WINDSHEAR FLAPS
3
ENG MODE selL
CLICK TO EDITPM ASTER TITLE STYLE PREV
ARKING
Parking NEXT BACK
PF 3 FUEL PUMPS PM
ANTI-ICE APU BLEED pb-sw

1 2
EXTERIOR LIGHTS 4 6 SEAT BELTS sw
5
SLIDES
1 ACCU PRESS
ALL ENG MASTER LEVERS 3
PARK BRAKE handle

2
CLICK TOEMERGENCY
EDIT MASTER
Emergency DESCENT
Descent TITLE STYLE PREV NEXT BACK
PF PM
1 1
CLICK TO REDIT MASTER
EJECTED
Rejected TAKEOFF
Takeoff TITLE STYLE PREV BACK
CAPT F/O
“STOP !”
« REVERSE GREEN »
1
« ECAM ACTIONS » « DECEL »
4 2
3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1 WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
PA: « ATTENTION! CREW AT STATION »
3 3
4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED 2
PARKING BRAKE ON
CLICK TO IFRMCASTER
EDIT HARTSTITLE STYLE
SUMMARY
Summary of IFR chart pages:
I. General………….…… i
II. Arrival………….…….. i
III. Departure………………i
IV. STAR………………… i
V. SID…………………… i
VI. Airport………………….i
VII. Initial Approaches…… i
VIII. Final Approaches…… i
A320/A330 XFSNN1E00NAVC01 – JUL 2020

MAIN
MENU CLICK TOGENERAL
EDIT MIASTER TITLE
NFORMATION STYLE BACK
General Information
Radar Minimum Altitude

i
MAIN
MENU CLICK TOGENERAL
EDIT MIASTER TITLE
ATIS
Frequency
Other General
Information
MAIN
MENU CLICK TO
RADAR MM
EDIT ASTER
INIMUM TITLE STYLE
ALTITUDE BACK
Header
i
Altitude
Chart
i
MAIN
MENU CLICK TO
RADAR MM
EDIT ASTER
INIMUM TITLE STYLE
ALTITUDE BACK
SHOW INFORMATION i
MAIN
MENU CLICK TO
RADAR MM
EDIT ASTER
INIMUM TITLE STYLE
ALTITUDE BACK
Airport Transition
Elevation Altitude
Chart Title
HIDE INFORMATION i
MAIN
MENU CLICK TO EDIT MASTER
ALTITUDE TITLE
CHART STYLE BACK
SHOW INFORMATION i
MAIN
ALTITUDE TITLE
CHART STYLE BACK
Minimum
Altitude on the
Red Area
Minimum
Altitude on the
Orange Area
Highest Terrain
on the Chart
HIDE INFORMATION i
MAIN
MENU CLICK TO EDIT MIASTER
ARRIVALS TITLE
On this page of IFR CHARTS, you will find specific information about arrivals.
SHOW INFORMATION i
MAIN
MENU CLICK TO EDIT MIASTER
ARRIVALS TITLE
On this page of IFR CHARTS, you will find specific information about arrivals.
Specific
Information for
Arrival Operations
HIDE INFORMATION i
MAIN
DEPARTURE TITLE
INFORMATION STYLE BACK
On this page of IFR CHARTS, you will find specific information about departures.
Noise Abatement
Departure Procedure
Other Departure
Information
MAIN
MENU CLICK TO EDIT MASTER TITLE STYLE
STAR BACK
STAR = STandard ARrival
STAR Charts
RNAV STAR Charts Standard STAR Charts

i i
MAIN
MENU CLICK TORNAV MASTER
EDIT STAR TITLE
CHARTS STYLE BACK
Header
RNAV STAR
Information
i
RNAV STAR
Chart
i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
MASTER TITLE STYLE BACK
RNAV STAR INFORMATION
Arrival
Runway
Concerned
Additional
Information
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
RNAV STAR CHART
ESISI Arrival i
NETRO Holding i
SHOW INFORMATION i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
RNAV STAR CHART – ESISI ARRIVAL
Follow heading
159° for 38 nm…
…then,
turn right heading
208° for 17 nm.
Waypoints with
Constraints
FLY-OVER WPT
FLY-BY WPT
HIDE INFORMATION i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
RNAV STAR CHART – NETRO HOLDING
Holding
HIDE INFORMATION i
MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
RNAV STAR CHART
Follow heading
159° for 38 nm…
…then,
turn right heading
208° for 17 nm.
Holding
Constraints
Information
FLY-OVER WPT
FLY-BY WPT
HIDE INFORMATION i
MAIN
MENU CLICK TO EDIT MSTAR
STANDARD ASTER TITLE STYLE
CHARTS BACK
Header
STAR MSA
Information i
i
STAR
Chart
i
MAIN STANDARD
CLICK TO EDIT MSTAR
ASTERCHARTS
TITLE STYLE BACK
MENU
STAR INFORMATION
Arrival Reference
Runway
Concerned
Additional
Information
MAIN STANDARD
CLICK TO EDIT MSTAR
ASTERCHARTS
TITLE STYLE BACK
MENU
MINIMUM SECTOR ALTITUDE
Minimum Sector Altitude = 3000 ft.

With 2500 ft for the 10 first inner nautical miles.
25 nm circle centered around TOU VOR.

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

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

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

during 23 nm
Minimum
Altitudes
then,
Holding
turn right heading

266° for 21 nm.
HIDE INFORMATION i
MAIN
MENU CLICK TO SIDMCASTER
EDIT HARTS TITLE STYLE BACK
SID = Standard Instrument Departure
SID Charts
RNAV SID Charts Standard SID Charts

i i
MAIN
MENU CLICK TO RNAV
EDIT MASTER
SID TITLE
CHARTS STYLE BACK
Header
RNAV SID
i
MAIN
MENU CLICK TO RNAV
EDIT MASTER
SID TITLE
CHARTS STYLE BACK
Altitude/Speed
Constraints
Departure
Trajectory
Climb gradient
Constraints
Initial Level
Clearance
MAIN
STANDARD TITLE
SID CHARTS STYLE BACK
Header
Standard
SID Charts
i
SID Procedure
Description
MAIN
STANDARD TITLE
MEN 5H Departure i
MAIN
STANDARD TITLE
Follow
heading At BISBI WPT, turn left
323° until heading 043°
TOU VOR
Turn right heading 065°
Minimum
Performances
required for these
Departures
HIDE INFORMATION i
MAIN
AIRPORT TITLE
CHARTS STYLE BACK
Airport Charts
Gates Coordinates Airport Chart

i i
MAIN
MENU CLICK TOGEDIT
ATES MASTER TITLE
COORDINATES STYLE BACK
Gates
Coordinates
MAIN
AIRPORT TITLE
CHARTS STYLE BACK
Header
Communication
Frequencies
Airport Plan
i
Additional Runway
Information
i
MAIN
MENU CLICK TO EDIT
AIRPORT MASTER
CHARTS TITLEPLAN
- AIRPORT STYLE BACK
SHOW INFORMATION i
MAIN
MENU CLICK TO EDIT
AIRPORT MASTER
CHARTS TITLEPLAN
- AIRPORT STYLE BACK
Runway
Elevation
Runway
Length
Runway QFU
Taxiway Name
HIDE INFORMATION i
MAIN
MENU CLICK
AIRPORT TO EDIT
CHARTS MASTERRUNWAY
- ADDITIONAL TITLE STYLE
INFORMATION BACK
SHOW INFORMATION i
MAIN
MENU CLICK
AIRPORT TO EDIT
CHARTS MASTERRUNWAY
- ADDITIONAL TITLE STYLE
INFORMATION BACK
PAPI Runway
Information Length/Width
Low Visibility
Procedure
Information.
Runway Visual Range (RVR)

HIRL: High Intensity Runway Light
CL: Center Light
Distances between two lights:
HIRL: 60m; CL: 15m
HIDE INFORMATION i
MAIN
APPROACH TITLE
PROCEDURE STYLE BACK
ILS or LOC RNAV (GNSS) VOR VPT
Initial Initial Initial

Approach
Approach Approach Approach
i i i i
Final Final Final

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

MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
LATERAL PROFILE – FINAL APPROACH
Vertical Profile
HIDE INFORMATION i
Click to play the animation
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
LATERAL PROFILE – FINAL APPROACH
Vertical Profile
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MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
LATERAL PROFILE – MISSED APPROACH
Holding after the

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

Missed Approach
Procedure
HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
MENU BACK TO LATERAL PROFILE
VERTICAL PROFILE
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MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
MENU BACK TO LATERAL PROFILE
VERTICAL PROFILE
Go-Around Immediate
Trajectory Reminder
ILS Glide-Slope
or
Descent Angle
Minima and RVR

Related to Aircraft
Category and
Approach Type
Circle-to-Land
References Minima
(LACTF: Large Aircraft)
HIDE INFORMATION i
MAIN
MENU CLICK
RNAV EDIT M–ASTER
TO(GNSS) INITIAL TITLE STYLE
APPROACH BACK
Header
Approach
Information
i
Initial Approach
Chart
i
Final Approach i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
INITIAL TITLE
APPROACH
STYLE BACK
MENU
To Compare with PFD

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

MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
FINAL APPROACH
IF
Platform
Altitude
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MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
FINAL APPROACH
IF
Platform
Altitude
HIDE INFORMATION i
MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
MISSED APPROACH PROCEDURE
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MAIN RNAV
CLICK TO(GNSS)
EDIT M–ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
MISSED APPROACH PROCEDURE
HIDE INFORMATION i
MAIN
MENU CLICK TO
VOREDIT MASTER
– INITIAL TITLE
APPROACH STYLE BACK
Header
Initial Approach
Chart
i
Final Approach i
MAIN
MENU CLICK TO
VOREDIT MASTER
– INITIAL TITLE
APPROACH STYLE BACK
NETRO Approach i
Approach constraints i
SHOW INFORMATION i
MAIN VOR
CLICK TO – INITIAL
EDIT MASTERAPPROACH
TITLE STYLE BACK
MENU
NETRO APPROACH
Follow 12 nm TOU
DME ARC
Final Approach
i
HIDE INFORMATION i
MAIN VOR
CLICK TO – INITIAL
EDIT MASTERAPPROACH
TITLE STYLE BACK
MENU
APPROACH CONSTRAINTS
Required Instrument
for this Approach
Constraints
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MAIN
MENU CLICK TO
VOREDIT MASTER
– INITIAL TITLE
APPROACH STYLE BACK
Required Instrument
for this Approach
Follow 12 nm TOU
DME ARC
Constraints
Final Approach
i
HIDE INFORMATION i
MAIN
MENU CLICK TO
VOR – FM
EDIT ASTER
INAL TITLE
APPROACH STYLE BACK
Identical to VOR/ILS Final Approach
Constant Descent
Final Approach
i Initial approach
MAIN
MENU CISUAL
V LICKMTO EDIT MW
ANOEUVRING ASTER TITLE STYLE
ITH PRESCRIBED TRACKS BACK
SHOW INFORMATION i
MAIN
MENU CISUAL
V LICKMTO EDIT MW
ANOEUVRING ASTER TITLE STYLE
ITH PRESCRIBED TRACKS BACK
Airport
Elevation
Go-Around
Trajectory
Approach
Trajectory
Missed Approach
Directives
Minima and RVR
HIDE INFORMATION i
COMPUTERIZED TITLE
FLIGHT STYLE
PLAN
Operational data i
Alternate Airport i
Fuel Calculation i
A/C Estimated Weights i
Flight Plan Route

Time & Fuel Records
i
Navigation Log i
XFSNN1E00CPLN01 – OCT 2018

CLICK TO EDIT MASTERDATA
OPERATIONAL TITLE STYLE BACK
Aircraft Type Mach Number Route
Call Sign Average wind component

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

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

CLICK
GROUND MASTER
TO EDITMILES TITLE
& AIR STYLE
MILES BACK
Trip distance to be compared with the

MCDU F-PLN Page
Nautical Air Miles (NAM) is

the ground distance (NM)
corrected by the wind effect
In the example :
GROUND distance = 200 NM
Wind -100 KT
AIR distance = 257 NM
CLICK TO FUEL
EDIT MASTER TITLE
PLANNING STYLE BACK
How to calculate Total Fuel (Q) for the flight ?
Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX
DEST = Trip Fuel (TF)*

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

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

CLICK TO NAVIGATION
EDIT MASTER TITLE
LOG STYLE BACK
WIND Ground / Air Distance from previous waypoint

Outside Air Temp / Shear Remaining Ground / Air Distance to destination
i
Waypoints
Airways
Flight Level Estimated Time to reach the waypoint

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

Ground Speed Out True / Magnetic Track
CLICK TO NAVIGATION
EDIT MASTER TITLE
LOG STYLE BACK
This is the flight route:

- The aircraft reaches its top of descent (TOD) 1 minutes after GAI.
- The remaining air distance at the TOD is 119 Nautical Miles to destination.
- The outside temperature is -47 degrees (M=Minus), and the wind at FL310 is
coming from 278 degrees at 33 knots.
- According to the flight plan, the aircraft should still be carrying 3 tons of fuel at this
point.
CLICK TO NAVIGATION
EDIT MASTER TITLE
LOG STYLE BACK
Records
Based on actual takeoff time => e.g. 13:00
Estimated Time to be filled

after takeoff 13:00
13:11
13:12 0.4 4.1
Actual Time & Fuel data to be filled
when passing the waypoint
13:16
13:17
13:34
13:39
14:00
ALTERNATE TITLE
AIRPORT STYLE BACK
Marseille-Provence (LFML) is offered as alternate to Montpellier-Méditerranée (LFMT).
To land at Marseille-Provence, the aircraft has to fly an additional 180

nautical miles, which will take an estimated 35 minutes.
The aircraft will fly at FL280 and need around 1 446 kilos of fuel to reach
the airport.
50VU
HIGH VOLTAGE INSIDE
CVR
OXYGEN COM COM HEAD SET
CREW CIDS
OXY PASSENGER DEU A ESS
SPLY CTL & WARN ACTUATION L FWD R FWD L AFT R AFT HF1
HA 3 3 3 3 3 3 3 3 71/
2 7 1/
2 7 1/
2 71/
2 5 HA
OXYGEN SVCE INT AVIONICS
TMR RESET OVRD COMPT LT
COM LIGHTING ELEC NAV
CIDS XFMR ICE IND EMER LT AC BUS FAULT A
FWDATTND PNL 115V . 5V & STBY CKPT LT 8XP ADF U
ESS ESS BUS COMP LT CABIN DOME CTL MONG 1 ON ON ON T
O
H 3 5 3 7 1/
2 7 1/
2 3 3 3 3 3 H HYD
BLUE PUMP LEAK MEASUREMENT VALVES
OVRD G B Y
COM ACP CAPT ACP F/O NAV
CIDS SELCAL BITE
DIR ESS DEU B INT1 AUDIO INT2 AUDIO INT VHF RMP ATC MMR VOR DME
1 2 ESS AVNCS 3&5 OCCPNT 1+2 1 1 1 1 1 1
ON OFF OFF OFF
ON
ELT ON G 5 5 71/
2 3 3 3 10 3 5 3 3 3 G
APU ENG
ARMED AUTO EXTING 1 FADEC GND PWR 2
FWS SDAC NAV & PROBES NAV TEST RESET
TEST/RESET 1 2 1& 2 ADIRU 1 ADIRU 3 CAPT CLOCK VOR/
FWC1 26VAC SYNC 1 28VDC &AOAT SW1G LOUD NORM STBY DME
SPLY AC ESS BUS SPLY ESS BUS 115VAC 28VAC SPLY SPKR SPKR INST RMI OK
ON ON ON
STRIKE CHAIN
TOP 1
F 3 3 3 3 3 3 3 3 3 3 3 3 F
CKPT DOOR CONT
MID 2 EIS COM
ECAM DU DMC3 ECAM
ND CAPT PFD CAPT UPPER DMC3 DMC1 STBY DMC1 CTL CVR
SPLY SWTG SPLY SWTG SPLY SWTG SWTG SWTG SPLY SPLY PNL CTL SPLY
BOT
E 5 3 5 3 5 3 3 3 3 5 3 3 3 E
54VU
ANTI ICE AIR COND AIRBLEED HYD
READING LT RAIN PROBES TEMP TEMP CTL CAB RAM XFEED
RPLNT PITOT PHC AOA AVNCS VENT CTL SYS1 CHAN B PRESS AIR ENG 1 VALVE RAT
CAPT 1 1 1 CTL IND 28 VDC CTLT INLET MONO CTL BAT CTL
D 3 3 3 7/1
2 3 7/ 1
2 3 10 3 3 3 3 3 5 D
OFF BRT
ANTI ICE AIR COND L/G HYD
CIDS AFT CARGO ABCU & HYD HYD PWR FIRE VALVE
WING SDF VENT & HTG LGCIU Y BRK PRESS B WARN G Y
MONG CTL DIR1 ESS DIR2 ESS CTL & MONG SYS1 PRESS IND XMTR & CTL ENG1 ENG2
53VU C 3 3 5 5 3 7/
1
2 3 3 3 3 3 C
AUTO FLT FLIGHT CONTROLS APU

SLT FLP SEC1 THS ELAC1 SLT FLP FUEL
MCDU FMGC FAC 1 CTL & MONG NORM ACTR FCDC1 NORM 1 POS BLOW OFF
1 1 26VAC 28VDC SYS1 SPLY MOT2 SPLY SPLY IND PUMP
B 3 7/ 1
2 3 10 3 7/ 1
2 7/ 1
2 7/ 1
2 5 3 7/ 1
2 3 3 B
54VU
ENGINE FUEL
1&2 1 2 1 2 LP VALVE XFR VALVE1 X FEED FQI SMOKE READING LT
1 2 IGN FADEC A FIRE DET MOT1 WING VALVE CHAN CONFIG
HP FUEL SOV SYS A & EIU1 & EIU2 LOOP A LOOP B ENG1 ENG2 L R MOT1 1 PUMP CTL
A
3 3 5 15 15 3 3 3 3 3 3 3 3 3 A
OFF BRT
1 2 3 4 5 6 7 8 9 10 11 12 13 14
NEXT DATA LOADING SELECTOR

TOILET
OCCPD
AUDIO SWITCHING S
ON
NORM PREV Y
S
CAPT F/O OFF
3 3
SEL CTL
GND HF 56VU
DATALINK
OVRD
COCKPIT
PA DOOR VIDEO CALL CALL CALL CALL CALL MECH ATT
IN USE VHF1 VHF2 VHF3 HF1 HF2 INT CAB
OFF
INT
ON PA
VOICE RESET
RAD
ADIRS 26VU VOR1 VOR2 MKR LS ADF1 ADF2
ON BAT APU 45VU

AGENT 1 AGENT 2 AGENT 1 AGENT 2
ENG 1 ENG 2
IR1 IR3 IR2 F SQUIB SQUIB FIRE SQUIB SQUIB F ACTIVE STBY/CRS
FAULT FAULT FAULT I DISCH DISCH DISCH DISCH I
OFF OFF OFF R FIRE
PUSH
FIRE R ACARS 118.000
E TEST
TEST
TEST E
PUSH PUSH
NAV NAV NAV SQUIB VHF1 VHF2 VHF3 LOAD
ATT ATT ATT DISCH AGENT
HF1 SEL HF2 AM
OFF OFF OFF
GREEN BLUE YELLOW 40VU STBY NAV
ON
PTU
NAV VOR ILS GLS MLS ADF
RAT MAN ON OFF
ADR1 ADR3 ADR2 A
H ENG 1 PUMP
ELEC PUMP FAULT U ENG 2 PUMP
ELEC PUMP H
FAULT FAULT FAULT OFF T
OFF OFF OFF Y A
O FAULT Y
FAULT FAULT U FAULT
D T ON D
OFF OFF O OFF
X FEED
ENG 1 APU ENG 2
F OPEN
F
U ON U
FLT CTL 23VU E CTR TK CTR TK
E
L TK PUMPS R TK PUMPS
ELAC 1 SEC 1 FAC 1 L 1 2 L XFR MODE SEL R XFR 1 2 L
FAULT FAULT FAULT A
FAULT FAULT FAULT FAULT U FAULT FAULT FAULT
OFF OFF OFF OFF OFF OFF MAN T OFF OFF OFF
O
COMMAND EVAC 21VU COMMERCIAL

DC BUS 1 BAT 1 1 BAT 2 BAT 2 DC BUS 2 35VU
HORN SHUT OFF CAPT & PURS
FAULT FLT CTL 24 VU
27.8 v 27.9 v
FAULT AC ESS FEED
EVAC ELAC 2 SEC 2 SEC 3 FAC 2
OFF OFF OFF
ON FAULT FAULT FAULT FAULT FAULT
GALY & CAB
CAPT E AC BUS 1 AC ESS BUS ALTN AC BUS 2 E OFF OFF OFF OFF
A
EMER ELEC PWR L FAULT U
BUS TIE
L
RAT T
EMER GEN TEST
&
MAN ON E OFF
O A E
GEN 1 LINE EMER GEN
C IDG 1 GEN 1 APU GEN
U
EXT PWR GEN 2 IDG 2 C CARGO HEAT 22 VU
T
SMOKE FAULT A OFF HOT AIR AFT ISOL VALVE
U O
OFF T FAULT FAULT AVAIL FAULT FAULT FAULT
O FAULT FAULT
OFF OFF ON OFF OFF OFF
GPWS AFT
G/S FLAP LDG
TERR SYS MODE MODE FLAP 3 PACK FLOW COCKPIT FWD CABIN AFT CABIN 30VU
NORM HOT AIR
FAULT FAULT
LO HI
OFF OFF OFF OFF ON FAULT
A A COLD HOT
OFF
RCDR I I DISCH
CARGO SMOKE
DISCH
GND CTL CVR ERASE CVR TEST
R COLD HOT COLD HOT COLD HOT R FWD TEST AFT
A PACK 1 PACK 2
U SMOKE SMOKE
X BLEED
ON T
O C FAULT PACK 1 PACK 2 FAULT C DISCH DISCH
O OFF OFF O
AUTO
MASK MAN ON
OXYGEN N ENG 1 BLEED START RAM AIR GND HP APU BLEED START ENG 2 BLEED N VENTILATION
PASSENGER CREW D SHUT OPEN D BLOWER EXTRACT CAB FANS
SUPPLY FAULT FAULT FAULT
A A
OFF ON OFF FAULT U FAULT U
A SYS ON ON T T
U OVRD O OVRD O OFF
T OFF
O
ENG
CALLS EMER
ANTI ICE PROBE/WINDOW CABIN PRESS LDG ELEV 25VU MAN START
WING ENG 2 HEAT MAN V/S CTL MODE SEL AUTO DITCHING 1 2
ENG 1 -2
MECH FWD AFT 0
UP A 14
CALL FAULT FAULT FAULT A FAULT U 2
U
ON ON ON ON T ON T 12
ON O O 4 ON ON ON
DN 10
8 6
RAIN RPLNT WIPER EXT LT APU OVHD INTEG LT ICE IND & INT LT WIPER RAIN RPLNT
OFF STROBE BEACON WING NAV & LOGO STBY COMPASS DOME ANN LT OFF
ON ON ON 2 BRT TEST
SLOW MASTER SW SLOW
A DIM BRT
U 1
T FAULT
O OFF OFF DIM
OFF BRT
FAST ON FAST
OFF OFF OFF OFF NO PORTABLE
RWY TURN OFF SEAT BELTS ELEC DEVICE SIGNS
ON LAND START ON ON EMER EXIT LT
L R NOSE A ON
ON
T.O AVAIL U ARM
T
OFF TAXI ON O OFF OFF
OFF
OFF RETRACT OFF OFF
SPD HDGTRK LAT ALT LVL / CH V/S
131 VU CSTR WPT VOR.D NDB ARPT --- --- HDG V/S
7000 ----- ARPT NDB VOR.D WPT CSTR
QNH QNH
CHRONO ROSE NAV CHRONO
1015 ROSE NAV 40 HDG V/S 100 1000 UP
40
80 VOR ARC 1015
VOR ARC 20 80 20
MASTER TRK FPA MASTER
PUSH
WARN inHg hPa SPD METRIC TO 10 160 LS PLAN inHg hPa WARN
LS PLAN 10 160 MACH ALT LEVEL
OFF PULL SIDE STICK PRIORITY
SIDE STICK PRIORITY PULL AP1 AP2
STD 320 320 STD
DN 1 2
AUTO 1 2 AUTO
MASTER F/O MASTER
LAND CAUT CAPT ADF VOR LAND
ADF VOR ADF VOR A/THR ADF VOR CAUT
ATC LOC EXPED APPR ATC
FD LS OFF OFF LS FD
MSG OFF OFF MSG
401 VU 400 VU
301 VU LDG GEAR BRK FAN
LIMIT SPD(IAS) 500 VU
VLE 280 KT / M 67 UNLK UNLK UNLK HOT
VLO EXT 250KT FLX ON PULLUP
PULL UP RET 220KT
90.1 %
GPWS RWY ILS APP 1 230KT 6 10
N1
6 10
56 °C 0 TAS ILS APP 1990325º MAN SRS RWY 1FD2
GPWS
MAN SRS 1FD2 GS 0 TAS 1990325º VFE 1+ F 215KT
AUTO BRK A/SKID &
GS
FLX +56
FLX +56 NAV 2 200KT % 3.6 NM CLB NAV
PFD/ND
CLB A/THR
32 33 34
3.6 NM
14:02
3 185KT 90.1 90.1 LO MED MAX N/W STRG
31
32 33 34 14:02
A/THR
PFD/ND
PFD ND 31 ND PFD
30
FULL 177KT
30 35
XFR 35 DECEL DECEL DECEL ON 7000 XFR
7000 6 6
151 010 2 0 EGT ON ON ON
29
0 151 010 2
148 1 29 730 °C 730 OFF 148 1

OFF BRT OFF BRT TN TN OFF BRT OFF BRT
060 BUGS -TEST- LS 97.3 N2 97.3 060
TRAFFIC % 10 10 TRAFFIC
LOUD SPEAKER CONSOLE/FLOOR SELECTOR 10 10 FF SELECTOR CONSOLE/FLOOR LOUD SPEAKER
BRT
3500 3500 BRT
40 KG/H TERR ON ND 040 40
040
DIM 20 + 60 010
RST CHR CHR 20 DIM
10
5 00
5 00
00: 00
OFF 40 S F OFF
OFF MAX 80 500 ON 80 OFF MAX
FOB: 6700 KG 2 MIN SEC
TOU 10
UTC
GPS
15 TOU 15
BKUP 15 15 INT BKUP
17: 05 00
SPD/ALT 000 SET SPD/ALT
T.O AUTO BRK MAX T.O INHIBIT SET TERR
10 10 WX+T+H 1015
SIGNS ON LDG LT
DATE HR/MO MIN/DY SEC/Y 10 10 025
RUN 1
1 1990
00: 05
0'00" 1990 SPLRS ARM STP 0'00" 013
000
ON
2 000 2
LFBO TERR ON ND ATT RST BARO FLAPS T.O LFBO 2 2 ON
6 VOR1 ADF2 HR ET MIN
RST VOR1 32L ADF2 6
32L T.O CONFIG NORMAL
TOU TN TOU TN QNH 1015
QNH 1015 M M M M
0 31 32 33 34 3 4.6 NM ON 4.6 NM 0 31 32 33 34 3
ENGINE UP
F .USED
207 KG 215
OIL
14.0 QT 14.0 ACCU PRESS
0 4
3 3
45 PSI 45 1 1
0
65 °C 65 BRAKES
DOWN PSIX1000
1.6 VIB N1 1.6

0.3 N2 0.3
BRT
PRINT BRT
DIM ACTIVE ATC : LFBO CTL
DIM PRINT
ACTIVE ATC : LFBO CTL
MSG- PGE-
MSG- PGE-
MSG+ PGE+
MSG+ PGE+
TAT +10 °C GW 54700 KG

SAT +10 °C 17 H 05
ISA -5 °C
FM 1 IND RDY FM 2
SWITCHING 135VU FM 1 IND RDY FM 2
ATT HDG AIR DATA EIS DMC ECAM / ND XFR

1234 TAKE OFF RWY 32L NORM NORM NORM NORM 1FROM 6789012345 AIB101 2
1V1 45 FLP 9RETR 4567890 4 CAPT F/O CAPT F/O CAPT F/O CAPT F/O 123456789 UTC 34 SPD/ALT 234
148 4567 F= 148 678678901 3 3 3 3 3 3 LFBO32L 81705 34 151/ 901 500
1VR 45 SLT 9RETR 45 TO 8SHIFT 4 1LFB323 89 BRG325 º 78 4NM 234 4
151 4567 S= 191 6786 [M] [12]* 1990 5678 1711 34 176/ 90 1990
1V2 55678 CLEAN 45 FLAPS/THS 123456789 TRK329 º 78 201234
151 4567 O= 208 67867 2/UP0.0 TOU 45678 1712 34 250/ 90 2860
TRANS 6ALT 01 DRT 5TO-FLX 2TO 1(SPD) 78901234567 14 01234
5000 5678901234567889 F56 4 (LIM) 678 1715 3*250/ 9FL100
THR 4RED/ACC 23 ENG 7OUT 1ACC 123456789 TRK329 678 201234
12000/2000 1234567890 2000 AGN 45678 1729 34 308/ 9FL146
12345 67890123456789 NEXT 4 ECAM T.O EMER 1DEST 6789 UTC 34 DIST 90 EFOB
123456 789012345678 PHASE> UPPER DISPLAY CONFIG CANC LFPO26 78 1755 345 366 901 6.7 ENG
123456789012345678901234 1234567890123456789012 MAN START N1 MODE
1 2 1 2
ENG BLEED PRESS ELEC HYD FUEL
OFF BRT
DIR PROG PERF INIT DATA LOWER DISPLAY ALL DIR PROG PERF INIT DATA
BRT APU COND DOOR WHEEL F/CTL BRT
ON ON ON ON
RAD FUEL SEC ATC MCDU DIM RAD FUEL SEC ATC MCDU DIM
F-PLN F-PLN
NAV PRED F-PLN COMM MENU NAV PRED F-PLN COMM MENU
CLR STS RCL CLR
AIR OFF BRT AIR
PORT PORT
A B C D E A B C D E
F F G H I J M F F G H I J M
A C A C
I D I D
L K L M N O U L K L M N O U
M M
F 1 2 3 E F 1 2 3 E
M P Q R S T N M P Q R S T N
U U
4 5 6 4 5 6
U V W X Y U V W X Y
7 8 9 7 8 9 1.4 1.4
1.2 1.6 1.2 1.6
FLX
EPR 1.296
Z / Z /
OVFY OVFY
0 /-
+
SP CLR 0 +
/- SP CLR
1 1.296 1 1.296
ACTIVE STBY/CRS ACTIVE STBY/CRS

FF KG/H EGT FF KG/H
3040 464 °C 464 3040
118.100 129.300 4
UP
TO TO
4
UP
118.020 101.750 10 N1 10
GA GA
N2 % 4 4 N2 %
%
VHF1 VHF2 VHF3 LOAD VHF1 VHF2 VHF3 LOAD 82.6 82.6
CG 3 3 CG 89.0 89.0
10.5 UP FLX FLX UP 10.5
17 MCT MCT 17 S F
HF1 SEL HF2 AM HF1 SEL HF2 AM
2 2 FOB: 6700 KG 2
STBY NAV STBY NAV
ON UP CL 45 CL UP ON
CG CG
A/THR
A/THR
NAV ILS 20 20 NAV ILS

VOR GLS MLS ADF 40 VOR GLS MLS ADF T O AU TO BRK T.O INHIBIT
OFF OFF SIGNS ON IGNITION
1 35 1 SPLRS ARM LDG LT
CG UP UP CG FLAPS T.O
30
CALL CALL CALL CALL CALL MECH ATT 25 25 CALL CALL CALL CALL CALL MECH ATT T.O CONFIG NORMA L
VHF1 VHF2 VHF3 HF1 HF2 INT CAB 25 VHF1 VHF2 VHF3 HF1 HF2 INT CAB
0 0
0 0
20
CG CG
30 30
REV
REV
15
INT INT
ON ON ENGINES
VOICE RESET PA 1 10 1
VOICE RESET PA F.USED
RAD CG
DN DN
CG RAD 80 KG 80
5
VOR1 VOR2 MKR LS ADF1 ADF2 35 35 VOR1 VOR2 MKR LS ADF1 ADF2
0 OIL
2 FULL FULL 2 14.0 QT 14.0
DN DN
CG CG
DFDR 112VU
CAPT DISPLAY WXR/PWS F/O DISPLAY 40 40
1 43 FLOOD LT AIDS
3 3 43 PSI
OFF
ALL
OFF
2
OFF
ALL PED PRINT EVENT 90 90
DN DN
WX WX
WXR
WXR
145 °C 145
PATH PATH
MAP WX TURB HZD MAP WX
ELEVN ELEVN OFF BRT 0.8 VIB N1 0.8
GAIN AUTO
1.2 N2 1.2
UP UP
MASTER 1 ENG MASTER 2 STBY AUTO ON ATC FAIL NAC
2606
MIN MAX ON
ENG ENG ON
°C
TCAS
1 2 1 2 3
ATC
111VU 0 400
FLOOD LT INTEG LT OFF MODE OFF
1 2
MAIN PNL MAIN PNL & PED NORM IDENT
IGN / 4 5 6 TAT +25 °C GW 50000 KG
CRANK START SAT +25 °C
OFF ON ALL ABV STBY TA TA/RA
13 H 28
FIRE FIRE ISA +10 °C
OFF BRT OFF BRT 7 0 CLR THRT BLW
FAULT FAULT ALT RPTG
1 2
GND SPLRS ARMED 114VU
408
IAE engines
0 0
RET RET
VU
1 1
SPEED
BRAKE 1/2 1/2 2 2 FLAPS
RUD TRIM
L 0.0
+- NOSE NOSE
20° L R 3 3
FULL FULL
RESET FULL FULL
COCKPIT DOOR
VIDEO
UNLOCK
OPEN
NORM OFF
FAULT PARKING BRK
LOCK PULL & TURN
PARK BRK
GEAR
GEAR
GRAVITY
GEAR
EXTN
PULL SLEW
&
TURN
A320 TAKEOFF
FOR TRAINING ONLY
UJL15421-06
REF: UJL15421
OCTOBER 2019
CLICK C
TO EDIT M
OCKPIT PASTER TITLE STYLE
REPARATION
COCKPIT
PREPARATION
SOP
CM1 PF FLOW
FINAL COCKPIT DEPARTURE
PREPARATION BRIEFING
SOP
SAFETY EXTERIOR PRELIMINARY EXTERIOR SOP
CM2 INSPECTION COCKPIT PREP PM WALKAROUND
FLOW
(Follow QRH) (Follow QRH)
Do not pressurize any hydraulic

system without clearance from
ground personnel.
A320 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. EFTDB1COCKPRE01 – OCT 2022
CLICK TO EDIT MPASTER
COCKPIT TITLE STYLE
REPARATION BACK
COCKPIT
PREPARATION
PF OVERHEAD PANEL
1 1 SOP
FLOW
CENTER
INSTRUMENT PANEL
2
SOP
FLOW
PEDESTAL
3 SOP
2 FLOW
4 FMS PREPARATION
4
SOP
3
© AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO CEDIT
OCKPIT PREPARATION
OVERHEAD PANEL
MAINT PANEL…CHECK
PF
1 2 3
AUDIO SWITCHING…NORM
PA…RECEPT
ENG FIRE..CHECK/TEST During the scan sequence,

extinguish all white lights.
MAINTENANCE panel
ALL LIGHTS…….CHECK OFF
ELEC PANEL……..CHECK
BAT………….…..…CHECK
CAPT & PURS/CAPT…AS

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

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

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

*ISIS..……CHECK 1
2 *CLOCK..……CHECK/SET
CLICK TO CEDIT
OCKPIT PREPARATION
PEDESTAL
PF
SWITCHING PANEL... NORM 2
1 3
ACP.........CHECK ON/SET * ATC................ STBY
*THRUST levers...IDLE
*ENG MASTER levers....OFF
*ENG MODE selector....NORM
COCKPIT DOOR sw......NORM

* PARK BRK handle......AS RQRD * ACCU/BRAKE PRESS.....CHECK
On Center Instrument Panel
GRAVITY GEAR EXTN .........CHECK STOWED
CLICK TO CEDIT
OCKPIT PREPARATION
FMGS PREPARATION
PF PM
*FMGS....................................................PREPARE
On MCDU, “D-I-F-R-I-P”:
CHECK
1. STATUS PAGE
FILL:
2. INIT A PAGE
3. F.PLN A PAGE i
4. SEC F.PLN PAGE
5. RAD NAV PAGE
6. INIT B PAGE
7. PERF PAGES
i *FMGS PREPARATION.................CROSSCHECK
EFB/MCDU GREEN DOT......................COMPARE
CLICK TO CEDIT
OCKPIT PREPARATION
MASTER TITLE STYLE
FMGS PREPARATION
F-PLN A PAGE BACK
 Check the F-PLAN by using the ND PLAN mode versus the computerized F-PLAN.
 Check DIST TO DEST. Compare it with the total distance computed for the flight with
the computerized F-PLN. Any discrepancy may affect the fuel management.
 Should the FM include an erroneous information (including the constraints) the aircraft
will follow an unwanted trajectory. Crosschecking with the charts allows to prevent it
(SID, STARS, etc…).
COCKPIT
CLICK TO PREPARATION
EDIT MASTER TITLE STYLE
FMGS PREPARATION
FMGS PREPARATION.......CROSSCHECK BACK
The following items have to be carefully crosschecked by the PM before the Departure briefing:
• Waypoints & constraints of the expected departure route v.s the Departure chart
• Waypoints of the flight plan Initial cruise altitude
• Initial cruise altitude v.s the Computerized Flight Plan (CFP)
• Total track miles
• Performance data displayed on the PM’s side with the T.O page of the FMGS ACTIVE/PERF page.
(it includes RED/ACCEL/EO ACCEL settings if applicable)
• Setup of the SEC F-PLN
The PM:
 should have the same mental image of the intended departure procedure, trajectory and constraints
than the PF
 should check with the PF if anything is not clear.
CLICKFINAL
TO EDIT MASTER
COCKPIT TITLE STYLE
PREPARATION BACK
FINAL COCKPIT
PREPARATION
When both pilots are seated:
GLARESHIELD
1
SOP
CM1 CM2
1 PF 1
LATERAL
CONSOLES
2 INTRUMENT PANELS
SOP
2 PF 2
FINAL COCKPIT PREPARATION
CLICK TO EDIT MASTER TITLE STYLE BACK
GLARESHIELD
PF PM
When both crewmembers are seated:
*BARO REF......................................................SET *BARO REF......................................................SET
*FD........................................................CHECK ON *FD........................................................CHECK ON
*LS...........................................................AS RQRD *LS...........................................................AS RQRD
*ND mode and range.............................AS RQRD *ND mode and range.............................AS RQRD
*EFIS OPTIONS ……………………………....CSTR *EFIS OPTIONS ……………………………. CSTR
*ADF/VOR selector................................AS RQRD *ADF/VOR selector................................AS RQRD
*FCU.................................................................SET
CLICK TO EDIT MASTER TITLE STYLE BACK
LATERAL CONSOLES / INSTRUMENT PANELS
PF PM
OXYGEN MASK.............................................TEST i OXYGEN MASK.............................................TEST
PFD-ND brightness…………………...…..ADJUST i PFD-ND brightness…………………...…..ADJUST
LOUDSPEAKER knob....................................SET LOUDSPEAKER knob....................................SET
*PFD / ND...................................................CHECK *PFD / ND...................................................CHECK
*LDG ELEV (ECAM)………………CHECK AUTO *IRS ALIGN……………………………..……CHECK

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

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

ND BRIGHTNESS KNOB… AS RQRD
 Check the ND outer ring is set to maximum brightness (radar/terrain display).
 When the flight crew does not correctly adjust the brightness of the weather or
terrain image, the visibility of the data is reduced on the ND.
PF ECP / ADIRS PM BACK
On the ECAM control panel: On the MCDU:
* PRESS pb…………………..…..…………….………PRESS * IRS ALIGN…………..……………………..…………CHECK

CAB PRESS SD page: DATA key……………….…………………....…....………….PRESS
LDG ELEV AUTO…………….………….…..CHECK DISPLAYED POSITION MONITOR page…………….…..…………….DISPLAY
* STS pb…………………….…………..………………PRESS IRS………..….…CHECK NAV MODE & DIST LESS THAN 5 NM
STATUS page:
INOP SYS……………..……...CHECK COMPATIBLE WITH MEL
*FOB...........................CHECK BACK
The flight crew:

• Check that the ECAM FOB corresponds to the F-PLN
• On ECAM FUEL SD page, check that the fuel is correctly balanced
• Crosscheck that the sum of the FOB recorded at the end of the last flight and the fuel uplift
(if any) is consistent with the current FOB. If an abnormal difference is found, a
maintenance action is due.
CLICK TO CEDIT
OCKPIT PREPARATION
DEPARTURE BRIEFING
PF PM
DEPARTURE BRIEFING.......................PERFORM i
“ COCKPIT PREPARATION C/L ”
COCKPIT PREPARATION C/L ...........COMPLETE
“ COCKPIT PREPARATION COMPLETE ”
CLICK TO CEDIT
OCKPIT PREPARATION
MASTER TITLE STYLE
DEPARTURE BRIEFING
DEPARTURE BRIEFING.......................PERFORM BACK
Structure and minimum items of the Departure Briefing
PF PM
Briefing
Set Distraction Free Environment Recommendations i
PLAN PLAN
• T/O RWY (Intersection)
The PM should start to brief the main items
• SID Designator
of the PLAN. This ensures that both pilots
• First cleared ALT
share the same mental image of the flight
• MSA/MORA for climb trajectory
trajectory.
The PF briefs the hotspots of potential taxi-
PLAN routes if any, and considers at least the
• Hotspots of planned taxi route following items:
• Stop-margin for RTO
• EOSID • Consideration for RTO
• Return/Diversion Considerations • The EOSID/Engine-out trajectory
• Special Operation • The considerations for a return landing
• Non-standard operation or diversion if so required
(weather/weight).
Identified THREATS
Identified THREATS
MISCELLANEOUS is intended to consider
MITIGATIONS additional items e.g.:
• Intended use of automation after takeoff
MISCELLANEOUS • Supplementary Procedures if not yet
briefed.
CLICK TO CEDIT
OCKPIT PREPARATION
MASTER TITLE STYLE
DEPARTURE BRIEFING
Briefing Recommendations BACK
Briefing requires out-of-the-box thinking, beyond the pure reflection of routine and standard
operations.
It should have a threat-focused view and identify and prioritize likely threats to the intended
operation. It should then detail the actions to mitigate these threats.
A briefing should be conversational, interactive and use open questions that involve all flight
crewmembers to share their experience and expectations.
It should normally not be a repetition of the detailed setting and checking of the flight
trajectory in the FMS.
BEFORE C
PUSHBACK
LICK TO /STARTM
EDIT - ASTER
ENGINE TITLE
STARTSTYLE
- AFTER START
PF PM
BEFORE PUSHBACK/START
CLEARANCE
SOP
AT PUSHBACK/START CLEARANCE
SOP
“ BEFORE START C/L ”
FLOW ATC “ BEFORE START C/L COMPLETE ”
AFTER START
SOP
FLOW
“ AFTER START C/L ”
“ AFTER START C/L COMPLETE ”
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. XFTDB1ENGSTAR01 – JUN 2023
CBLICK TOPEDIT
EFORE MASTER
USHBACK/STARTTITLE STYLE
CLEARANCE BACK
PF PM
FINAL LOADSHEET…………………..……..…….CHECK FINAL LOADSHEET……..…..............……...…….CHECK
ZFW / ZFWCG ..........……………….…..…..……..CHECK ZFW / ZFWCG .............……..……..……….………CHECK
(A330) LOADSHEET CG and ECAM CG………..CHECK
FUEL ON BOARD ...............................................CHECK FUEL ON BOARD ...............................................CHECK
If takeoff conditions changed:

FINAL TAKEOFF PERF DATA..…...………RECOMPUTE FINAL TAKEOFF PERF DATA..…...………RECOMPUTE
FMS T.O DATA……............................................. REVISE FMS REVISED T.O PERF DATA…......….CROSSCHECK
EFB/MCDU GREEN DOT………………………COMPARE
SEATING POSITION……………....……..……..…ADJUST SEATING POSITION…….…..……………...…..…ADJUST

FMS PERF T.O page…………..……………....…..SELECT FMS F-PLN PAGE…………….……......……....….SELECT
AIR CONDITIONING UNIT…...CHECK DISCONNECTED
EXT PWR.………..………..……......CHECK AVAIL A320 A330
EXT PWR DISCONNECTION..……..…REQUEST i i
CALL: “ GROUND FROM COCKPIT ”

GND MECH: “ COCKPIT FROM GROUND ”
MECH
REQUEST: “ REMOVE EXTERNAL ___ ”
GND MECH: “ EXTERNAL ___ REMOVED ”
CBLICK TOPEDIT
EFORE MASTER
CLEARANCE
EXT POWER……..…..…CHECK AVAIL BACK
 Check the AVAIL light, before requesting the external power disconnection.
 Requesting to disconnect the external power when it is ON may severely

injure the ground engineer.
CBLICK TOPEDIT
EFORE MASTER
CLEARANCE
EXT POWER……..…..…CHECK AVAIL BACK
 Check the AVAIL light, before requesting the external power disconnection.
AVAIL
 Requesting to disconnect the external power when it is ON may severely

injure the ground engineer.
CLICK
AT PTO EDIT M
USHBACK/SASTER TITLE STYLE
TART CLEARANCE BACK
PF PM
PUSHBACK/START CLEARANCE….…........…....OBTAIN
BEACON sw..…...…..………………………………………ON ATC………………….…SET FOR AIRPORT OPERATIONS ATC
WINDOWS and DOORS……...…….....…CHECK CLOSED WINDOWS and DOORS…….………..….CHECK CLOSED
SLIDES…………………………………........CHECK ARMED SLIDES …………………….............……….CHECK ARMED
THR LEVERS…………………………....……………..…IDLE
ACCU PRESS……………………....…..…………..…CHECK
NW STRG DISC MEMO…..................CHECK DISPLAYED i

“BEFORE START C/L ”
BEFORE START C/L.......................................COMPLETE
“ BEFORE START C/L COMPLETE ”
“ GROUND FROM COCKPIT, CLEARED FOR PUSH ”
PF
GND MECH: “ COCKPIT FROM GROUND, RELEASE BRAKES ”
PARK BRAKE handle.……………..………………...............OFF
“ BRAKES RELEASED, READY TO PUSH ”
During pushback, automatic engine start sequence:

A320 A330
SOP SOP
When pushback is completed:

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

REPEAT START SEQUENCE FOR ENG 1
ENGINE STARTTITLE STYLE BACK
PF PM
“ CLEAR TO START? ”
PF GND MECH: “ CLEAR TO START ”
THRUST LEVERS.…...................................................IDLE
ENG START SEL........………..………..…....…..IGN/START
“ STARTING ENGINE ONE ”

i
ENG 1 MASTER lever………..…..…………...………….ON
ENG IDLE PARAMETERS……….…..………….......CHECK
“ STARTING ENGINE TWO ”

REPEAT START SEQUENCE FOR ENG 2
ENGINE STARTTITLE STYLE
STARTING THE ENGINES BACK
 Note for all engine types:

• ENG 2 is started first because it powers the Yellow hydraulic system, which pressurizes the parking brake.
 Additional note for CFM engines only:

• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses and messages have disappeared on the
engine parameters (upper ECAM display).
 Additional note for IAE engines only:

• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses, except on N1 and N2, and messages have
disappeared on the engine parameters (upper ECAM display).
ENGINE STARTTITLE STYLE
STARTING THE ENGINES BACK
 Note for all engine types:

• ENG 1 is started first because it powers the blue hydraulic system, which pressurizes the parking brake.
 Additional note for PW and RR engines only:

• DO NOT SET the ENG MASTER switch ON before all amber crosses and messages have disappeared on engine
parameters (upper ECAM display).
 Additional note for GE engines only:

Set ENG START sel to Set ENG MASTER
Wait for 3 sec.
IGN START. switch to ON.
AFTER START TITLE STYLE BACK
PF PM
1. ENGINE MODE selector......….…………..…….NORM End of START sequence: Signal for PM actions.
2. APU BLEED pb-sw…………….……….……….….OFF 1. GND SPOILERS .….……….....…………..….……ARM
3. ANTI ICE………………….……………...........AS RQRD 2. RUDDER TRIM…………..…………CHECK NEUTRAL
• If the APU is not required: 3. FLAPS…………………………............................…SET
4. APU MASTER SW pb-sw…………….…..….....….OFF 4. PITCH TRIM…………………………..……….……..SET i
(A330 option) NWS TOWING FAULT LT…...CHECK OFF i
5. ECAM STATUS……………………….…CROSSCHECK 5. ECAM STATUS…………………………............CHECK
If “STS” reminder is displayed:
STS pb………………………………………………..PRESS STS pb………………………………………………..PRESS
6. NW STEER DISC MEMO....CHECK NOT DISPLAYED
When ready to disconnect (after engine started, and parameters are stabilized):
“ CLEAR TO DISCONNECT, HAND SIGNALS ON

PF
LEFT/RIGHT ”
GND MECH: “ DISCONNECTING, HAND SIGNALS ON LEFT/RIGHT ”.
“ AFTER START C/L ”

AFTER START C/L……..…………………………COMPLETE
“ AFTER START C/L COMPLETE ”
AFTER START TITLE STYLE
A320 PITCH TRIM……..…..…SET BACK
 Set the pitch trim position using the Takeoff CG

value in order to avoid up/down THS position
mistakes.
 The Takeoff CG value must be within the green

band limits.
 Crosscheck Takeoff CG value with load and trim

sheet.
A330 PITCH TRIM……..…..…CHECK
 As soon as the three hydraulic systems are available, the THS is

automatically set to the takeoff value.
 Check Takeoff CG on the pitch trim wheel.
 For this purpose, use the actual CG indicated on the ECAM.
 If necessary, set the Take off CG on the pitch trim wheel.
 The Takeoff CG value must be within the green band limits.
AFTER START TITLE STYLE
NWS TOWING FAULT LT (OPTION)......CHECK OFF BACK
If nosewheel steering has exceeded 93°
Illumination of the red

oversteer warning light.
FAULT
NO GO
Maintenance action required.
FAULT
BEFORE C
PUSHBACK
LICK TO /STARTM
EDIT - ASTER
ENGINE TITLE
STARTSTYLE
- AFTER START
AT PUSHBACK/START CLEARANCE FLOW PATTERN BACK
PF PM
PM
BEACON sw
WINDOWS 2 2 WINDOWS
3 3
DOORS/SLIDES DOORS/SLIDES
THRUST LEVERS 4 1
ATC
5
PARK BRK handle
BEFORE C
PUSHBACK
LICK TO /STARTM
EDIT - ASTER
ENGINE TITLE
STARTSTYLE
- AFTER START
AFTER START FLOW PATTERN BACK
PF PM
PM
2 APU BLEED
ANTI-ICE 3
4 APU MASTER SW
5 STATUS 5
NW STEER DISC MEMO
6
4 PITCH TRIM
(A320) ENG MODE SEL

(A330) ENG START SEL
1 3 FLAPS
1
GND SPOILERS
2 RUDDER TRIM
CLICKTTO
AXIEDIT MASTER
- BEFORE TAKEOFF
TITLE STYLE
TAXI INITIATION TAXI DEPARTURE BEFORE TAKEOFF

CHANGE
SOP SOP FLOW SOP SOP FLOW
Taxi Speed i
When LINE-UP clearance obtained:
180¨ turn on RWY i
“ TAXI C/L ” “ LINE-UP C/L ”
A320 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. EFTDB1TAXI00001 – JUN 2023
CLICK TO EDIT
TAXIMASTER TITLE STYLE
INITIATION BACK
PF Before taxiing:
PM
TAXI CLEARANCE..................................................OBTAIN
ATC
When taxi clearance obtained:
“ CLEAR LEFT (RIGHT) SIDE ” “ CLEAR RIGHT (LEFT) SIDE ”

NOSE sw......................................................................TAXI
RWY TURN OFF sw.......................................................ON
During taxi, the PF may request the PM to set the exterior lights
PARK BRK handle.......................................................OFF
BRAKE PRESSURE...............................CHECK AT ZERO
“ BRAKE CHECK ”
BRAKE PEDALS………………………….…………...PRESS
Press gently the brake pedals to ensure that the aircraft slows down
BRAKES..................................................................CHECK
When an arc is displayed above the brake temperature on the WHEEL SD page:
BRAKE FAN pb.........................................................AS RQRD
“ FLIGHT CONTROL CHECK ”
FLIGHT CONTROLS.....................................................CHECK
FLIGHT CONTROLS...............................................CHECK
When crossing a runway:
STROBE sw..……..…………………………………………ON
CLICK TO EDIT MTASTER
AXI TITLE STYLE BACK
PF PM
ATC CLEARANCE..………….……….…....…..….CONFIRM
FMS F-PLN/SPD……………….………….……..……CHECK
FCU ALT/HDG…………..…………………….……..…….SET
BOTH FD………………………..……………...…CHECK ON
PFD/ND…………………………………………………CHECK PFD/ND…………………………………………………CHECK
DEPARTURE BRIEFING……………………………CONFIRM
Review only changes that have occurred since the full departure briefing done at the parkin bay
1. AUTO BRK MAX pb-sw............................................ON

TERR ON ND…………………..…………………...AS RQRD 2. TERR ON ND..................................................AS RQRD
Consider selecting the radar display on the PF side, and TERR ON ND on the PM side only.
3. ATC code/mode….......CONFIRM/SET FOR TAKEOFF
4. ENG MODE selector......................................AS RQRD
5. WXR/PWS (1/2).........................................................ON
RADAR CAPT & F/O DISPLAY mode sel……..…..ALL
6. T.O CONFIG pb.....................................................TEST
7. T.O MEMO.........................................CHECK NO BLUE
CABIN REPORT……………………….………….…RECEIVE CABIN REPORT…………………………….….…..RECEIVE
“ TAXI CHECKLIST ”
TAXI C/L……………...........................................COMPLETE TAXI C/L……………...........................................COMPLETE
“ TAXI CHECKLIST COMPLETE ”
CLICK TO EDIT MTASTER
AXI TITLE STYLE
TAXI flow pattern BACK
PM
1 AUTO BRK MAX pb-sw
T.O MEMO 7
2 TERR ON ND
T.O CONFIG 6
WEATHER RADAR 5
3 ATC code/mode
4
ENG MODE selector
CLICK TODEDIT MASTER
EPARTURE TITLE STYLE
CHANGE BACK
PF PM
If the takeoff conditions change during the taxi phase, and if the
previous performance computation is no longer appropriate:
FINAL T.O PERF DATA.................................RECOMPUTE FINAL T.O PERF DATA.................................RECOMPUTE
FINAL T.O DATA.....................................................REVISE
FMS REVISED T.O PERF DATA ................CROSSCHECK
EFB/MCDU GREEN DOT...................................COMPARE
FLAP LEVER........................................AS APPROPRIATE
FMS F-PLN/SPD.....................................................CHECK
RE-BRIEFING...........................................................COMPLETE
“ DEPARTURE CHANGE C/L "
DEPARTURE CHANGE C/L.............................COMPLETE
“ DEPARTURE CHANGE C/L COMPLETE "
CLICK TO EDIT M
BEFORE ASTER –TITLE
TAKEOFF 1/2 STYLE BACK
PF PM
If the brake fans are set to ON:
BRAKE TEMP............................................................CHECK
• If the temperature of one brake is at more than 150¨ C

TAKEOFF....................................................................DELAY
• If the temperature of one brake is below 150¨ C

BRAKE FANS pb............................................................OFF
2/2 
CLICK TO EDIT M
TAKEOFF 2/2 STYLE BACK
PF PM
 1/2
LINE-UP CLEARANCE.........................................OBTAIN
ATC
1. TCAS mode selector.........................TA only or TA/RA

1. TAKEOFF RUNWAY.......................................CONFIRM 2. TAKEOFF RUNWAY.......................................CONFIRM
2. APPROACH PATH.......................CLEAR OF TRAFFIC 3. APPROACH PATH.......................CLEAR OF TRAFFIC
3. EXTERIOR LIGHTS.................................................SET i 4. PACK 1 and 2.................................................AS RQRD
SLIDING TABLE..................................................STOW SLIDING TABLE..................................................STOW
ALL EFB TRANSMITTING MODE.................AS RQRD ALL EFB TRANSMITTING MODE.................AS RQRD
5. CABIN CREW....................................................ADVISE
“ LINE-UP C/L ”
LINE-UP C/L...........................................................COMPLETE
“ LINE-UP C/L COMPLETE ”
*ALL EFB Transmitting mode: Select the Airplane mode on your tablet connection parameters.
CLICK TO EDIT M
TAKEOFF 2/2 STYLE
EXTERIOR LIGHTS BACK
 When line-up clearance is obtained:
STROBE sw ………………ON
 When takeoff clearance is obtained:
NOSE sw …………………T.O
RWY TURN OFF sw …….ON
LAND LIGHTS sw ………ON
Note: The PF may ask the PM to set the exterior lights.
CLICKTTO
AXIEDIT MASTER
- BEFORE TAKEOFF
TITLE STYLE
Line-Up flow pattern BACK
PF PACK 1 and 2 PM
4
EXTERIOR LIGHTS 3
TAKEOFF RUNWAY TAKEOFF RUNWAY

1 2 3 2
APPROACH PATH APPROACH PATH
CABIN CREW 5
1
TCAS mode selector
CLICK TO 180 DEG M
BEFORE
EDIT TON
ASTER
TURN TITLE STYLE
AKEOFF
RUNWAY BACK
The standard width of a runway is 45 m. However the A320 only needs

a runway width of 30m for a 180°turn.
This is for CM1. For CM2, the procedure is symmetrical.
When the CM1 is physically

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

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

runway. 1
CLICKTTO
AXIEDIT MASTER
- BEFORE TAKEOFF
TITLE STYLE
TAXI SPEED
BACK
On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow
the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt.
CLICK TO EDITTAKEOFF
MASTER TITLE STYLE
THRUST T.O ROLL LIFT OFF THRUST ACCELERATION AFTER T.O TRANSITION
SETTING REDUCTION SOP
SOP SOP SOP SOP SOP SOP
FLOW
CALLOUTS i
CROSSWIND/
TAILWIND
SOP
CLIMB Speed
FLAPS 0
FLAPS 1
TRANSITION
ALTITUDE
THR levers
L/G UP CLB
ACCELERATION
Thrust V1 VR Pitch ALTITUDE
setting
THRUST
REDUCTION
ALTITUDE
A320 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. EFTDB2TAKEOFF01 – MAR 2022
THRUST TITLE STYLE
SETTING BACK
PF PM
If the crosswind is at or below 20 kt and there is no tailwind:
“ TAKEOFF ”
THURST...............……………….........50% N1 or 1.05 EPR
Apply half forward sidestick

BRAKES…………....……………………………....RELEASE
THRUST LEVERS……………………..…..…. FLX or TOGA CHRONO……………......…..….……….....................START
The Captain places his hand on the thrust levers until V1:
DIRECTIONAL CONTROL……...…………....USE RUDDER
PFD (FMA) and ND (a/c on centreline)……...…MONITOR
“ MAN FLEX 45, SRS, RUNWAY,

AUTO THRUST BLUE ” “ CHECKED ”
GOLDEN RULE #3 Understand the FMA at all times.
TAKEOFF ROLLTITLE STYLE BACK
PF Before reaching 80kt: PM

LIMIT
TAKEOFF N1 or EPR.…………………CHECK
LIMIT LIMIT
“ THRUST SET ”
At 80kts release gradually the sidestick to reach neutral at 100kts. Scan the airspeed, thrust and EGT throughout the takeoff roll.
PFD and ENG indications…………………..……MONITOR
At 100kt:
SAME SPEED INDICATION
“ ONE HUNDRED KNOTS ”

100 kt……........………………...……….....…….……CHECK
“ CHECKED ”
At V1:
“ V1 ”
At VR:
“ ROTATE ”
ROTATION…………………….....……….………..PERFORM i
TAKEOFF ROLLTITLE STYLE
ROTATION BACK
Initiate the rotation with a continuous rotation rate about 3 degrees/seconds,

towards a pitch attitude of 15 deg.
In strong wind conditions, small lateral inputs may be used, if necessary.
After lift-off, follow the SRS pitch command bar.
_______________________________________________________________________________
Minimize lateral inputs on ground and during rotation to avoid spoiler extension.
CLICK TO EDITLM
IFTASTER
OFF TITLE STYLE BACK
PF PM
When Vertical Speed positive and Radio Altitude increases:
“ POSITIVE CLIMB ”
“ GEAR UP ”
LANDING GEAR ….………………………....……....….…….….UP
“ GEAR UP ”
“ NAV ”
“ CHECKED ”
i
Above 100 ft AGL and at least 5 seconds after lift-off:

AP………………………...……….......…......…......AS RQRD
“ AP1 ”
“ CHECKED ”
CLICK TO EDITLM
IFTASTER
OFF TITLE STYLE
FMA BACK
 If NAV is armed, NAV mode engages at 30 ft:
Callout : “ NAV “
 If NAV is not armed, RWY TRK mode engages:
Callout : “ RWY TRK “
CLICK TOTEDIT
HRUSTMR
ASTER TITLE STYLE
EDUCTION BACK
PF PM
At THR RED ALT (LVR CLB flashes on FMA):
THRUST LEVERS…………………………….………........CL
“ THRUST CLIMB, AUTO THRUST ”

“ CHECKED ”
If takeoff was performed with packs off:
PACKS 1 and 2…..………….……....…………………..…ON
PACKS 1 and 2…ON: Select PACK 2 on, at least 10 s after PACK 1 is selected on, for passenger comfort.
ACCELERATION BACK
PF Acceleration Flow Pattern i PM

At acceleration altitude:
“ CLIMB, ALT BLUE ”
“ CHECKED ”
At F speed with positive speed trend:

“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1…………………………………..…………..SELECT
“ FLAPS 1 ”
1+F
At S speed with positive speed trend:

“ FLAPS 0 ”
FLAPS 0………………………..……………………..SELECT
“ FLAPS 0 ”
GROUND SPOILERS ..………………………..........DISARM

L/G.....................................................................CHECK UP
EXTERIOR LIGHTS…………………….…….….……….SET
ACCELERATION
ACCELERATION FLOW PATTERN BACK
PM
EXTERIOR LIGHTS 4
3 L/G
AFTER TAKEOFFTITLE STYLE BACK
PF PM
If APU was used for takeoff:
APU BLEED…..................................................................…OFF
APU MASTER SW...........................................................….OFF
ENG MODE SEL……………….….….......................…AS RQRD
If the takeoff was performed with the TA ONLY mode:
TCAS………...……………………………………………..….TA/RA
ANTI ICE………....…...…………………….....................AS RQRD
TRANSITION TITLE STYLE
ALT BACK
PF PM
At transition altitude:
“ SET STANDARD ”
BARO REF………...…………......…….....SET STANDARD BARO REF………...…………......…….....SET STANDARD
“ STANDARD CROSSCHECKED ”
“ PASSING FL ___ NOW ”
ALTITUDE……….....……………………………….….CHECK
“ CHECKED ”
RADAR…………..….…..…....ADJUST AS APPROPRIATE ENG ANTI ICE………........……………..….………AS RQRD
CLICK TO EDIT M
TAKEOFF – ASTER TITLE
CALLOUT 1/2 STYLE NEXT BACK
PF “ MAN TOGA (or MAN FLX

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

“ Checked " “Flaps 1 " “Flaps 0 " “ Passing FL__ NOW "
PM
CLIMB Speed
FLAPS 0 TRANSITION
ALTITUDE
FLAPS 1
ACCELERATION
ALTITUDE
CROSSWIND TITLE STYLE
/ TAILWIND BACK
PF PM
If the crosswind is greater than 20 kt or in case of tailwind:
ANNOUNCE………………..………….…….…...“TAKEOFF”
THURST LEVERS……………….........50% N1 or 1.05 EPR
Apply full forward sidestick until the airspeed reaches 80 kts.

Gradually release the sidestick to reach neutral at 100 kt.
BRAKES……………………..…..………………….RELEASE CHRONO……………......…..….……….....................START
THRUST LEVERS……………………..…..…. FLX or TOGA
The Captain keeps or places his hand on the thrust levers until V1.
DIRECTIONAL CONTROL……...………......USE RUDDER
CLICK TO EDITTAKEOFF
MASTER TITLE STYLE
PM
EXTERIOR LIGHTS 4
3 L/G
CLICK TO EDITC
MLIMB
ASTER TITLE STYLE
CLIMB / 10 000 FT AAL CRUISE CAPTURE
A320 A330
SOP FLOW SOP SOP
Transition to CRZ Phase i
Soft ALT & A/THR Modes i
ALT CRZ
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. XFTDN2CLIMB0001 – OCT 2022
CLICK TO
CLIMB MASTER
EDIT/ 10 000 FT TITLE
AAL STYLE BACK
PF PM
Passing 10 000 ft AAL:
1. L & R LAND selector (A320) LAND sw (A330) .....OFF
2. SEAT BELTS ..............…..…………….…..…...AS RQRD
EFIS OPTION…………………….….....................AS RQRD 3. EFIS OPTION …………..…...........…….….......AS RQRD
4. ECAM MEMO ..............……………….…..…..….REVIEW
NAVAIDS…..….….......……………..…CLEAR
5. SEC F-PLN PAGE…….….………..AS RQRD
OPT/MAX ALT…..………………….…CHECK
The OPEN CLB mode disregards all altitude constraints up to the FCU selected altitude
Do not use the V/S mode without setting a target as climb will not stop.
CLICK TO
CLIMB MASTER
EDIT/ 10 000 FT TITLE
AAL STYLE
CLIMB 10 000 FT AAL - FLOW PATTERN BACK
PF (A320) L & R LAND selector PM

1
(A330) LAND sw 2 SEAT BELTS
3 EFIS OPT
ECAM MEMO 4
NAVAIDS
5 SEC F-PLN
OPT / MAX ALT
CLICK
END OFTO
CLIMB - CM
EDIT ASTER
RUISE TITLE -STYLE
CAPTURE A320 BACK
PF PM
THR CLB CLB NAV AP1

ALT 1FD2
A/THR
“ ALT STAR ” MACH ALT* NAV AP1

1FD2
A/THR “ CHECKED ”
“ ALT CRUISE ” MACH ALT CRZ NAV AP1

1FD2
CLICK
END OFTO
CLIMB - CM
EDIT ASTER
RUISE TITLE -STYLE
CAPTURE A330 BACK
PF PM
THR CLB CLB NAV AP1

ALT CRZ 1FD2
A/THR
“ ALT CRUISE STAR ” MACH ALT CRZ* NAV AP1

1FD2
“ ALT CRUISE ” MACH ALT CRZ NAV AP1

1FD2
CLICK TO EDITC
MLIMB
ASTER TITLE STYLE
Transition to CRZ Phase BACK
 Final ATC clearance at or above intended CRZ FL: Automatically updated.

PROG
Final ATC clearance No action required. CRZ FL
Intended FL
 Final ATC clearance below intended CRZ FL: CRZ FL must be updated by the crew.
Intended FL
Otherwise there is no transition into CRZ
phase: The managed speed targets and
Final ATC clearance
Mach are not modified, and SOFT mode
is not available.
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDITC
MLIMB
ASTER TITLE STYLE
SOFT MODES BACK

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

MACH target by allowing a speed range of +/- 3 kt.
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document.
CLICK TO EDITCMRUISE
ASTER TITLE STYLE
PF PM
Periodically:
ECAM MEMO / SD PAGES……………………....REVIEW

FLIGHT PROGRESS……..…………………......…CHECK
FUEL………………………………………….…..MONITOR
NAV ACCURACY......................…………..…...MONITOR i
RADAR ....………...………..ADJUST AS APPROPRIATE
LEVEL CHANGE i
OFFSET i
A320/A330 XFTDN2CRUISE001 – JUN 2023

CLICK TO EDIT C
MRUISE
ASTER TITLE STYLE
BACK
NAV ACCURACY
PROG
 When GPS PRIMARY available: No NAV ACCURACY check is required.
 When GPS PRIMARY is lost on both sides:
Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and check
the position data.
If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) the crew should check the position: i
A320/A330
CLICK TO EDIT C
MRUISE
ASTER TITLE STYLE
ESTIMATE THE POSITION ERROR BACK
METHOD:
• Use an auto tuned radio NAVAID (VOR/DME, VOR...), or PROG

tune it manually using the RADNAV page.
• Display this radio NAVAID on the ND, and read its

bearing and DME distance (raw data).
• Enter its ident on the BRG/DIST TO field of the PROG

page (FM computed data).
• Compare raw and FM data to evaluate the position error.

GPS PRIMARY LOST
LEVEL CHANGETITLE STYLE BACK
PF PM
New ATC clearance: FL280
FCU ALTITUDE.…………………..........…SET AND PUSH
“ THRUST CLIMB, CLIMB, ALT BLUE”

“FL280 BLUE”
“ CHECKED ”
The new FCU FL must be lower than the REC MAX alt
 When climbing using FD modes…

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

LEVEL CHANGETITLE STYLE
BACK
WHEN DESCENDING USING FD MODES…
A/C at more than 200 NM from DEST
A/C at less than 200 NM from DEST
DESTINATION DESTINATION
Current CRZ FL
FCU selected FL DESCENT CRZ FL

Phase changes to
Activation the new
FCU FL
CLICK TO EDIT O
MFFSET
ASTER TITLE STYLE BACK
PF PM
In case of ATC request, or when adverse weather conditions are expected ahead:
LATERAL REV at P POS or any WPT.……..……...PRESS

OFFSET PAGE …………………………………..…SELECT
OFFSET PAGE ………………..……………………….…FILL i
When cleared to resume own navigation:

CANCEL THE OFFSET
OFFSET function
TWO methods for offset cancellation

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

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

REFERENCE
SOP SOP SOP SOP FLOW
T/D
Approximately 15 min
Transition level
10 000 ft AAL
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. XFTDN3DESCENT01 – JUN 2023
DESCENT TITLE STYLE
REPARATION BACK
PF PM
WEATHER AND LANDING INFORMATION...........OBTAIN

NAV CHARTS CLIPBOARD........................................PREPARE
STATUS page..........................................................CHECK
LANDING CONDITIONS.....................................CONFIRM i LANDING CONDITIONS.....................................CONFIRM
If landing conditions has changed:
LANDING PERF DATA.......................................COMPUTE LANDING PERF DATA.......................................COMPUTE
LANDING PERF DATA........................................CROSSCHECK
FMS.....................................................................PREPARE i FMS PREPARATION..................................CROSSCHECK i
(A320 only) GPWS LDG FLAP 3.........................AS RQRD

LDG ELEV...............................................................CHECK
AUTO BRK..........................................................AS RQRD
ARRIVAL BRIEFING..................................................PERFORM i
RADAR..................................ADJUST AS APPROPRIATE
ANTI ICE pb-sw...................................................AS RQRD
DESCENT TITLE STYLE
REPARATION
LANDING CONDITIONS............................CONFIRM BACK
Check if the landing conditions changed compared with the landing distance computed at dispatch,
or with a previous computation.
(e.g. runway change, weather conditions changed, in-flight failure affecting performance, diversion).
DESCENT TITLE STYLE
REPARATION
FMS.................PREPARE BACK
Insert lateral and vertical revisions for arrival, as needed.
Navaids selection or deselection. Check the idents on PFDs and NDs.
NAV ACCURACY monitoring during descent.
DES, APPR and GO AROUND pages to complete.

PERF APPR page: An erroneous entry of OAT or QNH may lead to undue emergency
descent (wrong Cabin Pressure Control (CPC) segment computation).
Check extra fuel to evaluate holding possibilities at destination.
Copy active F-PLN and revise the SEC F-PLN according

circumstances: alternative approach, circling, etc…
DESCENT TITLE STYLE
REPARATION
FMS PREPARATION..................................CROSSCHECK BACK
After the PF prepares the FMS, the PM crosschecks all the data entered in the FMS.
The PM should have the same mental picture of the intended arrival and approach procedure,
trajectory, and constraints than the PF.
The PM should check with the PF if anything is not clear.
DESCENT TITLE STYLE
REPARATION
ARRIVAL BRIEFING BACK
Structure and minimum items of the Arrival Briefing
PF PM
Briefing
Recommendations i
PLAN
• MORA/MOCA/MSA for planned PLAN
trajectory
• STAR The PM should start to brief the main
• Type of APP items of the PLAN. This ensures that
• MINIMUM both pilots share the same mental image
• G/A TRAJECTORY of the flight trajectory.
PLAN The PF briefs what she/he considers for

• Guidance for APP landing.
• Landing FLAP setting
• Stop-margin
• Use of Reverse
• Use of Autobrake
• Planned RWY Exit
• Hotspots for taxi-in
• Special operation
Identified THREATS
Identified THREATS MISCELLANEOUS is intended to

consider additional items e.g.:
MITIGATIONS
• Special Operations
MISCELLANEOUS • Supplementary Procedures if not yet
briefed.
DESCENT TITLE STYLE
REPARATION
Briefing Recommendations BACK
Briefing requires out-of-the-box thinking, beyond the pure reflection of routine and standard
operations.
It should have a threat-focused view and identify and prioritize likely threats to the intended
operation. It should then detail the actions to mitigate these threats.
A briefing should be conversational, interactive and use open questions that involve all flight
crewmembers to share their experience and expectations.
It should normally not be a repetition of the detailed setting and checking of the flight
trajectory in the FMS.
CLICK TO EDITDMASTER TITLE STYLE
ESCENT BACK
PF PM
Descent Initiation:
DESCENT CLEARANCE................................................OBTAIN
CLEARED ALTITUDE ON FCU....................................SET
“THRUST IDLE, DESCENT,

ALT BLUE, FL220 BLUE”
“CHECKED”
 Early descent initiation: i  Late descent initiation: i
Descent monitoring:
MCDU............................................PROG/PERF DESCENT MCDU..................................................................F-PLN
DESCENT.......................................MONITOR / ADJUST i
TERR ON ND.......................................................AS RQRD TERR ON ND...................................................AS RQR
DESCENT MONITORING
PERF
PROG DES
i OR
ESCENT
EARLY DESCENT INITIATION BACK
The SPD decreases toward the lower limit of managed SPD range
Predicted shallow
converging
path ~1 000 ft/mn.
Highest value of:

Descent speed limit altitude (e.g.: 10 000 ft)
or
Destination altitude +5 000 ft.
Predicted shallow converging

path ~500 ft/mn.
IAF
ESCENT
LATE DESCENT INITIATION BACK
The SPD increases toward the upper limit of managed SPD range.
T/D
Predicted path capture assuming:
 Idle thrust
 ½ SPD Brakes
IAF
ESCENT
SPEEDBRAKES BACK
In MANAGED DESCENT (DES): Do not use the speed brakes because the A/THR may
increase thrust to remain on the computed profile
Use a SELECTED DESCENT (OPEN DES) with speed brakes extended if you intend to
increase your rate of descent.
ESCENT
DESCENT MONITORING BACK
 On ND:
Predicted
interception of
descent path
In HDG or TRK mode, the ENERGY CIRCLE represents the required distance to land from the aircraft altitude down to the airport elevation,
taking into account the deceleration down to Vapp.
CBLICK
ARO RTO EDIT MASTER
EFERENCE TITLE L
– TRANSITION STYLE
EVEL BACK
PF PM
When approaching transition level and when cleared for an altitude:
“SET QNH”
BAROMETRIC REFERENCE.............SET/CROSSCHECK BAROMETRIC REFERENCE.............SET/CROSSCHECK
“QNH CROSS-CHECKED”
“PASSING ____ ft NOW”
“CHECKED”
For approaches using FINAL APP guidance:
The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy between altimeters is 100 ft.
CLICK TO EDIT
AT 10MASTER
000 TITLE STYLE
FT AAL BACK
PF PM
Passing 10 000 ft AAL:
1. L & R LAND (A320) selector LAND sw (A330) .......ON

2. SEAT BELTS sw.......................................................ON
1. EFIS OPTION pb..................................................CSTR 3. EFIS OPTION pb..................................................CSTR
2. LS pb..............................................................AS RQRD 4. LS pb..............................................................AS RQRD
3. NAVAIDS...........................................AS RQRD/CHECK
• For A320:
5. ENG MODE SEL.......................................AS RQRD
• For A330:
5. ENG START SEL......................................AS RQRD
• If GPS PRIMARY LOST:

NAVIGATION ACCURACY..............................MONITOR i
“APPROACH C/L”
APPROACH C/L…………………………………PERFORM
“APPROACH C/L COMPLETE”
CLICK TO EDIT
AT 10MASTER
000 TITLE STYLE
FT AAL
NAV ACCURACY…MONITOR BACK
PROG
 When GPS PRIMARY available: No NAV ACCURACY check is required.
 When GPS PRIMARY is lost on both sides: (RNAV (GNSS) APCH not allowed in that
case).
Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm
the position data.
If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) the crew should check the position.
DESCENT
DESCENT 10 000ft AAL FLOW PATTERN BACK
(A320) L & R LAND selector

PF 1 SEAT BELTS PM
(A330) LAND sw 2
EFIS EFIS
1 3
LS 2 4 LS
WHEN GPS PRIMARY LOST:

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

CLICK TO EDIT
2D AMPPROACH
ASTER TITLE
i STYLE
INTERMEDIATE APPROACH
Aircraft configuration management SOP
INITIAL APP FINAL APPROACH
INTERMEDIATE APPROACH
SOP SOP SOP
-
° -S -F VAPP
FLAPS 1 FLAPS 2 L/G Down FLAPS 3 Flaps Full
or
Fly an early stabilized approach. i MDA/H
IAF IF FDP MAP
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. XFTDN12DAPPRO01 – MAR 2022
2D APPROACH
SUMMARY TABLE BACK
LOC
XTR on ND
2D APPROACH
LATERAL GUIDANCE NOT AVAILABLE BACK
APPROACH NOT STORED IN

APPROACH STORED IN DATABASE
DATABASE
DIFFERS FROM NAV ACCURACY

CHARTED APPROACH DOWNGRADED
Follow Radio Navigation Raw Data Information using TRK mode.
CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE BACK
PF PM
F-PLN SEQUENCING ...........................................ADJUST i
Approx. 15 nm from touchdown:

APPROACH PHASE...........................................CHECK/ACTIVATE i
MANAGED SPEED…………………………………..CHECK i
FLIGHT PATH……………………………………...MONITOR NAV ACCURACY…………………………….........MONITOR i
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
INITIAL ASTER TITLE STYLE
F-PLN SEQUENCING BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced, C FDP
NAV mode is available.
C FDP
 If the F-PLN is NOT sequenced: no NAV mode.
B
 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.
 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.
 Clear manually all the remaining lines of the F-PLN of the MCDU or,
 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
APPROACH PHASE BACK
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
 In managed modes (NAV, LOC, LOC*) the APPR phase activates

automatically when overflying the magenta DECEL point.
 In selected modes (TRK, HDG) the DECEL point is inoperative

(white). APPR phase is to be activated manually from the MCDU.
SPEED MANAGED BACK
 In managed speed, deceleration stops at the following speeds

depending on the configuration.
CONF SPEED
Green Dot
S speed
F speed
F speed
VAPP
 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
BACK
NAV ACCURACY… MONITOR
NAV ACCURACY must be monitored regularly during the approach.
PROG
The required navigation accuracy has to be appropriate to the phase of flight.
INTERMEDIATE TITLE STYLE
APPROACH BACK
PF When cleared for approach:

PM
LATERAL GUIDANCE MODE.…….SET FOR APPROACH
For approaches using LOC mode:
LOC pb-sw……………………………………………..PRESS
BIRD..……………………………………………………......ON
“ TRACK, LOC BLUE ”
“ CHECKED ”
For approaches using TRACK mode:

BIRD..……………………………………………………......ON
“ TRACK ”
LATERAL path (manually)……………..……..INTERCEPT
“ CHECKED ”
For approaches using NAV mode:
NAV MODE ……………………CHECK ARMED/ENGAGED

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

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

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

“ FLAPS 2 ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”
DECEL TOWARDS F SPEED………………..……..CHECK
When FLAPS 2
“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….……………….......T.0
RWY TURN OFF sw ……………………………………….ON
INTERMEDIATE
APPROACH – 2/2
TITLE STYLE PREV BACK
PF When L/G down and below VFE next:
PM
“FLAPS 3”
FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
Below VFE next:

“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
“FLAPS FULL”
DECEL TOWARDS VAPP…………….........…..……..CHECK
CLICK TOFINAL MASTER -TITLE
EDITAPPROACH 1/2 STYLE NEXT BACK
PF 0.3 nm before the FDP: PM

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

WING A.ICE (if not required).....……...……….…….....OFF
SLIDING TABLE………………………………………..STOW SLIDING TABLE………...……..………………............STOW
LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L”
LANDING C/L.....................................................PERFORM
“LANDING C/L COMPLETE”
CABIN CREW………...……………………….………ADVISE
 If not Stabilized at:

1 000 ft in IMC conditions: GO AROUND
500 ft in VMC conditions: GO AROUND

EDITAPPROACH 1/2 STYLE
POSITION / FLIGHT PATH.….MONITOR / ADJUST BACK
 Check that the aircraft is actually on the final course and on the intended flight path:
VOR 33R
Lateral raw data:

VOR: ½ dot (2.5 deg) Bird below the horizon: Consistent V/S:
NDB: 5 deg
 Crosschecks altitudes versus distances as published on the charts.
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS BACK
“SPEED” “LOC” 1/2 dot

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

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

A320
-1200 ft/min
A330
A320 A330
EDITAPPROACH 2/2 STYLE PREV BACK
PF PM
At MINIMUM +100 ft: “HUNDRED ABOVE”
MONITOR,OR ANNOUNCE ….....”ONE HUNDRED ABOVE”

“ CHECKED ”
At MINIMUM: “MINIMUM”
MONITOR OR ANNOUNCE….………………..… “MINIMUM”
If visual references are not sufficient:

“ GO AROUND – FLAPS ”
If visual references are sufficient:
“ CONTINUE ”
AP………………………….……………..…………………OFF i
“ SET FDs OFF ”
FDs……………………...……………………………….....OFF
“ SET RUNWAY TRACK ______ ”

RUNWAY TRACK………………………...…. CHECK / SET
When the aircraft reaches the minimum height for use of AP, set the AP to OFF, as it may not disconnect
until landing and AUTOLAND is not provided on NPA approach
AP……………….OFF BACK
 AP…OFF
 FDs …OFF
 BIRD …ON
 CHECK / SET RUNWAY TRACK
“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”
 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
CLICK TO EDIT
3D AMPPROACH
ASTER TITLE
i STYLE
INTERMEDIATE / FINAL APPROACH

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

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

A330/340: 2 500ft AGL minimum
-FL100- -
(For ILS APPR only) ° Flaps1 -S
Flaps2
or 3 nm mini
L/G Down
Flaps3
Flaps Full
LDG Checklist
VAPP
(MDA)DA/H
IAF IF FDP
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. XFTDN13DAPPRO01 – MAR 2022
3DSUMMARY TABLE TITLE STYLE
APPROACH BACK
Charts Approach FMS database

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

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

APPROACH PHASE...........................................ACTIVATE i
MANAGED SPEED…………………………………..CHECK i
FLIGHT PATH……………………………………...MONITOR i NAV ACCURACY…………………………….........MONITOR i
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
F-PLN SEQUENCING BACK
 Why sequencing the F-PLN?
 After going around, if the F-PLN is sequenced, C FDP
NAV mode is available.
C FDP
 If the F-PLN is NOT sequenced: no NAV mode.
B
 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.
 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.
 Clear manually all the remaining lines of the F-PLN of the MCDU or,
 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
APPROACH PHASE BACK
Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.
 In managed modes (NAV, LOC, LOC*) the APPR phase activates

automatically when overflying the magenta DECEL point.
 In selected modes (TRK, HDG) the DECEL point is inoperative

(white). APPR phase is to be activated manually from the MCDU.
SPEED MANAGED BACK
 In managed speed, deceleration stops at the following speeds

depending on the configuration.
CONF SPEED
Green Dot
S speed
F speed
F speed
VAPP
 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
NAV ACCURACY… MONITOR BACK
NAV ACCURACY must be monitored regularly during the approach.
PROG
The required navigation accuracy has to be appropriate to the phase of flight.
FLIGHT PATH … MONITOR BACK

 Use VDEV information on the PFD and PROG page
PROG
 In HDG/TRK mode, use also the energy circle on ND representing the required distance to land
CILICK TO EDIT/ M
NTERMEDIATE FINAL APPROACH
ASTER – 1/2
TITLE STYLE NEXT BACK
PF PM
At green dot:
“ FLAPS 1 ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK TCAS.……………......……..……………........…TA or TA/RA
A320: At 2 000 ft AGL at the latest:

A330/A340: At 2 500 ft AGL at the latest:
“ FLAPS 2 ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”
DECEL TOWARDS F SPEED………………..……..CHECK
“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….……………….......T.O
RWY TURN OFF sw ……………………………………… ON
CILICK TO EDIT/ M
NTERMEDIATE FINAL APPROACH
ASTER – 2/2
TITLE STYLE PREV BACK
PF When L/G down: PM
“FLAPS 3”
FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK
If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
“FLAPS FULL”
DECEL TOWARDS VAPP……………......…..……..CHECK A/THR ....….….……....……CHECK SPEED MODE or OFF
WING A.ICE pb-sw (if not required)....……….…….....OFF
SLIDING TABLE………………………………………..STOW SLIDING TABLE………...……..………………............STOW
LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE CABIN REPORT……..………..…………….…..….RECEIVE
“LANDING C/L”
LANDING C/L……...…………………………...…PERFORM
“LANDING C/L COMPLETE”
CABIN CREW………...……………………….………ADVISE
At 1 000 ft RA: “ONE THOUSAND ” Monitor or Announce

“ CHECKED ”
INTERMEDIATE
APPROACH
TITLE STYLE BACK
-ILS APPROACH-
PF PM
When cleared for approach, on the intercept trajectory for the final approach course and LOC deviation available:
APPR p/b on FCU….............…….....……….........…PRESS

SECOND AP......………..…...………………..…......ENGAGE
“ GLIDE SLOPE BLUE, LOC BLUE,
CAT 3 DUAL, AP 1+2 ”
“ CHECKED ”
LOC and G/S CAPTURE.....……..........………....MONITOR i
“ LOC STAR ”
“ CHECKED ”
“ LOC ”
“ CHECKED ”
“ GLIDE SLOPE STAR ”

“ CHECKED ”
When G/S* appears FMA:

GO AROUND ALT ........…………...……………..………SET
“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.
INTERMEDIATE
APPROACH
TITLE STYLE
-ILS APPROACH-
BACK
LOC and G/S CAPTURE
 Should an unwanted LOC and/or G/S be intercepted, the aircraft will follow an erroneous trajectory.
 Crosschecking with raw data allows to prevent it.
FINALMAPPROACH
CLICK TO EDIT ASTER TITLE STYLE BACK
-ILS APPROACH-
PF PM
At the final descent point:
“ GLIDE SLOPE ”
“ CHECKED ”
“PASSING (fix name), ____ft”
FLT PARAMETERS…………………….…….……MONITOR i
At 350ft RA:
“ LAND ”
“ CHECKED ”
At MINIMUM +100 ft: “HUNDRED ABOVE” Monitor or Announce

“ CHECKED ”
At MINIMUM: “MINIMUM” Monitor or Announce
Depending on visual references:

“ GO AROUND – FLAPS ” or “ CONTINUE ”
At 100 ft RA: “ONE HUNDRED” Monitor or Announce
At 50 ft RA: “FIFTY” Monitor or Announce
FINALMAPPROACH
CLICK TO EDIT ASTER TITLE STYLE
-ILS APPROACH-

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

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

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

“ CHECKED ”
CLICK TOFINAL MASTER–TITLE
EDITAPPROACH 1/2 STYLE NEXT BACK
-FINAL APP-
PF PM
FINAL APP.............…….....…..…………….CHECK ENGAGED
At the Final Descent Point:

“ FINAL APP ”
“ CHECKED ”
“PASSING (fix name), ___ft”
GO AROUND ALT ........…………...……………..………SET

“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.
i FLT PARAMETERS………………………..……….……MONITOR
-FINAL APP-
“SPEED” “CROSS TRACK”
Speed Target Speed Target XTK > 0.1 nm
- 5kt +10 kt
“COURSE”
VOR:
“BANK” “V DEV” 1/2 dot NDB:
V/DEV > 1/2 dot (50ft) (2.5 deg) 5 deg
V / DEV
7°
“___ FT HIGH or LOW”
At altitude check points

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

0¨ (A330)
1 000 ft/min (A320)
-2.5¨ (A320)
EDITAPPROACH 2/2 STYLE PREV BACK
-FINAL APP-
PF PM
At MINIMUM +100 ft: “HUNDRED ABOVE” Monitor or Announce
At MINIMUM: “MINIMUM” Monitor or Announce
If visual references are not sufficient:

“ GO AROUND – FLAPS ”
If visual references are sufficient:

“ CONTINUE ”
For landing:
AP………………………….……………..…………………OFF i
“ SET FDs OFF ” FDs……………………...……………………………….....OFF
“ SET RUNWAY TRACK ” RUNWAY TRACK………………………...……………… SET
-FINAL APP-
AP……………….OFF BACK
 AP…OFF
 FDs …OFF
 BIRD …ON
 CHECK / SET RUNWAY TRACK
“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”
 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
2nd SOP
APPROACH
GO-AROUND GO-AROUND THRUST ACCELERATION

DECISION INITIATION REDUCTION SOP
i SOP SOP FLOW
DIVERSION SOP
CALLOUTS
Discontinued approach i -
° Green dot
-S Flaps 0
Rejected landing i
-F Flaps 1
Spatial disorientation i
THR levers GA ACCELERATION
CLB ALTITUDE
L/G UP
FLAPS GA THRUST REDUCTION
TOGA ALTITUDE
Rotation
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. XFTDN4GOAROUN01 – MAR 2022
CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
Requirements for GO AROUND decision BACK
A go‐around must be considered if:
 The approach is unstable in speed, altitude, or flight path in such a way that stability is not
obtained by 1 000 ft IMC or 500 ft VMC or is not maintained until landing
 Any GPWS, Windshear or ROW (if ROPS is installed) alert occurs
 Adequate visual cues are not obtained reaching the minima or lost below minima
 …
CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
REJECTED LANDING
BACK
 If the PF initiates a go-around, the flight crew must complete the go-around maneuver.
 Do not initiate a go-around after the selection of the thrust reversers.
 If you perform a go-around near the ground, you should take into account the following:
• avoid excessive rotation rate, in order to prevent a tailstrike,
• a temporary landing gear contact with the runway is acceptable,
• in the case of bounce, consider delaying flap retraction,
• order landing gear retraction when the aircraft reaches and maintains positive climb with no
possibility of subsequent touchdown.
 If the aircraft is on the runway and in FULL configuration when the PF applies TOGA thrust, a
CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The flight crew should disregard
this alert.
CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
SPATIAL DISORIENTATION BACK
 If the aircraft is light, a high acceleration is expected when performing a go-around.

Pilot illusion
This can lead to spatial disorientation.
Actual
Possible pilot reaction

based on illusion
 When LVR CLB is flashing, set all thrust levers to the CL detent with no delay:
A/THR
 When ALT * mode engages, with MAN TOGA still engaged, a risk of speed limit exceedance exists:
CLICK TOGOEDIT MASTER
AROUND TITLE STYLE
INITIATION BACK
PF PM
GOLDEN RULE #1 Fly, Navigate, Communicate.
GOLDEN RULE #4 Take actions if things do not go as expected.
Simultaneously:
THRUST LEVERS……………..…………....TOGA i
ROTATION ………………………..……PERFORM i
“ GO AROUND, FLAPS ” FLAPS………………………….….……..RETRACT ONE STEP
“FLAPS xx”
FLIGHT PARAMETERS…………….….….………MONITOR i
“ MAN TOGA, SRS, NAV, AUTO

THRUST BLUE ”
“ CHECKED ”
When positive climb:

“ POSITIVE CLIMB ”
“ GEAR UP ” L/G………………………………………………....….…...............UP
“ GEAR UP ”
NAV or HDG mode…………….….…………………….AS RQRD GO-AROUND ALTITUDE.................................................CHECK

AP………………………….………………………………AS RQRD
AROUND TITLE STYLE
INITIATION
THRUST LEVERS………………….TOGA BACK
 If TOGA thrust is not required, set the thrust levers to the TOGA detent, to remove approach modes,
to engage the Go-Around phase with associated AP/FD modes, then retard all thrust levers to the
CL detent as required.
 When the flaps lever is at least in position 1, and when setting TOGA thrust:
• GO AROUND phase is activated.
• Landing/approach modes are removed, and go around modes are engaged.
• The missed approach becomes the ACTIVE F-PLN and the previously flown
approach is strung back into the F-PLN.
AROUND TITLE STYLE
INITIATION
ROTATION …………………. PERFORM BACK
Initiate rotation towards 15° of pitch with all engines operative (12.5° if one engine out) to get a
positive rate of climb then follow SRS pitch command bar.
AROUND TITLE STYLE
INITIATION
FLIGHT PARAMETERS CALLOUTS BACK
7°
+20° maxi
No climb rate
+10° mini
“BANK”
“PITCH” “SINK RATE”
CLICK TOTEDIT
HRUSTMREDUCTION
PF PM
At Go Around Thrust Reduction altitude, as LVR CLB is flashing on FMA:
THRUST LEVERS………………………………………..…CL
“ THRUST CLIMB, AUTO THRUST ”

“ CHECKED ”
ACCELERATION BACK
PF Acceleration Flow Pattern i PM

At Go Around acceleration altitude:
ANNOUNCE: “OPEN CLIMB, ALT BLUE,
4000 FT BLUE”
ANNOUNCE…..………….……..“CHECKED”
TARGET SPEED (GDOT) ………………….……….. MONITOR
At F speed with positive speed trend:

“ FLAPS 1 ”
FLAPS 1……………………………....………………SELECT
“ FLAPS 1 ”
At S speed with positive speed trend:
“ FLAPS 0 ”
FLAPS 0……………………….............…………….SELECT
“ FLAPS 0 ”
GROUND SPOILERS ..…………………….…........DISARM

L/G.....................................................................CHECK UP
NOSE sw………………………………………………...…OFF
RWY TURN OFF sw………………………………………OFF
OTHER EXTERIOR LIGHTS………………..…….AS RQRD
ACCELERATION
PM
EXTERIOR LIGHTS 4
3 L/G
CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE
PM
EXTERIOR LIGHTS 4
3 L/G
CLICK TO SEDIT MASTER
ECOND TITLE STYLE
APPROACH BACK
PF PM
If the flight crew decides to fly a second approach:
APPROACH PHASE………………………….………..ACTIVATE
CLICK TO EDITDIVERSION
PF PM
Three possibilities:
 The ALTN airport has been prepared

Lat Rev at TO WPT……..……….ENABLE ALTN
DIR TO………………..PERFORM AS CLEARED
 The SEC F-PLN has been prepared to a diversion airfield

SEC F-PLN………………..…………...ACTIVATE
 Nothing has been prepared

MCDU F-PLN page: NEW DEST….……INSERT
MCDU PROG page: CRZ FL…..........….INSERT
MCDU: F-PLN………….………………..FINALIZE
DISCONTINUED TITLE STYLE
APPROACH BACK
PF PM
At or above FCU altitude, apply the
discontinued approach technique described
here below, or the go around procedure.
Altitude set on FCU
Below the FCU altitude, apply the go

around procedure.
Note: FMAs displayed here below are based on an ILS approach
“ CANCEL APPROACH ”
Disarm any AP/FD approach mode (LOC, GS or FINAL APP):
APPR (or LOC) p/b on FCU………….………..........PRESS
“ VERTICAL SPEED MINUS 800,

HEADING, AP1, ALT BLUE ”
“ CHECKED ”
LAT. MODE (NAV or HDG)…….……………..…...AS RQRD

VERT. MODE (LEVEL OFF or ADJUST V/S)…..AS RQRD
SPEED………….....…………….PULL AND SET AS RQRD
 Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
CLICK TO
GOEDIT MASTER
AROUND TITLE STYLE
- CALLOUTS BACK
PF
“Go Around- FMA FMA FMA

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

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

Retard MAX IDLE IDLE
1000 ft 500 ft
A320 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. EFTDN1LANDING01 – MAR 2022
CLICK TO EDITLM
MANUAL ASTER- F
ANDING TITLE
LARE STYLE BACK
PF PM
For manual landing:
AP..................................................................................OFF
In stabilized approach conditions, the flare height is approximately 30 ft RA:
FLARE................................................................PERFORM ATTITUDE..............................................................MONITOR i
THRUST LEVERS...............................................................IDLE
At around 20ft RA, The automatic callout “RETARD” triggers. It is a reminder for the PF to retard thrust levers to IDLE.
CLICKMTO EDIT
ANUAL MASTER
LANDING TITLE STYLE
- ROLLOUT BACK
PF PM
At touchdown:
DEROTATION...................................................INITIATE
BOTH THRUST LEVERS..........REV MAX or REV IDLE
“ SPOILERS ”
“ REVERSE GREEN ”
DIRECTIONAL CONTROL.............MONITOR/ENSURE
BRAKES.........................................................AS RQRD A/BRK.............................................CHECK/ANNOUNCE
“ DECEL ”
At 70 kt:
“ SEVENTY KNOTS ”
BOTH THRUST LEVERS....................................REV IDLE
At taxi speed:
REVERSERS.............................................................STOW
Before 20 kt:
AUTO BRK.............................................................DISARM
CLICK TO AEDIT MASTER
UTOLAND TITLE STYLE
- FLARE BACK
PF At any time, if AUTOLAND light comes

PM
on, take over.
At 350ft RA:
LAND
“LAND”
“ CHECKED”
ILS COURSE...........................................................CHECK
At 40ft RA:
“ FLARE ”
If FLARE not displayed on FMA, PF takes over.

FLARE......................................................MONITOR
At 30ft RA:
“ THRUST IDLE ”
At 10ft RA:
BOTH THRUST LEVERS.............................................IDLE

LATERAL GUIDANCE.........................................MONITOR
CLICK TOAUTOLAND
- ROLLOUT BACK
PF PM
At touchdown:
“ ROLLOUT ”
BOTH THRUST LEVERS...............REV MAX or REV IDLE

“ SPOILERS ”
DIRECTIONAL CONTROL..................MONITOR/ENSURE DIRECTIONAL CONTROL..................................MONITOR
BRAKE.................................................................AS RQRD A/BRK.............................................CHECK/ANNOUNCE
“ DECEL ”
At 70 kt:
“ SEVENTY KNOTS ”
BOTH THRUST LEVERS....................................REV IDLE
Before 20 kt:
AUTO BRK............................................................DISARM
End of rollout
REVERSERS.............................................................STOW
AP..................................................................................OFF
CLICK TO EDIT M ASTER TITLE STYLE
FLARE
PM FLIGHT PARAMETERS CALLOUTS

BACK
7¨ maxi
“BANK, BANK”
10¨ maxi
When the pitch attitude approaches the tail
strike pitch limit indicator or reaches 10 º,
the PM announces:
“PITCH, PITCH”
CLICK
AFTER TO EDIT
LANDING MASTER
– PARKING TITLE STYLE
– SECURING THE A/C
AFTER LANDING PARKING SECURING THE

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

performed using the QRH.
A320/A330 © AIRBUS SAS 2022. All rights reserved. Confidential and proprietary document. XFTDB1AFTLDGD01 – MAR 2022
CLICK
AFTER TO EDIT
LANDING MASTER
AFTER LANDING FLOW PATTERN BACK
PF
PF PM
PM
ANTI-ICE 7 APU
6
EXTERIOR LIGHTS
2
GROUND
1 SPOILERS
RADAR
1 5 TCAS / ATC
PREDICTIVE 2 4
WINDSHEAR FLAPS
3
(A320) ENG MODE SEL
AFTER LANDINGTITLE STYLE BACK
PF Signal for PM actions

PM
GROUND SPOILERS……………..……...........……DISARM
EXTERIOR LIGHTS……..……...………………………...SET
RADAR……….……………………………..…….……..…OFF
PREDICTIVE WINDSHEAR………..…………....………OFF
ENG MODE/START SEL…..………..….………….….NORM
FLAPS………………….……….……....……….….RETRACT
TCAS……………….…………….…..….………….…….STBY
ATC......................AS RQRD BY AIRPORT OPERATIONS
APU……….……….………………….....…….…….….START
ANTI ICE……………………...…....…..…….…….AS RQRD
BRAKE TEMP………………….………..………...….CHECK i
“ AFTER LANDING C/L ”

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

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

Or
Use of brake fans without oxidation
Brake temperature likely
consideration
exceeding
500°C
Note: After landing, the BRAKES HOT ECAM caution is inhibited. By the way, when brake temperature is
above 300°C, the HOT amber light on the LDG panel will come on. Depending on the rate of temperature
increase, you may delay the use of brake fans in accordance with the above considerations.
 Observe the ECAM memo if the brake fans are selected.
PARKING – 1/2TITLE STYLE BACK
PF PM
ACCU PRESS..........................................................CHECK ANTI-ICE.......................................................................OFF
PARK BRAKE handle.....................................................ON APU BLEED pb-sw........................................................ON i
• If the APU is not available:

EXT PWR pb.................................................................ON
• No less than 3 min after high thrust operations:
ALL ENG MASTER LEVERS........................................OFF
WING sw........................................................................OFF
BEACON sw..................................................................OFF
OTHER EXTERIOR LIGHTS................................AS RQRD MECH
FUEL PUMPS...............................................................OFF
SLIDES.................................................CHECK DISARMED
SEAT BELTS sw............................................................OFF
GROUND CONTACT.........................................ESTABLISH FUEL QUANTITY.....................................................CHECK
PARKING BRAKE handle....................................AS RQRD BRAKE FAN..................................................................OFF
2/2 
 When PARKING BRAKE is ON:

• PARK BRK MEMO is displayed • The ACCU PRESS must be in the green band.
• Check the brake pressure
 Minimum time at or near IDLE to stabilize engine hot section temperature, refer to FCOM SOP PARKING
PARKING – 2/2TITLE STYLE BACK
PF  1/2 PM
“ PARKING C/L ”
PARKING C/L...................................................COMPLETE
“ PARKING C/L COMPLETE ”
ATC.............................................................................STBY
IRS PERFORMANCE..............................................CHECK i
DUs.................................................................................DIM DUs................................................................................DIM
LOGBOOK............................................COMPLETE (CM1)
ALL EFB transmitting mode...............................AS RQRD ALL EFB transmitting mode..............................AS RQRD
• If performing transit stop: • If performing transit stop:
CLEAR/CLOSE FLIGHT...........................................APPLY CLEAR/CLOSE FLIGHT...........................................APPLY
CLICK TO EDITPMASTER TITLE STYLE
ARKING
APU BLEED pb-sw…………ON BACK
 Set the APU BLEED pb-sw to ON immediately before engine shutdown,

to prevent engine exhaust fumes from entering the air conditioning.
ARKING
IRS PERFORMANCE BACK
 The NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete).
 On the MCDU: DATA / POSITION MONITOR page, read the deviation of each IRS position from the FMGC
position and check that the value does not exceed the following (FCOM PRO-NOR-SOP-PARKING).
CLICK
AFTER TO EDIT
LANDING MASTER
PARKING FLOW PATTERN BACK
3 FUEL PUMPS
PF
PF PM
PM
ANTI-ICE APU BLEED pb-sw
1 2
EXTERIOR LIGHTS 4 6 SEAT BELTS sw
5
SLIDES
1 ACCU PRESS
ALL ENG MASTER LEVERS 3
PARK BRAKE handle

2
CLICK TO EDIT MTHE
SECURING ASTER TITLE STYLE
AIRCRAFT BACK
CM1 CM2
This procedure can be performed using the QRH.
PARK BRAKE handle.......................................CHECK ON

ALL IR MODE SELECTORS........................................OFF i OXY CREW SUPPLY....................................................OFF
EXTERIOR LIGHTS......................................................OFF
APU BLEED pb-sw.......................................................OFF
EXT PWR pb-sw..................................................AS RQRD
APU MASTER SW pb-sw.............................................OFF
EMER EXIT LT pb-sw...................................................OFF
SIGNS sw......................................................................OFF
A320
BAT 1 pb-sw + BAT 2 pb-sw........................................OFF i
A330
BAT 1 pb-sw + BAT 2 pb-sw + APU BAT pb-sw.........OFF i
“ SECURING THE AIRCRAFT C/L ”

SECURING THE AIRCRAFT C/L.....................COMPLETE
“ SECURING THE AIRCRAFT C/L COMPLETE ”
EFB APPLICATIONS.......................................................CLOSE
ALL EFB.................................................................SWITCH OFF i
A320 only:
MAINT BUS sw....................................................AS RQRD
CLICK TO EDIT MTHE
AIRCRAFT
BACK
EFB APPLICATIONS…CLOSE: ALL EFB…SWITCH OFF:
CLICK TO EDIT MTHE
AIRCRAFT
BACK
To ensure the ADIRS memorize the last data:
at least 10 sec
t
ADIRS OFF Electrical supply OFF
CLICK TO EDIT MTHE
AIRCRAFT
BACK
To prevent smoke entering the cabin during next start, wait until APU flap is fully closed:
Approx 2 min
t
APU AVAIL light When APU flap fully closed,
goes out set batteries OFF
CLICK TO AP/FD AND A/THR
ENGAGEMENT/DISENGAGEMENT
AP/FD A/THR
ENGAGEMENT and i ENGAGEMENT and
i
DISENGAGEMENT DISENGAGEMENT
A320/A330 XFTDN1000AUTO01 – OCT 2020

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

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

center the FD bars before setting AP ON.
AP/FD AND A/THR
CLICK TO MASTER
EDIT TITLE STYLE
AP/FD – 2/2 PREV BACK
Disengagement
AP ON / FD ON
Autoflight
with AP/FD.
CAVALERY CHARGE
Press the AP
1 INSTINCTIVE DISC pb Press a second time on the AP INSTINCTIVE DISC
pb to cancel the aural and visual indications.
to disconnect AP.
AP OFF / FD ON
Manual flight
with FD.
2 Set FD OFF
AP OFF / FD OFF
Manual flight
without FD.
AP/FD AND A/THR
EDIT
A/THR – 1/2 NEXT BACK
Engagement
A/THR OFF
Flight with
manual thrust.
1 Press the A/THR pb.

LVR CLB is flashing.
2
Move the THR levers to
the CL detent.
A/THR ON
Flight with
A/THR.
AP/FD AND A/THR
EDIT
AP/FD – 2/2 PREV BACK
Disengagement
A/THR ON
Flight with
A/THR.
1
Move thrust levers i
to current thrust.
2
Press A/THR INSTINCTIVE DISC pb
to disconnect the A/THR.
A/THR OFF
Flight with
manual thrust.
AP/FD AND A/THR
EDIT
Move thrust lever to current thrust BACK
If the flight crew presses the instinctive disconnect pb on the thrust levers before they move
the thrust levers to the current thrust setting, there is a risk of undue thrust increase.
CIRCLING
Approach Preparation:
Downwind:
Primary F-PLN: Insert instrument approach,
Set downwind track,
APPR PERF Page: insert MDA for circling,
Maintain visual (lateral distance, TRK),
SEC F-PLN: Copy active F-PLN and revise landing runway.
Activate SEC F-PLN,
Disconnect AP and remove FD. i
Before FAF: At MDA:

Maintain altitude, i Base turn:
Flaps 3, i Abeam:
If visual references for circling Set runway track,
L/G down, Start chronometer,
• Turn 45°, Initial bank 25°,
F Speed. 3 sec/100 ft.
• Fly for 30 sec from wings level. Maintain altitude.
If visual references are not
sufficient: GO AROUND initiate.
Circling MDA
30 s
500 ft AGL
45 º stabilized
Threshold identified:
Set landing CONF (FULL FLAPS,
VAPP),
Landing C/L.
A320/A330 XFTDN1CIRCLNG01 – OCT 2018

CIRCLING
BACK
APPROACH SPEED: F SPEED
When landing FLAPS 3 is expected and inserted in the APPR PERF page
(flight crew decision, failure with specific FLAPS setting, one engine out for A330),
F speed must be selected for approach.

Speed will be managed again in final for landing to recover Vapp
APPROACH CONFIGURATION WITH ONE ENG INOP
REFER TO QRH PROC:

CIRCLING
LEVEL OFF AND FLY AT LEAST MDA BACK
With some anticipation:

(altitude of anticipation is 10% of V/S in ft/min; e.g.: V/S: - 1000 ft/min > Anticipation: 100 ft).
A320: Push the V/S / FPA knob to level off.

A330: Press the ALT pushbutton.
CIRCLING
DOWNWIND LEG BACK
• During circling, remember that the missed approach procedure is the one from the instrument
approach.
• When the secondary F-PLN is activated, the valid missed approach procedure is no longer available
• In the case of a GO AROUND, fly the missed approach in SELECTED modes using the initial
instrument approach chart (unless otherwise specified).
CLIDE
G LICKSTO EDIT
LOPE MASTER TITLE
INTERCEPTION FROM STYLE
ABOVE
CLEARED to intercept LOC CLEARED for ILS Monitor G/S Interception

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

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

 L/G Down A/C stabilized
 Flaps FULL
 VAPP.
A320/A330 XFTDN3GSABOVE01 – OCT 2018

CLICK CTO EDIT
LEAR MILS
FOR ASTER TITLE STYLE
APPROACH BACK
Arm APPR. Set FCU Altitude Select V/S mode -1500 ft/min
Above Aircraft altitude i (-2000 ft/min max).
G/S MODE ARMING
When V/S mode is active,

ensure that G/S mode is armed.
Otherwise, if you keep going with the V/S mode only,

nothing will stop the descent.
CLIDE
G LICKSTO EDIT
LOPE MASTER TITLE
INTERCEPTION FROM STYLE
ABOVE
SETTING FCU ALTITUDE BACK
If the FCU altitude is below A/C altitude,
arming APPR then selecting V/S mode can lead to ALT* engagement.
Set an FCU altitude above the A/C altitude to be sure V/S mode remains active.
CLICKMTO
ONITOR MASTER
EDITG/S TITLE STYLE
INTERCEPTION BACK
Monitor G/S interception with raw data.
When G/S*: Set go around altitude.
1000 ft AGL
stabilized.
CLICK TO EDIT
GROUND MASTER
SPEED TITLE
MINI F STYLE
UNCTION
Main principle of the ground speed minimum function. i
Tower Wind: 330¨ / 20 kt
CURRENT HEADWIND: HEADWIND INCREASES TO: HEADWIND DECREASES TO:

20 KT 50 KT 25 KT
i i i
1
330/20 kt
2 330/50 kt
3 330/25 kt
A320/A330 XFTDN40GSMINI01 – FEB 2019

CLICK TO EDIT
GROUND MASTER
SPEED TITLE
MINI F STYLE
UNCTION
MAIN PRINCIPLE OF THE GROUND SPEED MINIMUM FUNCTION BACK
GS mini concept has been defined to prevent the A/C energy from dropping below a minimum level during final approach.
It is not displayed to the flight crew.
Ground speed mini is available in managed speed mode only.

It is active when the aircraft is in landing configuration.
IAS TARGET = Max [ VAPP, VAPP + Wind Difference ]

(Current Headwind – TWR Headwind)
VAPP + Wind difference
IAS TARGET
Note: On A320neo aircraft, the computation of the IAS Target is modified, with only a
third of the wind difference taken into account.
CLICK TO EDIT
GROUND MASTER
SPEED MINI FTITLE STYLE
UNCTION
CURRENT HEADWIND 20 KT NEXT BACK
Hypothesis: Landing on RWY 33, Tower wind 330° / 020kt, VLS = 133kt
VAPP = 133 + 7 = 140 kt
Gs mini = 140 – 20 = 120 kt
1
330/20 kt
IAS Target = Gs mini (120) + 20 = 140 kt
MANAGED SPEED SELECTED SPEED

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

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

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

CLICK TO EDIT
GROUND MASTER
UNCTION
HEADWIND DECREASES TO 25 KT PREV BACK
IAS Target = Gs mini (120) + 25 = 145 kt

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

IAS target decreases

Speed target unchanged
SPEED trend is going down

SPEED trend is going down
THR slightly decreases

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

Current GS = GS mini
REMAINS HIGH Current GS < GS mini IS LOW
HEAD-UP DISPLAY (HUD)
HUD REMINDER TAXI TAKEOFF APPROACH ROLL OUT

i i i i i
A320 EFTDO_HUD_01 – A320 – JUN 2023

TAXI NEXT BACK
TYPICAL DISPLAY
TAXI PREV BACK
DECLUTTER DISPLAY
TAKEOFF BACK
TYPICAL DISPLAY
TAKEOFF ROLL - ROTATION:
 The yaw bar shows you the yaw

guidance order of the flight director
to maintain or return the aircraft to
the runway centerline by using the
appropriate rudder pedals inputs.
 The tail strike symbol.
 The offset pitch symbol is positioned

15 ° below the actual pitch attitude
of the aircraft (12.5° in the case of
an engine failure).
APPROACH NEXT BACK
TYPICAL DISPLAY
BARO 750
LS
N
APPROACH PREV NEXT BACK
DECLUTTER 1 MODE
BARO 750
LS
D1
N
DECLUTTER 2 MODE
LS
D1
TYPICAL DISPLAY (IN CROSSWIND)
BARO 750
APPROACH PREV BACK
X WIND DISPLAY
BARO 750
ROLLOUT BACK
TYPICAL DISPLAY
ROLLOUT
The auto break mode scale is

displayed to show you the current
aircraft deceleration. In this case MED
braking mode is selected.
REMINDER NEXT BACK
ENERGY CHEVRONS
FPA TOTAL FPA:

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

FLAG MESSAGES
MAX BRAKING
MAX REVERSE
FLAG MESSAGES
RWY TOO SHORT

FLAG MESSAGES
FOR GA: SET TOGA

REMINDER PREV BACK
FLAG MESSAGES
COMBINER
UNLOCKED
CLICK TO EDIT
ILS RMAW
ASTER TITLE STYLE
DATA
ILS without AP and FD:
Fly an ILS Raw Data i
G/S Interception i
LOC Interception i
A320/A330 XFTDN20ILSRAW01 – OCT 2018

CLICK TO
TO EDIT MILS
FLY AN ASTER
RAWTITLE
DATA STYLE BACK
LATERAL
RWY track
 Select RWY Track on AFS CP.
 When on the LOC, fly the Bird on the

blue line.
VERTICAL
 How to correct LOC deviation i
When on the glideslope, fly the
Bird on the ILS FPA.
(e.g. -3°)
How to correct G/S deviation i

Intercepting the LOC course NEXT BACK
Depending on the angle of interception, you may start the

interception as soon as the LOC is active.
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV BACK
Reaching Final Descent Point NEXT BACK
Reaching Final Descent Point PREV NEXT BACK
When ½ dot below the G/S, initiate the interception of the G/S
by smoothly flying the Bird down to the glide path angle :
Reaching Final Descent Point PREV BACK
LOC deviation NEXT BACK
LOC deviation NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV BACK
Check unwanted residual bank angle
Close to the ground avoid too large lateral corrections

CLICK TO EDIT
GLIDEMDEVIATION
In case of GLIDE deviation:
Apply the appropriate correction to the flight path angle:
Monitor GLIDE deviation:
When back on the GLIDE:
Resume the Bird on the appropriate path (e.g. -3°):
Close to the ground avoid too large pitch down corrections.

Low Visibility Operations
ROLLOUT
TAXI-OUT TAKEOFF CLIMB CRUISE DESCENT APPROACH GO-AROUND
TAXI-IN
All aircraft,
except BXL
BXL only
A320/A330/A340/A350/A380 XFSNB10000LVO00 – JUN 2023

PF TAXI-OUT PM
HEAD UP AT ALL TIMES .......................................... KEEP ANF / OANS if available (A350 and A380 only)..........USE
TAXIWAY & RUNWAY CHART…………..KEEP AVAILABLE

TAXIWAY & RUNWAY CHART………..KEEP AVAILABLE
TAXIWAY HEADINGS & UPCOMING TURNS ......ADVISE
GROUND SPEED................................................MONITOR
 Good crew coordination is essential. Avoid, during taxi: flight control checks, checklists and
administrative work.
 Never cross a red stop bar when lining up or crossing a runway, unless unambiguous clearance to
cross has been received by ATC.
 If unsure of position, the aircraft should be stopped and the parking brake set. ATC may provide
assistance by use of ground radar or by sending a FOLLOW ME car.
 Bear in mind that, whereas bright lights may be visible, unlit obstacles and aircraft extremities may not.
TAKEOFF
ANF / OANS (A350 and A380 only)...........USE
 Adapt taxi speed to the actual visibility

TAKEOFF
CREW
ALTERNATE RVR CHECKS ROTATION TAKEOFF
INCAPACITATION
A Low Visibility takeoff (LVTO) is a takeoff where the runway visual

range is less then 550 meters.
Below 400 meters, training and authorization are required.
TAKEOFF: Takeoff Alternate
The commander should not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless a
weather-permissible take-off alternate aerodrome is available. (Refer to Operational manual).
A350 ≈ 400 NM
A320 ≈ 380 NM A330 ≈ 390 NM
A340 ≈ 860 NM A380 ≈ 890 NM

TAKEOFF : RVR
Requirements for takeoffs with a minimum RVR of 125 m:
 Runway centerline markings, runway end lights, runway edge lights (spaced 60
m or less) and runway centerline lights (spaced 15 m or less)
 The minimum RVR value should be achieved for all reporting points within the
Accelerate-Stop-Distance (ASD)
 The reported RVR value representative for the initial part of the takeoff-run can
be replaced by pilot assessment (e.g. seeing 7 centerline lights)
TAKEOFF: Checks NEXT
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
TAKEOFF: Checks PREV NEXT
center line lights.
BEFORE ENTERING RUNWAY

TAKEOFF: Checks PREV
center line lights.
BEFORE ENTERING RUNWAY ONCE ALIGNED

TAKEOFF: Crew Incapacitation
PM: Be ready to take over

TAKEOFF: Rotation
NORMAL ROTATION AS PER FCOM
 At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards the
correct pitch attitude.
 Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension.
 In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level.
 After lift-off, follow the SRS pitch command bar.
Type A320 A330 A340 A350 A380
Target attitude 15.0° 15.0° 12.5° 12.5° 12.5°

all engines SRS SRS SRS SRS SRS
Target attitude engine 12.5° 12.5° 12.5° 10° 10°

out SRS SRS SRS SRS SRS
CM1 TAKEOFF CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP HEAD........................................................................DOWN

RUNWAY CENTERLINE ...................VISUALLY FOLLOW
DEVIATIONS ......................................................MONITOR
CM1 TAKEOFF CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA CHRONO…………………………..….…………….....START
HEAD ..............................................................................UP HEAD........................................................................DOWN

RUNWAY CENTERLINE ...................VISUALLY FOLLOW
DEVIATIONS ......................................................MONITOR
 CM2 must call out any lateral deviation.

CRUISE: APPROACH PREPARATION
LOW
VISIBILITY
OPERATIONS
LVO AIRPORT CREW A/C

CAPABILITY FACILITIES CAPABILITY CAPABILITY
Preparation: Arrival Briefing Specifics:

 Verify weather conditions  Task sharing and callouts
 Check crew qualification  Management of degraded
guidance/equipment
 Check aircraft technical status
 Low visibility procedures at the airport
 Check airport status
 Evaluate downgrading options
 Check diversion options
 Fuel pred extra time for holding
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
AH
FLARE
RETARD
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft Abnormals during final approach:
Failure above 1000 ft AAL:

400 ft Failure below 1000 ft AAL:
Approach may be continued if: Approach may be continued if:

350 ft
• ECAM/QRH complete and required • The pilot has the runway in sight and
equipment checked (FCOM or QRH) • The200 ft of failure does not affect the
type
• Weather permits landing performance.
100 ft
• Briefing and DH are updated and
FLARE
• Aircraft is stabilized before 1000 ft AAL. Alert
RETARD
Height
Otherwise, GO-AROUND.
FAF
Note: This does not impair the emergency authority of the commander.
APPROACH
INTERMEDIATE
FINAL APPR
APPR
LAND MODE…………CHECK
“Callouts”
1000 ft
400 ft
If LAND
350 ftmode not available  Go around
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft
• ILS course on PFD to be in agreement FLARE

Alert
with published figure. RETARD
Height
If not in agreement  Go around.
FAF
APPROACH
ILS COURSE…………CHECK
INTERMEDIATE
FINAL APPR
APPR
If ILS course not in agreement  Go around
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft

Alert
Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
Major differences to conventional

400 ft
ILS approach start below 400 ft.
350 ft
Importance of CM2 especially below 400 ft.
He has to check: 200 ft
• The flight path and the Autoflight modes
100 ft
• Call deviations
FLARE
• Takeover in case of incapacitation of CM1.
Alert
RETARD
Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft

Alert
Height
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
100 ft
If AUTOLAND warning light activates (armed below 200 ft)
FLARE
a go around Alert
has to be performed.
RETARD
The approachHeight
may be continued manually if visual references
are sufficient.
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
Alert Height (AH) 100 ft

AH
FLARE
For CAT 3 without DH approach:
Alert
RETARD
Height
• CONTINUE callout at Alert Height if no failure is
FAF detected (irrespective of visual conditions).

APPROACH
INTERMEDIATE
FINAL APPR
APPR
Alert Height
• For CAT 3 only
• Not displayed in the cockpit
“Callouts”
• Above this height, a CAT 3 autoland would be discontinued
1000 approach
and a missed ft executed if an element of the CAT 3
fail operational systems fails.
400 ft
• Below the alert height, with same failures, the aircraft is
capable of continuing to a successful landing 350
(e.g.ftengine
failure below alert height), unless autoland light comes on
200 ft
100 ft for A320
Alert Height (AH) AH
200 ft for A330/A340/A350/A380
FLARE
RETARD
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
AH
FLARE mode to be checked FLARE
and announced by CM2. RETARD
For FMA, click here…

FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
FLARE mode…………CHECK
350 ft
200 ft
100 ft
FLARE mode to be checked FLARE

Alert
and announced by CM2. RETARD
Height
For FMA, click here…
FAF
APPROACH
INTERMEDIATE
FINAL APPR
APPR
“Callouts”
1000 ft
400 ft
350 ft
200 ft
AH
FLARE
RETARD auto callout (RETARD both thrust levers to IDLE):
Alert
RETARD
• In manual landing RETARD is a REMINDER
Height
• In autoland with A/THR, RETARD is an ORDER.
FAF (no retard of thrust levers before RETARD call)
APPROACH
CALLOUTS – AUTOLAND APPROACH

"CONTINUE"
"LDG C/L" "LAND" or
PF “CHECKED" “CHECKED"
"GO AROUND FLAPS"
Monitor Monitor “ROLL OUT" "REVERSE GREEN" “60/70 KT"

PM “LDG C/L complete" “CHECKED" “FLARE"
“ONE HUNDRED ABOVE" "MINIMUM"
"SPOILERS" "DECEL"
350 ft
AUTO
CALLOUT
DH + 100 ft "RETARD"
DH *
* In CAT III operation with NO DH,

for the decision to CONTINUE or GO AROUND, 40 ft
the Alert Height replaces the DH. 10 ft
Touchdown
GO-AROUND
LOW GO-AROUND  AIRCRAFT TOUCHES THE RUNWAY
Case 1 - TOGA IS APPLIED BEFORE TOUCH DOWN

• The G/A phase will not be disturbed even when the aircraft touches the runway
• Modes stay the same, spoilers will not extend
• AP remains engaged.
TOGA
Case 2 - TOGA IS APPLIED AFTER TOUCH DOWN:

• TOGA thrust applied  CONFIG warning if CONF FULL
• AP disengages
• Retract L/G when positive rate of climb and no risk of further touch down
• Climb out as for standard go-around
• If reverse thrust already applied, full stop landing must be completed.
TOGA
ROLLOUT and TAXI-IN
All aircraft, except BXL
Three things have to be done manually in autoland:
• Retard THR LEVERS when ordered

• Select REVERSERS when main wheels touch down
• Disconnect APs at the end of Rollout...
Taxi
GATE
Taxi
BXL only
ROLLOUT and TAXI-IN
Three things have to be done manually in autoland:
• Retard THR LEVERS when ordered

• Select REVERSERS when main wheels touch down
• Below 70kt, ensure directional control.
Note: The AP will automatically disconnect

at 70 kt ground speed.
Taxi
GATE
Taxi
CLICK TO EDIT
NORMAL MASTER
LAW TITLE STYLE
PROTECTIONS
LOAD FACTOR PROTECTION i
PITCH ATTITUDE PROTECTION i
BANK ANGLE PROTECTION i
HIGH SPEED PROTECTIONS i
LOW SPEED PROTECTIONS i
A320/A330 XFTDN1000PROT01 – OCT 2018

CLICK LTO EDIT
OAD MASTER
FACTOR TITLE STYLE
PROTECTION BACK
MIN “G” LOAD:

• Slats retracted: -1.0 g
• Slats extended: 0 g
MAX “G” LOAD:

• Slats retracted: +2.5 g
• Slats extended: +2.0 g
Note:
Amber “G LOAD” is only displayed when above 1.4 g and below 0.7 g.
CLICKPTO
ITCHEDIT MASTER
ATTITUDE TITLE STYLE
PROTECTION BACK
PITCH UP LIMIT
Pitch is limited to 30° nose-up, progressively reduced to 25° at low speed.
PITCH DOWN LIMIT
Pitch is limited to 15° nose-down.

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

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

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

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

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

• AP Disconnects,
• Sidestick directly commands the AOA without
exceeding αMAX,
• Speedbrakes, if deployed, retract automatically,
• Bank limited to 45°
CLICK TO
LOWEDIT MASTER
SPEED TITLE
PROTECTION STYLE
ALPHA FLOOR BACK
Vα FLOOR
αFLOOR
automatically When the aircraft
leaves
commands
αFLOOR TOGA thrust, if
TOGA thrust. maintained
conditions,
with an undue
TOGA thrust is
speed
locked. When
increase, may
lead to applicable,
overspeed. re-engage
Disconnect the the A/THR.
A/THR, and
exit TOGA LK.
CLICK TO EDIT
USEMOF
ASTER
BIRDTITLE STYLE
FLIGHT PATH VECTOR

PRESENTATION
i
“ BIRD ON ”
A320/A330 XFTDN2000BIRD01 – OCT 2018

CLICK TOFPV
EDITPMASTER TITLE STYLE
RESENTATION BACK
PITCH
FPA
HDG TRK
VERTICAL FUNCTIONS i
LATERAL FUNCTIONS i
CLICK TOFPV
EDITPM ASTER TITLE STYLE
RESENTATION
VERTICAL FUNCTIONS BACK
PITCH: +6¨
FPA: 0¨
Top
of
descent
PITCH: +3¨
FPA: -3¨
The Bird is designed to facilitate the approach with a

-3° FPA.
When established on a -3° descent path, the top of

the Bird symbol touches the horizon line.
CLICK TOFPV
EDITPMASTER TITLE STYLE
RESENTATION
LATERAL FUNCTIONS BACK
Current HDG = 325¨ Current HDG = 325¨ Turn left for Current HDG = 320¨
Current TRK = 325¨ Current TRK = 330° correction. Current TRK = 325¨
WIND WIND
CLICK TO V
EDIT MASTER
ISUAL PATTERN
TITLE STYLE
VISUAL CIRCUIT LONG FINAL APPROACH DOWNWIND LEG
i i i
Remember:
During a visual pattern, look outside.
A320/A330 XFTDN1VISUPAT01 – Oct 2022

CLICK TO EDIT
VISUALMASTER
VISUALPCIRCUIT
ATTERN TITLE STYLE BACK
“Activate Approach phase”

“Manage speed”
“FDs OFF”
“BIRD ON”
“Set downwind track” when necessary
“Approach checklist”
DOWNWIND LEG i
“ Set downwind heading ”

1500 ft/AAL
ABEAM THRESHOLD i “ Flaps 1 ”
“Pull S Speed ”
“Speed, Auto thrust ”
10 s before turning final:

“ FLAPS 2 ”
3 s before turning final: “ Pull HDG”

“ Set runway track ”
“ Gear down ”
“ FLAPS 3 ” When lined up:

Initiate a
shallow i • Set circuit ALT on FCU
descent “ FLAPS FULL ” • Preset RWY HDG on FCU
“ Landing checklist ” 500 ft/AAL
Stabilized with FLAPS FULL at VAPP
VISUAL TITLE STYLE
PATTERN
DOWNWIND LEG BACK
Entering downwind leg:
• Check RWY positioning (2.5 nm) with ND settings: ROSE NAV mode and range 10 Nm.
Use the dotted arcs of the ND range to

monitor the runway position versus the
aircraft track.
VISUAL TITLE STYLE
PATTERN
ABEAM THRESHOLD BACK
 Extend the downwind leg by 3 s per 100 ft above airfield level (e.g.: 45 s for 1500 ft)
 Wind correction: +/- 1 s per 1 kt of headwind / downwind component
Example:
Compare TAS and GS:

– = – 9 kt (tailwind)
Wind correction = – 9 s
36 s
In this example, the downwind leg extension will be:
45 s – 9 s = 36 s
VISUAL TITLE STYLE
PATTERN
INITIATE A SHALLOW DESCENT
BACK
Initiate a shallow descent while turning to reach the profile

VISUAL
LONGP
TITLE STYLE
ATTERN
FINAL BACK
ENERGY CIRCLE i
“ Activate Approach phase ”
'‘ FLAPS 1 ” “ FLAPS 2 ”
“ Gear down ”
“ FLAPS 3 ”
“ FLAPS FULL ”
1500 ft/AAL
“ Landing checklist ”
500 ft/AAL
Around 5 NM
VISUAL TITLE STYLE
PATTERN
ENERGY CIRCLE BACK
In HDG or TRK mode, the ENERGY CIRCLE represents the required

distance to land from the aircraft altitude down to the airport elevation, taking
into account the deceleration down to VAPP.
CLICK TO EDIT M
VISUALASTER
PATTERN
DOWNWIND LEG
TITLE STYLE
BACK
“AP OFF”
“FDs OFF”
“BIRD ON”
“Set downwind track” when necessary
“Activate Approach Phase”

“Manage speed” when necessary
“Approach checklist”
“ FLAPS 1 ”
1500 ft/AAL
10 s before turning final:

“ FLAPS 2 ”
“ Gear down ”
“ FLAPS 3 ”
Initiate a
shallow i
descent “ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
VISUAL TITLE STYLE
PATTERN
INITIATE A SHALLOW DESCENT BACK
Initiate a shallow descent while turning to reach the profile

CLICK TO EDIT
MANAGEMENT OF AMBNORMAL OPERATIONS
ASTER TITLE STYLE
ADVISORY MEMORY ITEMS QRH PROCEDURES

or ECAM PROCEDURES
PROC PROC
OEB IMMEDIATE
ACTIONS
PROC
DETECTION
PROC
ECAM ACTIONS
PROC
ECAM / QRH / OEB ACTIONS COMPLETED
PROC
DESCENT PREPARATION
PROC
A320/A330 XFTDN6ECAM00001 – JUN 2023

CLICK TO EDITAM ASTER TITLE STYLE
DVISORY BACK
PF PM
First pilot who notices an ADVISORY:
ANNOUNCE: “ ADVISORY ON (TITLE on SD page) SYSTEM ”
SYSTEM SD page DISPLAYED..…….…..….…..ANALYZE
DRIFTING PARAMETER MONITORING....…….REQUEST

DRIFTING PARAMETER………........……………MONITOR
If time permits:
ADVISORY TRIGGERING CONDITIONS (QRH)....CHECK

RECOMMENDED ACTIONS.……..………………….APPLY
Refer to QRH:
MEMORY ITEMSTITLE STYLE BACK
In some time-critical situations, you will have no time to refer to any ECAM, FCOM or QRH procedure.
Memory items are procedures or critical immediate actions of a procedure (ECAM, QRH or OEB)
that you will have to apply by memory to ensure a safe flight path.
The [MEM] MEMORY ITEMS menu provides direct access to the list of memory items:
Memory items are surrounded by a box in an FCOM/QRH/OEB procedure:
Announce the appropriate procedure by calling out, in most cases, the title of the procedure. This will allow the flight crew
to be aware of the situation and be prepared to properly react (crew coordination, tasksharing and communication).
ANNOUNCE……………………APPROPRIATE CALLOUT
e.g. ”EMERGENCY DESCENT”
DETECTION BACK
PF PM
Reminder: Tasksharing for Normal Operations:
FLY THE AIRCRAFT MONITOR: FLIGHT PATH / NAVIGATION / A/C SYSTEMS

NAVIGATE COMMUNICATE
First pilot who notices MASTER WARNING / MASTER CAUTION:
MASTER WARNING / MASTER CAUTION …..………… RESET
The first priority is to maintain a safe flight path before performing any READ & DO actions (FLY, NAVIGATE, COMMUNICATE).
For takeoff or go around, you should delay READ & DO actions until the aircraft reaches a minimum of 400 ft AGL
(appropriate compromise between stabilization of the aircraft and a delay in the actions)
However, you may initiate READ & DO actions below 400 ft AGL, provided that the flight path is safe.
CLICK TO EDIT
ECAMMASTER
ACTIONSTITLE STYLE NEXT
PF PM
Repeat for each ECAM procedure:
ANNOUNCE.…………………......…….“Title of the failure”

Here: “AIR APU BLEED FAULT”
ECAM ..……... CONFIRM with SD page and OVHD panel
OEB ……..………………………… CONSIDER
ORDER ……………………….….……....“ECAM ACTIONS” i
Now apply the Tasksharing for Abnormal Operations:
FLY THE AIRCRAFT MONITOR: FLIGHT PATH / NAVIGATION

NAVIGATE
COMMUNICATE
ECAM / OEB ACTIONS ..……….……………… PERFORM i

REQUEST ..……….... “CLEAR (name of the SYSTEM)?”
Here: “CLEAR AIR ?”
ECAM ACTIONS PERFORMED …………..…...… CHECK
CONFIRM ………...…... “CLEAR (name of the SYSTEM)”
Here: “CLEAR AIR”
CLR pb …………….………….………………….. PRESS
Actions to be confirmed by both pilots: i

SYSTEM TITLE STYLE
DISPLAY PREV NEXT
PF PM
For each System Display (SD) page:
SYSTEM DISPLAY (SD) page ………………….. ANALYZE

REQUEST …………..........…..“CLEAR (name of SYS)?”
CONFRIM …………………….…“CLEAR (name of SYS)”
CLR pb ………………………….………………..… PRESS
Repeat the same sequence for each secondary failure displayed on the ECAM SD page.
PM: “CLEAR FLIGHT CONTROL?”
PF: “CLEAR FLIGHT CONTROL”

STATUS PAGE TITLE STYLE PREV BACK
PF PM
When the STATUS page appears:
ANNOUNCE …………….………………………..“STATUS”
ORDER ………………………………………“STOP ECAM”
ECAM ACTIONS …………………………………….… STOP
Consider the ACCELERATION flow pattern, any normal check-list, system or computer reset,
or any additional procedure (e.g. Engine relight in flight procedure), as applicable.
ORDER …………………………...…..“CONTINUE ECAM”

STATUS ………………………………………………… READ i
REQUEST ………………………… “REMOVE STATUS?”

CONFIRM …………………………… “REMOVE STATUS”
STS pb ……………………….…….…………..…… PRESS
ANNOUNCE ……..….. “ECAM ACTIONS COMPLETED”
Return to the Tasksharing for Normal Operations:

If time permits, review the FCOM for additional information on the applicable procedure(s)
System or computer reset: refer to QRH

CLICK TO QRH MROCEDURES
EDIT P ASTER TITLE STYLE BACK
PF PM
Reminder: Tasksharing for Normal Operations:
The first pilot who notices a system defect or an abnormal situation

without ECAM alert shall advise the other crew member.
OEB……..……………………………CONSIDER
ORDER….…… “(Name of the procedure) PROCEDURE”
Now apply the Tasksharing for Abnormal Operations:
FLY THE AIRCRAFT MONITOR: FLIGHT PATH / NAVIGATION
NAVIGATE
COMMUNICATE
QRH / OEB ACTIONS..………...……………READ AND DO

ANNOUNCE…...“(Name of the procedure) PROCEDURE
COMPLETED”
Return to the Tasksharing for Normal Operations:

CLICK/ TO
ECAM QRHEDIT MASTER
/ OEB TITLE
ACTIONS STYLE
COMPLETED BACK
PF PM
ASSESS THE SITUATION
STATUS ………………...………….…….. RECALL AND REVIEW

OPERATIONAL ASPECTS …………....….………… CONSIDER
LAND ASAP or LAND ASAP i
For destination or diversion airports:
WEATHER AND LANDING INFORMATION ………………….................. OBTAIN
In the case of failures affecting flight control surfaces, slats, flaps, landing gear or landing gear doors:
FUEL PENALTY FACTOR ……………………..….…….. CHECK i
REMAIN FOB AT DESTINATION AND DIVERSION AIRPORTS…….CHECK
When necessary: LANDING PERFORMANCE ….........................…… COMPUTE
RVSM, RNP, APPROACH AND LANDING CAPABILITY ………… CHECK
DISPATCH AND COMMERCIAL ASPECTS.… CONSIDER
MAKE THE DECISION
After the situation assessment:

FLY TO DESTINATION, DIVERT, RETURN…………DECIDE
INFORM
When the decision is taken:

ATC, CABIN CREW, PAX, AIRLINE OPERATIONS…...INFORM
DESCENT TITLE STYLE
REPARATION BACK
PF PM
WEATHER AND LANDING INFORMATION …….. OBTAIN

NAV CHARTS CLIPBOARD …………….……… PREPARE NAV CHARTS CLIPBOARD …………….……… PREPARE
ECAM STATUS .…………………………..………… CHECK
Check the STATUS page before completing the arrival briefing. Take particular note of any
degradation in landing capability, or any other aspect affecting the approach and landing
LANDING CONDITIONS ………………………… CONFIRM LANDING CONDITIONS ………………………… CONFIRM
Perform an in-flight landing performance assessment if applicable
FMS …………………………………………….….. PREPARE
PERF APPR page:

‐ Check or modify the landing configuration (e.g. FOR LDG.….USE FLAP 3)
‐ In the case of an in-flight failure that increases the VAPP, modify it
CLICK TO EDIT
ECAMMASTER
ACTIONSTITLE STYLE
ORDER ……………… ECAM ACTIONS BACK
NOTE:
When the ECAM displays several failures,
the PF calls out "ECAM ACTIONS" for the first ECAM only.
WHEN TO STOP ECAM ACTIONS?

The flight crew may stop the ECAM actions when they need to perform actions
which require acknowledgement, check or crosscheck from both flight crewmembers
(e.g. communication to ATC, request of configuration change, barometric setting).
PF: “STOP ECAM”
...
PF: “CONTINUE ECAM”
Then, they should continue with ECAM actions.
CLICK TO EDIT
ECAMMASTER
ACTIONSTITLE STYLE
ECAM / OEB ACTIONS ……. PERFORM BACK
When the ECAM actions request:
(Name of the Procedure) PROC ……..…. APPLY
- Stop the ECAM actions,

- Refer to the QRH, and
- Perform the related procedure.
The QRH procedure will mention when to come back on the ECAM.
If not, continue ECAM when the QRH procedure is completed.

CLICK TOECAM
ACTIONS EDIT MPASTER
ROCEDURE
TO BE CONFIRMED TITLE
BY BOTH STYLE
PILOTS BACK
In flight, the PF and PM must crosscheck before any action on guarded controls, ENG MASTER levers,
IR MODE selectors, cockpit CBs / reset buttons or thrust levers. This doesn’t apply when on ground.
PF action……PM confirmation PM action……PF confirmation
Thrust levers All guarded controls ENG MASTER levers
IR MODE selectors
Cockpit CBs (A320)
Reset buttons (A330 / A340)
PF PM
READ ON ECAM.……..….. “ ENGINE MASTER 1 OFF ”
Indicates the related control:
REQUEST………………………..……….“ CONFIRM ? ”
RELATED CONTROL………………….….…VERIFY
ANSWER.………………………..…. “ CONFIRMED ”
ACTION……………………………………….PERFORM
CLICK TO EDIT SMTATUS
ASTER
STATUS … READ TITLE STYLE BACK
The purpose of the STATUS page is to provide an overview of the technical status of the aircraft in all flight phases.
Therefore, it is important to check the whole STATUS page information,
in order to correctly assess the situation and subsequently make appropriate decision.
Limitations
Deferred PROC
INOP systems
Information
When the STATUS page mentions:

(Name of the procedure) PROC . . . . . . APPLY
or
INCREASED FUEL CONSUMP
… continue reading all the STATUS page, and when ECAM actions are
completed, refer to the QRH, and perform the related or appropriate procedure.
CLICK/ TO
ECAM QRHEDIT MASTER
/ OEB TITLE
ACTIONS STYLE
COMPLETED
LAND ASAP BACK
LAND ASAP: Land as soon as possible at the nearest airport at which a safe landing can be made.
Note: LAND ASAP information is applicable to a time critical situation.
LAND ASAP: Consider landing at the nearest suitable airport.

Note: The suitability criteria should be defined in accordance with the Operator’s policy.
CLICK/ TO
ECAM QRHEDIT MASTER
/ OEB TITLE
ACTIONS STYLE
COMPLETED
FUEL PENALTY FACTOR ………… CHECK BACK
In the case of failures affecting flight control surfaces, slats, flaps, landing gear or landing gear doors,
or
When INCREASED FUEL CONSUMP or FUEL CONSUMPT INCRSD is displayed in the STATUS page,
you must evaluate the increased fuel consumption.
Refer to the QRH:

CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 1/3STYLE
NEXT
Purpose of summary
 To be used in the event of severe and complex failures (DUAL HYD or EMER ELEC CONFIG),
 Helps the flight crew to perform actions in a phase related chronological order,
 Highlights the main system defects, limitations and flight capability of the aircraft.
A320/A330 XFTDN1USESUMM01 – OCT 2018

CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 2/3STYLE
PREV NEXT
DUAL HYD EMER ELEC

FAILURE CONFIG
ECAM
ACTIONS
QRH SUMMARY
i
CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 2/3STYLE
SUMMARY
BACK
CRUISE i
APPROACH
LANDING i
GO-AROUND
CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 2/3STYLE
CRUISE SECTION BACK
 When “ECAM ACTIONS COMPLETED” refer to summary cruise section.
 Cruise section contains:

• Main limitations,
• Flight capability of the aircraft,
• Highlights of the remaining systems (for ELEC EMER CONFIG
only).
 It is designed for situation assessment to ease decision making.

CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 2/3STYLE
APPROACH / LANDING / GO-AROUND BACK

SECTIONS
 To be used to:
• Support approach preparation,
• Support approach briefing,
• Perform the approach.
 Contains paper procedures, that the flight crew must apply during the
corresponding phases (e.g. LANDING WITH SLATS or FLAPS JAMMED
procedure).
CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 3/3STYLE
PREV
How to use the SUMMARY?
SITUATION ASSESSMENT WHEN

1 CRUISE SECTION.
ECAM ACTIONS COMPLETED
REVIEW OF STATUS
APPROACH PREPARATION AND +
2
BRIEFING APPR / LDG / GA SECTIONS
+
FMGS
APPLY APPROACH SECTION

3 PERFORMING APPROACH
(READ AND DO).
REVIEW LDG AND GA SECTIONS

ONCE AIRCRAFT IN LANDING +
4
CONFIGURATION. Check on ECAM STATUS that all
APPR PROC actions are completed.
CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
GOLDEN RULE #1 Fly, Navigate, Communicate. A320: i A330: i
A320: ENG ALL ENGINES FAILURE A330: ENG ALL ENG FLAME OUT
“ ECAM ACTIONS ” i
 RAT: Automatic deployment
 Alternate law: Protections lost
PROC
APU…….START FL 250
FL 200
OPTIMUM SPEED: GREEN DOT
APU BLEED………..………...ON
PROC
A320/A330 XFTDA1ALENGFO01 – APR 2021

CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
FLY: LOSS OF AP, ATHR BACK
 Maintain the optimum relight speed as requested by ECAM,
 RAT is extended - EMER GEN is available,
 The crew can operate the aircraft with:

• Flight controls: Manual flight - ALTN law until L/G down,
• Instruments:
 PFD1 (remove FD flag, consider FPV),
 ND1,
 ECAM upper display,
 Standby instruments.
NAVIGATE: LAND ASAP
COMMUNICATE: Use VHF1 for MAYDAY message.

CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
FLY: LOSS OF AP, ATHR BACK
 Maintain the optimum relight speed as requested by ECAM,
 RAT is extended - EMER GEN is available,
 The crew can operate the aircraft with:

• Flight controls: Manual flight - ALTN law until L/G down,
• Instruments:
 PFD1 (remove FD flag, consider FPV),
 ECAM upper display,
 Standby instruments.
NAVIGATE: LAND ASAP
COMMUNICATE: Use VHF1 for MAYDAY message.

CLICK TO EDIT
ALL MASTER
ENGINE TITLE STYLE
FLAMEOUT
ECAM PROCEDURE BACK
When the ECAM requests:
A320: ALL ENG FAIL PROC. . . . . APPLY A330: ENG / FUEL PROC. . . . . APPLY
(If fuel remains)
Refer immediately to the eQRH / ABN:
ENG ALL ENG FLAMEOUT –

A320: ALL ENG FAIL A330:
FUEL REMAINING
CLICK TO EEDIT MASTER
NG RELIGHT TITLE STYLE
– 1/2 BACK
A320: APPROACHING OR BELOW THE ALTITUDE NOTIFIED BY THE eQRH PROCEDURE:

A330: AS SOON AS POSSIBLE AND UNTIL APU BLEED IS AVAILABLE:
ATTEMPT WINDMILL RELIGHT
RELIGHT SEQUENCE CAN BE REPEATED UNTIL SUCCESSFUL

OR UNTIL APU BLEED IS AVAILABLE
i
– 1/2
BACK
No relight: all ENG masters OFF

Start chronometer
30 seconds later:
All ENG masters ON
Check engine parameters.If no relight:
30 seconds later:
All ENG masters OFF
30 seconds later:
Repeat process…
After a successful start, use the restored engine ASAP.
– 2/2 BACK
BELOW FL 200 AND WHEN APU BLEED IS AVAILABLE:

ATTEMPT STARTER ASSISTED RELIGHT
NEW RELIGHT SEQUENCE (ONE ENGINE AT A TIME)

i
– 2/2
BACK
From all ENG masters OFF

Restart chronometer
30 seconds later:
One ENG master ON at a time
Check engine parameter. If no relight:
30 seconds later:
ENG master OFF
Other ENG master ON
30 seconds later: repeat

process…
After a successful start, use the restored engine ASAP.
CLICK TO
Dual FMGC
EDIT MASTER
Failure
TITLE STYLE
NORMAL mode:
FMGC 1 FMGC 2
FADEC
MCDU 1 MCDU 2
THRUST
LEVERS
FMGC 1 FAILURE DUAL FMGC FAILURE NAV B/UP

11
i i PROC
A320 EFTDA1DUALFM001 – A320 – OCT 2018

CLICK TO EDIT
FMGC MASTER TITLE
1 FAILURE STYLE BACK
PF PM
DETECTION
GOLDEN RULE #1 i Fly, Navigate, Communicate.
GOLDEN RULE #2 Use the appropriate level of automation at all times.
 SINGLE mode. The system automatically selects this degraded mode when one FMGC fails: i
Computer Reset
CLICK TO EDIT
FMGC MASTER
FLY THE1AIRCRAFT
FAILURETITLE STYLE NEXT BACK
 Loss of AP1 and FD1 (AP, FD of the affected side).
 Engage AP2.
CLICK TO EDIT
FMGC MASTER TITLE
1 FAILURE
NAVIGATE STYLE PREV BACK
ND1 ND1
 Select the same range and mode on both NDs:
SET OFFSIDE RNG/MODE OFFSIDE FM CONTROL
SET OFFSIDE RNG/MODE OFFSIDE FM CONTROL
 The MCDU of the failed side reverts to the MCDU MENU page, MCDU MENU
SELECT
< FMGC (REQ) NAV B/UP >
for flight crew awareness.
< CMS
SELECT DESIRED SYSTEM

 At this stage the healthy FM is in force, you can exit MCDU
MENU by selecting any MCDU page.
OPP FMGC IN PROCESS

CLICK TO EDIT
FMGC MASTER TITLE
1 FAILURE STYLE
SINGLE MODE BACK
FMGC 1 FMGC 2
FADEC
MCDU 1 MCDU 2
THRUST
LEVERS
UAL FMGC TITLE
FAILURE STYLE BACK
PF FMGC Auto-Reset
PM
DETECTION
GOLDEN RULE #1 i Fly, Navigate, Communicate.
GOLDEN RULE #2 Use the appropriate level of automation at all times.

When the ECAM is confirmed:
When the ECAM is confirmed:
ECAM / OEB ACTIONS
Apply the Tasksharing for Abnormal Operations
ECAM PROCEDURE
SYSTEM DISPAY
Computer Reset i
STATUS
UAL FMGC TITLE
FAILURE STYLE
FLY THE AIRCRAFT NEXT BACK
 Loss of AP/FD and A/THR.
 Remove FD flag (FDs…..OFF).
 Use the bird (FPV) (TRK/FPA…. SELECT).
Single Chime
THR LK (every 5 sec)
 THR LK: Read N1, then move the thrust levers ( ) accordingly.
UAL FMGC TITLE
FAILURE STYLE
NAVIGATE PREV BACK
 Tune NAVAIDs using the RMP:
 Both NDs display:
MCDU MENU
SELECT
NAV B/UP >
 Both MCDUs revert to the MCDU MENU page:

< CMS
SELECT DESIRED SYSTEM

UAL FMGC TITLE
FAILURE STYLE
COMPUTER RESET BACK
 A recovery may result in the loss of all pilot-entered data (F-PLN, GW, CRZ FL, CI…).
In that case:
• Deselect standby NAV on RMPs (but ILS and ADF must be tuned manually).
• Select the initial database.
• Select DIR TO and define DESTINATION.
• Enter GW (FUEL PRED page).
• Enter CRZ FL (PROG page).
• Enter CI (PERF page).
• Set Landing Elevation selector to AUTO.
CLICK TO EDIT
NAV M ASTER
B/UP TITLE
MODE STYLE BACK
PF PM
If the resets of both FMGCs are unsuccessful, use the back-up navigation degraded mode:
NAV B/UP …………..… SELECT on both MCDU MENU pages
 The MCDU continuously memorizes the active F-PLN in its internal memory. Selecting NAV B/UP enables
the recovery of the Flight Plan from this memory. In this case:
 The pilot recovers the navigation function through the MCDU and ADIRS.
 F-PLN display is available on the ND.
 No crosstalk between MCDUs: F-PLN revisions have to be achieved on both MCDUs.
 The MCDU’s NAV B/UP mode provides the following functions:
• B/UP F-PLN with auto-sequencing and limited lateral revision.
• B/UP F-PLN for DIR TO.
• B/UP PROG page.
• B/UP IRS (aircraft position using onside IRS or IRS 3).
• B/UP GPS page (option).
FMGC1 FMGC2
MCDU 1 MCDU 2
BACK UP BACK UP
NAV NAV
CLICK TO EDITEGPWS
MASTER TITLE STYLE
MEMORY ITEM
GPWS EGPWS DURING CAUTION WARNING

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

Air Data and
Obstacle
Radio database
Altitude
Geometric altitude alerts
Baro
Altitude
EGPWS
Aircraft
Position
Airport
database 0
5
5
T
E
R
R
A
H
E
A
0 D
1
3
A320/A330 XFTDO3_EGPWS_01 – AUG 2019

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

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

“Pull up” “PULL UP” “PULL UP”
CLICK TO
GPWS MASTER
FUNCTIONS
MODE 3: BACK
ALTITUDE LOSS AFTER TO OR GA
 Warns the pilot of a significant altitude loss after TO or low altitude GA.
“Don’t sink, don’t sink”

CLICK TO
GPWS MASTER
FUNCTIONS
MODE 4: BACK
UNSAFE TERRAIN CLEARANCE WHEN
NOT IN LANDING CONFIGURATION
 Warns the pilot of insufficient terrain clearance as a function of the Radio Altitude, the Speed and
the Configuration.
“Too low terrain”

“Too low gear”
“Too low flaps”
CLICK TO
GPWS MASTER
FUNCTIONS
MODE 5: BACK
EXCESSIVE DEVIATION BELOW G/S
 From 1 000 ft, a repeated aural alert warns the pilot whenever the A/C descends below the Glide Slope.
“Glide slope”
 When it enters a hard warning area, the loudness increases.
“Glide slope”
CLICK TO EDIT
EGPWS MASTERFUNCTIONS
ENHANCED TITLE STYLE BACK
 GPWS and Enhanced GPWS comparison: i
 EGPWS gives additional time to react.
 EGPWS display: i
 EGPWS contains 3 functions:
• Terrain Awareness and Display (TAD):
- Caution: i
- Warning: i
• Terrain Clearance Floor (TCF). i
• Runway Field Clearance Floor (RFCF). i

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

and
Air Data
Obstacle
Radio database
Altitude
Geometric altitude alerts
Baro
Altitude
EGPWS
Aircraft
Position
Airport
database TERR
AHEAD
055
013
The EGPWS integrates:

• The present position (from GPS, FMS1 as backup),
• The track,
• The ground speed,
• The geometric altitude (from pressure altitude, GPS altitude, radio altitude and terrain database),
This function can protect against baro setting errors.
CLICK TO EDIT
EGPWS DISPLAY BACK
 Terrain and Obstacle data are displayed on ND when ARC or ROSE mode is selected and:
• Either TERRAIN ON ND is selected by the crew,
• Or in case of Terrain Awareness and Display (TAD) alert (automatic pop up).
 ND can display only one image at a time: EGPWS or WX RADAR.
 Source may be identified at bottom right of ND:
• WX RADAR tilt angle indication: i
• TERR ON ND for EGPWS: i

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

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

023
Low density green
Black
Sea level
Cyan
Unknown areas Magenta

CLICK TO EDIT
COLOR DISPLAY AT LOW ALTITUDE BACK
High density red

+2 000 ft
High density yellow
+1 000 ft
Low density yellow REFERENCE ALTITUDE
-250 ft / -500 ft
L/G DN / L/G UP
112
066
High density green
- 1 000 ft
Low density green
- 2 000 ft
Black
Sea level
Cyan
Unknown areas Magenta

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

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

Time before impact
“PULL UP” ‘PULL UP”
approx: 30 sec
CLICK TO EDIT
TERRAIN CLEARANCE FLOOR (TCF) BACK
 A terrain clearance floor envelope is stored in the database for some runways.
 The TCF function warns of premature descent below this floor.
 TCF is valid for any phase of flight, in complement of basic GPWS mode 4 C.

3° descent path
CLICK TO EDIT
RUNWAY FIELD CLEARANCE FLOOR ALERT (RFCF) BACK
 Complements the TCF function.
 For runways that are significantly higher than the surrounding terrain.
 In these cases, the radio altitude maybe so high that the EGPWS does not trigger TCF alerts, whereas the
aircraft could be below the runway elevation.
 RFCF protection ensures that the aircraft remains 300 ft above the runway elevation within the last 5.5 nm, even
if there are sufficient margins with the surrounding terrain.
5.5 nm
0.5 nm 300 ft
CLICK TO DEDIT MTHE
URING ASTER TITLE STYLE
FLIGHT BACK
 TERR p/b enables to activate or deactivate the enhanced

functions of the EGPWS.
 In the case of LOW ACCURACY of the aircraft position, the

enhanced modes (TAD and TCF) are automatically deactivated.
The TERR STBY memo appears.
 During descent:
• TERR on ND…..OFF on PF side (priority for WX radar).
• TERR on ND ….. ON on PM side.
 Terrain display must not be used for navigation (only for terrain
awareness).
CAUTION TITLE STYLE
ALERTS NEXT BACK
PF PM
Terrain/obstacle related caution alerts
 During Night or IMC:

SIMULTANEOUSLY: “Terrain
Terrain”
“PULL UP TOGA”
AP…………………………….………………………OFF
“Too low Terrain”
PITCH………………….……………………....PULL UP
Pull full backstick and maintain in that position
THRUST LEVERS ………………………………TOGA

“Terrain
SPEED BRAKES……………..CHECK RETRACTED
Ahead”
BANK…………………….WINGS LEVEL or ADJUST
A turning manoeuver can be initiated if the flight crew
concludes that turning is the safest action.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, “Obstacle

GEAR) UNTIL CLEAR OF OBSTACLE. Ahead”
 During daylight and VMC with terrain and obstacle

clearly insight:
FLIGHT PATH……………………………..….ADJUST
Adjust pitch, bank and thrust to silent the alert.
NOTE: For some airports, the operator may define a specific procedure
A320/A330
CAUTION TITLE STYLE
ALERTS PREV BACK
PF PM
Sink rate
Above 1 000 ft AAL in IMC or above 500 ft in VMC:

“Sink rate”
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
Below 1 000 ft AAL in IMC or below 500 ft in VMC:

GO AROUND……………………………….........CONSIDER
Don’t sink
“Don’t sink”
Too low FLAPS, too low GEAR
GO AROUND………………………….........PERFORM
“Too low Flaps” “Too low Gear”
Glide slope
When conditions require a deliberate approach below “Glide Slope”

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

GO AROUND……………………………….........CONSIDER
A320/A330
WARNING TITLE STYLE
ALERTS BACK
CM1
PF CM2
PM
Pull up warning alerts
“Obstacle Ahead”
“PULL UP” “PULL UP”
“Terrain Ahead”
“PULL UP”
SIMULTANEOUSLY:
“PULL UP TOGA”
AP…………………………………………………………OFF
PITCH……………………………………………....PULL UP
Pull full back stick and maintain in that position
THRUST LEVERS ……………………………………TOGA
SPEED BRAKES…………………..CHECK RETRACTED
BANK………………………….WINGS LEVEL or ADJUST

A turning manoeuver can be initiated if the flight crew
concludes that turning is the safest action.
DO NOT CHANGE CONFIGURATION(SLATS/FLAPS,

GEAR) UNTIL CLEAR OF OBSTACLE.
 If the "TERRAIN AHEAD PULL UP" or "OBSTACLE AHEAD PULL UP" aural alert triggers, a turning maneuver can be initiated if you conclude
that turning is the safest action.
 The PULL UP maneuver must be performed before the turn towards the safe direction, as climbing increases the terrain clearance.
A320/A330
EMERGENCY
CLICK DESCENT
MEMORY ITEM
1st STEP: MEMORY ITEMS

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

FL100 / MEA or MORA
A320/A330 XFTDA7EMERDES01 – JUN 2023

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

INT/RAD sw ………………………………………………….. INT
INT RECEPTION knob ..….......................……… CHECK ON
INT VOLUME ………………………..…………...……. ADJUST
COMMUNICATION ………………….…...….….... ESTABLISH
INT
SIGNS (ALL)…...…………...………………....….......ON
ESCENT TITLE STYLE
INITIATION BACK
PF PM
EMER DESCENT ….……………………….. INITIATE

- ALT……………........……………TURN PULL i
- HDG……...…..…………………..TURN PULL
- SPEED...……..……………………….….PULL
“ THRUST IDLE, OPEN DESCENT,

HEADING, ALT BLUE”
“ CHECKED ”
If A/THR is not active:
THR LEVERS ….…………..………………..…..……. IDLE
When the aircraft correctly established in descent:
SPD BRK ………………..…………..………………. FULL

ESCENT TITLE STYLE
INITIATION
ALT KNOB SELECTOR … TURN then PULL BACK
Action on the altitude knob-selector is TURN, then PULL.

If you PULL first, then TURN the altitude knob-selector, the aircraft will not descent.
Any delayed descent leads to limited oxygen for passengers,

increasing hypoxia risk.
CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
PROCEDURE BACK
PF PM
When descent established: i
SPEED ……………..……………. MAX or APPROPRIATE i

CONSIDER …………………………….…. L/G EXTENSION
ENG START / MODE SEL ………….……………..….. IGN

ATC ……..………………....………………………..... NOTIFY
ANNOUNCE (PA) ……………….……“EMERGENCY DESCENT” i
ATC XPDR ……………………………………………… 7700
CREW OXYGEN MASK DILUTION ……………………….. NORM
MAX FL: 100 or MEA – MORA
If CAB ALT above 14 000 ft:

OXYGEN PAX MASK MAN ON ……………………. PRESS
 MORA is displayed when:

• CSTR selected,
• ND range is 40 nm or more. MORA
150
 To save oxygen, set the oxygen diluter selector to N position.

CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
PROCEDURE
BACK
The flight crew performs the Read & Do procedures (ECAM or QRH)
when the aircraft is established in descent and Memory items are completed.
CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
PROCEDURE
SPEED ………….. MAX or APPROPRIATE BACK
STRUCTURAL DAMAGE ?
Loud bang, high cabin V/S, airflow…
IAS target
No Yes, or suspected
during descent
MMO / VMO……SET SPD / MACH pb……PRESS
Reduce speed as appropriate.

CLICKECAM
TO EDIT MASTER
OR QRH TITLE STYLE
PROCEDURE
“EMERGENCY DESCENT” BACK
On some aircraft configuration, the action line EMER DESCENT (PA)….ANNOUNCE

may not be displayed on the ECAM.
CLICK TO EDIT
REACHING MASTER
FL100 / MEATITLE STYLE
OR MORA BACK
PF PM
When ALT* engages:
SPEED BRAKES .……………………...………...…… RETRACT

SPEED .……………………………....…………….......... MANAGE
Once oxygen masks are removed:
Oxygen stowage mask compartment ……………….… CLOSE

Oxygen control slide ……………………………….…….. RESET
Notify the cabin crew when the aircraft reaches a safe flight level and when cabin oxygen is no more necessary.
Below FL 100, you should limit the rate of descent to approximately - 1 000 ft/min, - 500 ft/min for passenger comfort,
except during the approach phase.
EMERGENCY
CLICK DESCENT
BACK
PF PM
1 1
EMERGENCY TITLE STYLE
EVACUATION
EMERGENCY EVACUATION
PROC
A320/A330 XFTDA1EMREVAC01 – OCT 2022

EMERGENCY TITLE STYLE
EVACUATION
CAPT F/O
When the aircraft is stopped:
“ ATTENTION CREW AT STATIONS ”

PA
“ EMERGENCY EVACUATION PROCEDURE ”

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

PA
If evacuation is required, evacuation initiate
“EVACUATE, EVACUATE”
PA
EMER EVAC COMMAND …..………………………...….ON
ATC .………………………...………………………...ADVISE
Note: when all batteries are off, public announce and cabin communication are available via cockpit handset only.
CLICK
ENGINE
TO EDIT MASTER
FAILURE TITLEV1
AFTER STYLE
DETECTION ECAM ACCELERATION CONTINUE ECAM APPROACH

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

A330
A320/A330 XFTDA10ENGFTO01 – OCT 2022

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

“ ENGINE FAILURE ”
FLY:
 Gear Up,
 Consider TOGA, i
 No READ & DO actions until the aircraft
 Pitch adjust 12.5º, then follow FD bars, i
reaches a minimum of 400 ft AGL.
 Beta target, i
 Consider AP.
NAVIGATE:
LAND ASAP
When applicable, consider EO SID for TAKEOFF RWY.
COMMUNICATE:
“ PAN PAN ” or “ MAYDAY ” message.
ATC
DETECTION
BACK
 In such situation, stabilizing the flight path is number one priority.
 Performing the READ & DO actions before the aircraft is stabilized on the flight path,
reduces flight crew efficiency due to the PF’s high workload, and may lead to a trajectory
error.
NO ACTIONS BEFORE 400 ft AGL EXCEPT GEAR UP .

DETECTION
CONSIDER TOGA BACK
 When T/O with FLEX thrust, you may consider setting TOGA
 T/O thrust (FLEX or TOGA) must be kept until GREEN DOT speed is reached, limited to 10 min,
 TOGA thrust requires more rudder input,
 Setting TOGA when out of SRS mode with slats extended, triggers GO AROUND mode.
DETECTION
BETA TARGET AND RUDDER TRIM BACK
Center the
Beta target.
Beta target
Once centered:
Appropriate sideslip Then, trim.
for optimum Moves at 1 deg/s.
aircraft performance.
Note:
• The rudder trim rotary switch and the RESET pushbutton are not active when the autopilot is engaged.
• Beta target conditions: refer to FCOM DSC-31-40 Indications on PFD / Attitude Data.
CLICK TO EDIT
ECAMMASTER
ACTIONSTITLE STYLE BACK
PF PM
“ ECAM ACTIONS ”
ECAM ACTIONS.…………….…………………....PERFORM
ECAM actions can be stopped at any time on PF request for trajectory, configuration, etc...
DAMAGE OR NO DAMAGE?
DAMAGE NO DAMAGE
• High vibration prior to flame out.
• Loud noise, explosion.
• Repeated and uncontrollable engine stalls.

The crew may decide to attempt an engine relight
• Abnormal engine indications on ECAM (such
in flight at this step, but it is recommended to:
as N1 or N2 ~ 0).
• Perform all ECAM actions and
• Damage visually detected by the crew.
• Consider engine relight when reaching the
No Attempt to Relight STATUS page.
ACCELERATION BACK
PF PM
Before EO ACC ALT: i
“ STOP ECAM ” ECAM ACTIONS ………………….………………….....STOP
At EO ACC ALT
A330
A320 A330
V/S knob (or ALT pb A330) ………PUSH TO LEVEL OFF

“ ALT (or V/S 0) ”
“ CHECKED ”
Clean up the A/C.
When the speed trend arrow reaches GREEN DOT:
ALT knob-selector ……………….……………....……PULL
THR LEVER ..……..………....………..…...……………..MCT i

ACCELERATION
Before EO ACC ALT BACK
 You should delay the acceleration for SECURING the engine.
 An engine is considered SECURED when:
• ENG MASTER…OFF for an engine failure without damage,

• AGENT 1…DISCH for an engine failure with damage,
• Fire extinguished or AGENT 2…DISCH for an engine fire.
CAUTION: DO NOT EXCEED THE MAXIMUM EO ACC ALT.

ACCELERATION
BEFORE EO ACC ALT BACK
 Set MCT during a FLEX TAKE OFF:
FLX CL MCT
CONTINUE TITLE STYLE
ECAM BACK
PF PM
“ CONTINUE ECAM ”
ECAM ACTIONS ……………………………….CONTINUE
Before reading STATUS page, consider:

• ACCELERATION flow pattern
ENG RELIGHT (IN FLIGHT)

APPROACH TITLE STYLE
PREPARATION BACK
PF PM
“ YOU HAVE CONTROL? ”

“ I HAVE CONTROL”
FMS ……………...…………….…………………... PREPARE FMS PREPARATION ……………...………………... CHECK
ARRIVAL BRIEFING ............….…………......… PERFORM
ONE ENGINE OUT LANDING: To make the landing

run easier, it is recommended, in the later stage of the
approach, the PM resets the rudder trim to zero, upon
PF‘s request.
CLICK TO EDIT
ENGINE MASTER
FAILURE IN TITLE
CRUISESTYLE
STANDARD STRATEGY
Detection and PROC FLIGHT
Initial Actions CONTINUATION
STRATEGY? ECAM ACTIONS
PROC OBSTACLE STRATEGY PROC
PROC
Deceleration to green dot

OBSTACLE STRATEGY
THR Levers A/THR

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

EO MAX FL
PROC
A320 EFTDA1ENGFCRZ01 – OCT 2020

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

GOLDEN RULE #2 automation at all times.
FLY:
ALL THRUST LEVERS ……………..……………….….MCT

 Set A/THR to OFF
A/THR ………………………………………………………OFF
in order to freeze MCT.
NAVIGATE:
STRATEGY…………………………………...….DETERMINE i STRATEGY………………………………….….DETERMINE
COMMUNICATE:
“ PAN PAN ” or “ MAYDAY ” message.

ATC
CLICK
DETECTION MASTER
TO EDIT AND INITIAL TITLE STYLE
ACTIONS
STRATEGY … DETERMINE BACK
REC MAX is displayed on PROG PAGE:
STANDARD STRATEGY
No obstacle constraint.
OBSTACLE STRATEGY
To ensure the margins over obstacles.
FIXED SPEED STRATEGY
ETOPS constraint As established before

dispatch, use:
M.80 / 350 KT
Or
M.78 / 320 KT
STANDARD TITLE
STRATEGY STYLE BACK
PF PM
As appropriate,
HDG………………………………………...…………SET AND PULL
• To keep clear of the airway
• Towards an alternate
In accordance with the strategy:
SPEED……………………...……SET M0.78 / 300 kt AND PULL
Extracted from ACTIVE/PERF/CRZ page

ALT ………………………………………………….…SET AND PULL
• Standard………………….…EO MAX FL (LRC ceiling)
EO
 On the PROG page,

the REC MAX gives
the EO LRC Ceiling:
OBSTACLE TITLE
STRATEGY STYLE BACK
PF PM
As appropriate,
HDG……………………………………………...……SET AND PULL
• To keep clear of the airway
• Towards an alternate
In accordance with the strategy:
SPEED…………………SET GREEN DOT SPEED AND PULL
Extracted from ACTIVE/PERF/CRZ page

ALT ……………………………………………………SET AND PULL
• Obstacle ……………..………..DRIFT DOWN TO ceiling
 On the PERF page,

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

A/THR …………………..……….………..………..………..ON
When reaching EO LRC ceiling:
SPEED ….…………………………………...……....M ANAGE

CLICK TO EDIT
ENGINE MASTER
FAILURE IN TITLE
CRUISESTYLE
ENGINE FAILURE BACK

BELOW EO MAX FL
 If the engine failure occurs below EO MAX FL, keep A/THR ON.
CLICK FTO EDITCM
LIGHT ASTER TITLE
ONTROL LAWSSTYLE
NORMAL LAW ALTERNATE LAW DIRECT LAW
i i i
Some failures, or combination of failures impacting flight controls, could lead to a downgraded flight control
law refer to as Alternate Law or Direct Law.
HIGH AOA PROTECTION V STALL WARNING
VLS VLS
VαPROT
VαMAX VαSW
A320 EFTDN1RCFGLAW01 – A320 – OCT 2018
NORMAL LAW TITLE STYLE BACK
BANK ANGLE
HIGH SPEED PROTECTION
PROTECTION
OVERSPEED
WARNING
VLS
VαPROT
PITCH ATTITUDE
PROTECTION
αFLOOR
VαMAX
ALTERNATE LAWTITLE STYLE BACK
FAILURES
FAILURES FAILURES
NORMAL LAW ALTERNATE LAW ALTERNATE LAW

WITH REDUCED PROTECTION (NO PROTECTION)
HANDLING CHARACTERISTICS:
 PITCH CONTROL:
• Alternate law with reduced protection.
• Alternate law (no protection).
 ROLL CONTROL: Direct law.
 YAW CONTROL: Alternate law (only damping function
available).
REDUCED PROTECTIONS:
 Load factor protection,
 Low speed stability and High speed stability are available,
 Overspeed and stall warnings are still available,
 Bank angle protection is lost,
 Pitch attitude protection is lost,
 Low energy aural alert is lost.
DIRECT LAW TITLE STYLE BACK
FAILURES
FAILURES
CREW ACTIONS
FAILURES FAILURES
NORMAL LAW ALTERNATE LAW ALTERNATE LAW DIRECT LAW

WITH REDUCED PROTECTION (NO PROTECTION)
HANDLING CHARACTERISTICS:
 PITCH CONTROL: Direct law (no automatic trim available).
 ROLL CONTROL: Direct law.
 YAW CONTROL: Turn coordination reduced
No protection but overspeed and stall warnings are available.

CLICK TO EDIT
FLIGHT CREW MASTER TITLE STYLE
INCAPACITATION
DEFINITION DETECTION REACTION
i i PROC
A320/A330 XFTDA1INCAPAC01 – OCT 2018

CLICK TO EDITDEFINITION
“Any condition which affects the health of a crew member during the performance
of duties which renders him incapable of performing the assigned duties.”
 It occurs more frequently than many of the other emergencies, which

are the subject of routine training.
 It occurs in all age groups and during all phases of flight.

DETECTION BACK
Incapacitation can occur in many form, that range from sudden death to partial
loss of function.
Main symptoms:
• No standard callouts, particularly during critical flight phases,
• High number of clues of “subtle incapacitation” (e.g. no appropriate response
to a verbal communication),
• Incoherent speech,
• Strange behavior,
• Irregular breathing,
• Pale fixed facial expression,
• Jerky motions either delayed or too rapid.
REACTION - 1/2TITLE STYLE NEXT BACK
The fit pilot must:
 Take over and ensure a safe flight path:
• Announce “I HAVE CONTROL”,
• If the incapacitated flight crewmember interferes with aircraft handling, press and keep
pressed the sidestick pushbutton for at least 40 seconds, i
• Keep or engage AP as required,
• Perform callout and checklist aloud,
 Declare an Emergency to ATC: “ MAYDAY, MAYDAY, MAYDAY ”

ATC
 Take any steps possible to contain the incapacitated flight crewmember. These steps may
involve cabin crew.
“ATTENTION, PURSER TO COCKPIT PLEASE”
PA
REACTION - 1/2TITLE STYLE
BACK
SIDESTICK TAKEOVER
“PRIORITY LEFT”
40 Sec
REACTION - 2/2TITLE STYLE PREV BACK
 Consider:
• Early approach preparation and checklist reading,
• Automatic landing,
• Use of radar vectoring and long approach.
 Land At the Nearest Suitable Airport.
 Arrange medical assistance onboard and after landing (e.g.: request assistance from any
medically qualified passenger).
LLICK
C ENERGY
OW TO AURAL
EDIT MASTER ALERT
TITLE STYLE
Low Energy Aural Alert
PROC
“ SPEED SPEED SPEED ”
A320/A330 XFTDN1LOWENER01 – JUL 2021

CLICK
LOW
TO E
EDIT MASTER
NERGY AURALTITLE
ALERT
STYLE
PF PM
“ SPEED SPEED SPEED ”
(NO ECAM MESSAGE)
THRUST……………………………........INCREASE
PITCH ATTITUDE....................ADJUST, AS RQRD
ALERT AVAILABILITY
The low energy aural alert is available:
o Only in normal law,
o In CONF 2, 3 and FULL,
o 100 ft < RA < 2 000 ft
The low energy aural alert is inhibited:
o TOGA selected or, Alpha Floor or, GPWS alert is triggered or,
o Both RA have been lost.
ALERT TRIGGERING CONDITIONS
The low energy aural alert is triggered:
VLS
• Between VLS and VaPROT. VαPROT
VαMAX
REJECTED TAKEOFF
TITLE STYLE
CAPTAIN DECISION
V1
“STOP”
RTO < 72 kt Reject takeoff Continue takeoff
i i
REJECTED
TAKEOFF
PROC
FLOW
A320/A330 XFTDA6REJECTO01 – JUL 2021

REJECTED TAKEOFF
TITLE STYLE
DECISION MANAGEMENT BACK
Many ECAM alerts are inhibited during takeoff phase, to enable the flight crew to focus on their primary tasks.
Therefore, any ECAM Warning or Caution triggered below V1 must be considered as significant. Takeoff should be
rejected.
Note: any non-ECAM event (Tire burst, bird hazard, …):

• Below 100 kt: reject the takeoff,
• Above 100 kt: consider continue takeoff (GO-MINDED).
REJECTED TAKEOFF
TITLE STYLE
RTO BELOW 72 kt BACK
In the case of a RTO below 72 kt:
 No ground spoilers deployment,
 No autobrake activation,
Use manual braking,
Use nosewheel steering and differential braking if needed.

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

PARKING BRAKE …………………………………….ON NOTIFY ATC .………..…..… “ AIRBUS_____, STOPPING ”
ATC
“ ATTENTION! CREW AT STATIONS ” EMERGENCY EVACUATION PROC (QRH) ….… LOCATE
i
PA
If required
ECAM ACTIONS
EVACUATION PROCEDURE
REJECTED TAKEOFF
TITLE STYLE
EMER EVAC PROC BACK
 The EMER EVAC procedure is accessible through the rapid access icon
permanently displayed in the top right corner of the eQRH.
REJECTED TAKEOFF
TITLE STYLE
REJECTED TAKEOFF flow pattern BACK
CAPT
CAPT F/O
F/O
“STOP !”
« REVERSE GREEN »
1
« ECAM ACTIONS » « DECEL »
4 2
3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1 WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
PA: « ATTENTION! CREW AT STATION »
3 3
4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED 2
PARKING BRAKE ON
CLICK TO EDIT ROPS
MASTER TITLE STYLE
RUNWAY OVERRUN WARNING (ROW) RUNWAY OVERRUN PROTECTION (ROP)
IF WET : RWY TOO SHORT RWY TOO SHORT
PROC PROC PROC
GO-AROUND MINDED STOP MINDED
ROW/ROP Transition point

(Start of braking)
A320/A330 XFTDO_ROWROP_01 – OCT 2018

CLICKRTO
UNWAY OVERRUN
EDIT MASTERWTITLE
ARNINGSTYLE BACK
-IF WET: RWY TOO SHORT -
PF GO-AROUND MINDED PM
GO-AROUND MINDED
400 ft
If the runway is wet or contaminated:

GO AROUND .………………………….............. PERFORM
If the runway is dry:
APPROACH .…………………....……..……….. CONTINUE
 The flight crew must always follow the ROW alerts.

CLICKRTO
UNWAY OVERRUN
EDIT MASTERWTITLE
ARNINGSTYLE BACK
-RWY TOO SHORT-
PF GO-AROUND MINDED PM
GO-AROUND
“RUNWAY TOO SHORT”
400 ft 200 ft
When “RWY TOO SHORT” message(s) trigger(s)
GO AROUND .……………………………........... PERFORM
 The flight crew must always follow the ROW alerts.

Below 200 ft AGL, in addition to the message displayed on PFD the aural alert “RUNWAY TOO SHORT” triggers.
CLICK TO EDIT
RUNWAY MASTER
OVERRUN TITLE STYLE
PROTECTION BACK
PF STOP MINDED PM
MAXIMUM MANUAL BRAKING............ APPLY and KEEP

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

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

MAXIMUM REVERSE THRUST…………….…. MAINTAIN
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
ECAM warning
Smoke sensed
Smoke perception without Procedure
ECAM warning
“ ECAM actions ”
i
i (A320 Only)
QRH SMOKE / FUMES/AVNCS SMOKE procedure Immediate actions
If smoke persists
Or
QRH SMOKE / In case of doubt about
FUMES / AVNCS the smoke source,
SMOKE apply:
procedure
i QRH SMOKE / FUMES /
AVNCS SMOKE
procedure
A320/A330 XFTDA1SMOKE0001 – OCT 2018

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

(even all steps of the AVIONICS SMOKE ECAM procedure).
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
WITH ECAM WARNING BACK
• On A320 only, the AVIONICS SMOKE ECAM procedure should be applied only when the smoke is confirmed visually or by smell. In that
case, apply first the ECAM actions, before entering the QRH SMOKE/FUMES/AVNCS SMOKE procedure, or refer directly to the QRH. If not,
consider a spurious alert.
• If any doubt exists about the smoke origin, refer to the QRH SMOKE/FUMES/AVNCS SMOKE procedure.
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
IMMEDIATE ACTIONS BACK
 Be prepared to immediately perform a diversion.
 With or without ECAM activations, these immediate actions correspond

to the most common steps to be taken in smoke cases.
 Protect the crew,
 Avoid any further contamination,
 Establish communication with cabin crew.
QRH ECAM warning

SMOKE
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
SMOKE/FUMES QRH PROCEDURE BACK
 LAND ASAP.
Protect Crew,
Avoid cockpit and cabin contamination,
Establish communication with cabin crew.
Short term decisions.
 If SMOKE/FUMES becomes the GREATEST THREAT,

 If situation becomes UNMANAGEABLE.
At any time of the procedure:
Removal of SMOKE/FUMES, i
ELEC EMER CONFIG. i
Investigate the source of smoke.

CLICK
REMOVAL MASTER
TO EDITOF SMOKETITLE
/FUMESSTYLE BACK
PF PM
Smoke is dense, and becomes the greatest threat:
ORDER: “ REMOVAL OF SMOKE / FUMES PROCEDURE ” SMOKE/FUMES/AVNCS SMOKE.………....APPLY
Procedure Layout
Smoke Removal above FL100 or MEA-

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

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

FL100 or MEA.
If cockpit window opening

required…
CLICK
TOTO EDIT
SET MASTER
ELEC EMER TITLE
CONFIGSTYLE BACK
PF PM
Dense smoke still continues, being the greatest threat, or
When all the specific actions have been unsuccessful:
Refer to the end of the SMOKE/FUMES/AVNCS

SMOKE procedure to set ELEC EMER CONFIG
 Apply:
 Purpose: To shed as much electrical equipment as possible and thus

try to isolate smoke source(s).
 Objective: Remain in ELEC EMER CONFIG to fly and restore

normal electrical generation before landing to ensure normal landing.
Note: On A330 only, when necessary, the REMOVAL of SMOKE/FUMES procedure must be applied before the electrical emergency
configuration is set, since manual control of cabin pressure cannot be selected in electrical emergency configuration.
CLICK TOSEDIT
TALLM
RASTER TITLE STYLE
ECOVERY
MEMORY ITEM
DETECTION RECOVERY
i PROC
1 Reduce AOA 2 Increase Energy
A320/A330 XFTDA4STALLRC01 – OCT 2018

CLICK TOSEDIT
TALLMDASTER TITLE STYLE
ETECTION BACK
DETECTION
OF
BUFFET
REQUIRE A STANDARD
“ STALL, STALL ”
CALLOUT AND AN
+ CRICKET IMMEDIATE ACTION
CLICK TOSEDIT
TALLM
RASTER TITLE STYLE
ECOVERY BACK
PF PM
“ STALL, I HAVE CONTROL ”
Reduction of AOA
NOSE DOWN PITCH CONTROL………....………....APPLY

Note : In the case of lack of pitch down authority, due to under wing mounted engines, reducing thrust may be necessary
BANK.……………………….…………………WINGS LEVEL
When STALL indications have stopped
Increase energy
THRUST……...........INCREASE SMOOTHLY AS NEEDED
SPEEDBRAKES...……….………......CHECK RETRACTED
FLIGHT PATH……...………..….….RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft:

“ FLAPS 1 ”
FLAPS 1 ……………………………....……........... SELECT i
CLICK TOSEDIT
TALLM
RASTER TITLE STYLE
ECOVERY
FLAPS 1 BACK
Select FLAPS 1 in order to increase the margin to the AOAstall.
CLEAN CONF FLAPS 1
FLAPS 1
VSW, CLEAN
VSW, FLAPS_1
CLICK TO EDIT TCAS
MASTER TITLE STYLE
MEMORY ITEM
Intruders classification i
TCAS panel i
Traffic Advisory Resolution Advisory Clear of conflict

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

TRAFFIC ” DESCEND ”
A320/A330 XFTDO2_TCAS__01 – OCT 2021

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

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

DANGEROUS TA / RA INTRUDERS WITHOUT BEARING
CLICK TO EDIT TCAS
MASTER TITLE STYLE
TCAS PANEL BACK
 The flight crew should select:

 ABV in climb,
 ALL in cruise,
 BLW in descent or if the cruise altitude ≥ FL390,
 THRT in heavy traffic terminal area,
 TA in case of:
• Engine failure,
• Flight with L/G down,
• Operation at specific airport.
CLICK TO EDIT M
TRAFFIC ASTER TITLE
ADVISORY (TA) STYLE BACK
PF PM
“ TRAFFIC, TRAFFIC ”
TCAS mode……….….CHECK ARMED

“ TCAS BLUE ”
“ CHECKED ”
If A/THR available:
AUTOTHRUST……..………...….ON
If AP/FD TCAS not avail: i
Do not maneuver based on a TA alone.

CLICK TO EDIT M
TRAFFIC ASTER TITLE
ADVISORY (TA) STYLE
AF/FD TCAS NOT AVAIL BACK
 If the AP/FD TCAS mode does not immediately arm, the AP/FD TCAS mode is failed.
 In that case, the PF announces:
“TCAS, I HAVE CONTROL”
and the flight crew must be prepared to manually follow the RA orders, in the case of a subsequent RA.
 Refer to "TCAS Procedure without AP/FD TCAS“

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

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

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

CLICKRTO ADVISORY
EDIT MASTER
ESOLUTION (RA)STYLE
TITLE BACK
AP/FD TCAS NOT AVAILABLE
PF PM
“ CLIMB, CLIMB ”
AP......................................OFF
“ SET FDs OFF” FDs......................................OFF i
Promptly and smoothly
V/S........ ADJUST or MAINTAIN “ AIRBUS xxx TCAS RA”
Fly the green area. ATC
V/S............................MONITOR
If any ”CLIMB” aural alert sounds during final approach
GO AROUND …………………………. PERFORM “ AIRBUS xxx GOING AROUND DUE TO TCAS RA”
ATC
Respect STALL, GPWS or WINDSHEAR WARNINGS

WHY « FDs.…OFF »? NEXT
TCAS RA: “DESCEND! DESCEND!”
THR CLB | OP CLB

WHY « FDs.…OFF »? NEXT
The flight crew forgets to switch off both FDs…
THR CLB | OP CLB

WHY « FDs.…OFF »? BACK
When the speed reaches speed limit,

the HIGH SPEED PROTECTION activates…
SPEED
THR CLB |
CLICK TOCEDIT
LEARMASTER
OF TITLE STYLE
CONFLICT BACK
PF PM
“ CLEAR OF CONFLICT ”
“ AIRBUS xxx CLEAR OF CONFLICT,
ATC RETURNING TO … ”
TCAS RA performed using AP/FD TCAS
AP/FD………..………………... MONITOR/FOLLOW
LAT & VERT GUIDANCE ………………... ADJUST
SPEED ………………………………..……. ADJUST
TCAS RA performed manually

“ FDs ON ”
FDs ……………………………..….…... REENGAGE
LAT & VERT GUIDANCE ………………... ADJUST
AP………….……..………………............. AS RQRD
CLICK TO EDIT M
UNRELIABLE SPEED
ASTERINDICATION
TITLE STYLE
MEMORY ITEM
“UNRELIABLE SPEED”
At any time, if the flight crew detects unreliable air data indication:
If safe conduct of the flight is impacted:

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

or after Memory Items:
ECAM ACTIONS
Apply UNRELIABLE SPEED INDICATION procedure.
A320 XFTDA6UNRASPD01 – A320 – JUN 2023

CULICK
NRELIABLE MASTER
TO EDITAIR SPEED TITLE STYLE
SITUATION
PITCH/THRUST BACK
Apply the QRH procedure without delay because flying

with the memory pitch/thrust values for an extended period
of time can lead to exceed the aircraft speed limits.
5° / CLB
Adjust PITCH and THRUST while climbing until level off

FL100
10° / CLB
Adjust PITCH and THRUST while climbing until level off

THRUST RED ALT
15° / TOGA
CLICK TO EDIT
TO M ASTER
LEVEL OFFTITLE STYLE BACK
PF PM
AP …..…………………………………………………….. OFF
“FDs OFF” FDs ………………………………………………...…….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
PITCH/THRUST ………. DETERMINE FROM QRH TABLE

PITCH/THRUST ………...……………………………..APPLY
LEVEL OFF ………………………………………. PERFORM i
Below FL250, use reversible BUSS (if installed)

If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING

CLICK TO EDIT
TO M ASTER
LEVEL OFFTITLE STYLE
LEVEL OFF ….. PERFORM
BACK
If the altitude indication is unreliable, refer to the GPS altitude

CLICK TO
FLIGHT MASTER
EDITPATH TITLE STYLE
STABILIZED BACK
PF PM
AP …..…………………………………………………….. OFF
“FDs OFF” FDs ……………………………………………...……….. OFF
A/THR ……………………………………………...…….. OFF
SPEEDBRAKES ………………..…. CHECK RETRACTED
FLIGHT PATH ………………….……… KEEP STABILIZED

Below FL250, use reversible BUSS (if installed)
If needed and reliable (BIRD is reliable if barometric altitude is reliable):
“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT
RESPECT STALL WARNING

CLICK
AFFECTED MASTER
TO EDITADR TITLE STYLE
IDENTIFICATION BACK
 In order to identify and isolate the faulty ADR(s), the flight crew must crosscheck speed and
altitude indications on CAPT PFD, F/O PFD and STBY instruments.
 To help the identification of the affected ADR(s), the flight crew can use the Pitch and Thrust tables
of the QRH procedure and the reversible BUSS (if installed).
 If affected ADR(s) cannot be identified or all ADRs are affected:

• WHEN ABOVE FL250: Most of the time, temporary phenomenon. Continue flying pitch and
thrust targets with the CLIMB, CRUISE, and DESCENT tables until the phenomenon
disappears, or until below FL250.
• WHEN BELOW FL250: Generally, permanent situation. Speed and altitude indications are
replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale. i
CLICK
AFFECTED MASTER
TO EDITADR TITLE STYLE
IDENTIFICATION
BUSS DISPLAY BACK
 Before extending the slats/flaps, reduce speed to the bottom part of the green area.
 APPR Speed…..….Fly the fixed green target.
If the BUSS does not react to longitudinal stick inputs when flying the green area of the speed scale, disregard the
BUSS and use pitch / thrust tables.
Airplane Upset Prevention and
Recovery Training
Elements of Active Monitoring
START
OCT 2022
Active monitoring
• Pilots must preventively be always situationally aware. An engaged pilot will be ready to
intercept, and so recognize, timely and effectively an unintentional airplane divergence.
• Active monitoring allows you to do so.
• Active monitoring is the critical element to ensure awareness and avoidance of undesired
airplane states.
• Active monitoring provides the strongest countermeasure against startle effect.
• Active monitoring has some human barriers: complacency, fatigue, time pressure, mental
workload, lack of vigilance, looking without seeing, poor workload management… but its
performance can significantly be improved.
PREV NEXT
Active monitoring
• Active monitoring is the responsibility of all crew members. The purpose is to ensure
that the airplane state is understood and correct for the situation.
• Active monitoring mitigates complacency and, therefore, helps preventing undesired aircraft
states (UAS)
• Active monitoring means keeping track of:

• The environment
• The airplane's energy state, and
• The flight path.
• Active monitoring creates expectations about future airplane state. This will help in detecting
deviations and to take timely corrective actions.
PREV NEXT
Review of observable behaviors for monitoring
Competency Observable Behaviors
− Identifies where to find procedures and regulations

− Applies relevant operating instructions, procedures and
techniques in a timely manner
− Follows Standard Operating Procedures (SOPs) unless a
Application of Procedures & higher degree of safety dictates an appropriate deviation
Compliance with Regulations (PRO) − Operates aircraft systems and associated equipment
correctly
− Monitors aircraft systems status
− Complies with applicable regulations
− Applies relevant procedural knowledge
PREV NEXT
− Uses appropriate flight management, guidance systems and

automation, as installed and applicable to the conditions
− Monitors and detects deviations from the desired aircraft
trajectory and takes appropriate action
− Manages the flight path to achieve optimum operational
Airplane flight path management, performance
automation (FPA) − Maintains the desired flight path during flight using
automation whilst managing other tasks and distractions
− Selects appropriate level and mode of automation in a timely
manner considering phase of flight and workload
− Effectively monitors automation, including engagement and
automatic mode transitions
PREV NEXT
− Controls the aircraft manually with accuracy and smoothness

as appropriate to the situation
− Monitors and detects deviations from the desired aircraft
trajectory and takes appropriate action
− Manually controls the aeroplane using the relationship
between aeroplane attitude, speed and thrust, and
Airplane flight path management, navigation signals or visual information
manual control (FPM) − Manages the flight path to achieve optimum operational
performance
− Maintains the desired flight path during manual flight whilst
managing other tasks and distractions
− Uses appropriate flight management and guidance systems,
as installed and applicable to the conditions
− Effectively monitors flight guidance systems including
engagement and automatic mode transitions
PREV NEXT
− Identifies, assesses and manages threats and errors in a

timely manner
− Seeks accurate and adequate information from appropriate
sources
− Identifies and verifies what and why things have gone wrong,
if appropriate
− Perseveres in working through problems whilst prioritising
Problem Solving -
safety
Decision Making (PSD)
− Identifies and considers appropriate options
− Applies appropriate and timely decision-making techniques
− Monitors, reviews and adapts decisions as required
− Adapts when faced with situations where no guidance or
procedure exists
− Demonstrates resilience when encountering an unexpected
event
PREV NEXT
− Monitors and assesses the state of the aircraft and its

systems
− Monitors and assesses the aeroplane’s energy state, and
its anticipated flight path
− Monitors and assesses the general environment as it may
affect the operation
Situation awareness & management of
− Validates the accuracy of information and checks for gross
information (SAW)
errors
− Maintains awareness of the people involved in or affected by
the operation and their capacity to perform as expected
− Develops effective contingency plans based upon potential
risks associated with threats and errors
− Responds to indications of reduced situation awareness
PREV NEXT
− Exercises self-control in all situations

− Plans, prioritises and schedules appropriate tasks effectively
− Manages time efficiently when carrying out tasks
− Offers and gives assistance
− Delegates tasks
Workload management (WLM) − Seeks and accepts assistance, when appropriate
− Monitors, reviews and cross-checks actions
conscientiously
− Verifies that tasks are completed to the expected outcome
− Manages and recovers from interruptions, distractions,
variations and failures effectively while performing tasks
PREV
Recovery Training
A320 - Flight Control Laws - Summary
START
OCT 2022
Practical Advices
• Pay attention to the setting of your seat position and adjust your armrest carefully
• Longitudinal control: G-load demand and automatic pitch trim provide longitudinal stability
• Lateral control: Rate of roll demand, automatic turn coordination and Dutch roll damping
provide lateral stability
• You only need to perform minor corrections on the sidestick when the aircraft deviates from
its intended flight path
• When you sense an over control, you should set the sidestick to the neutral position
• Aggressive and opposite flight control inputs must not be applied. Such inputs can lead to
loads higher than the limit, and can result in structural damage or failure.
PREV NEXT
Use of Rudder
The rudder should not be used:
• To induce roll
• To counter roll induced by any type of turbulence
• To complement the flight control laws for turn coordination and Dutch roll damping.
Rudder is used only during:
• Crosswind operations (takeoff roll, flare, landing roll)
• Asymmetric thrust (yaw moment compensations)
• Loss of both yaw damper systems
• Rudder trim runaway
• Landing with abnormal landing gear position
• Lack of roll efficiency in the case of severe damage.
PREV NEXT
Flight Control Laws - Summary
Normal Law Alternate Law

A320 Direct Law
Flight Mode Flight Mode
G-load demand
G-load demand
with auto-trim and Direct law
Pitch with auto-trim and full
with (or without) (no auto-trim)
envelope protections
reduced protections
Roll rate demand

Roll with protection
Direct law without protection
Mechanical control
Mechanical control Mechanical control
with automatic turn
Yaw coordination and yaw
with yaw oscillations (turn coordination and
damping only yaw damping lost)
oscillations damping
PREV NEXT
Abnormal attitude law
Due to extreme values in pitch, bank, angle of attack or speed
A320 Abnormal Attitude Law After recovery
G-load demand G-load demand

without auto-trim with auto-trim
Pitch and without protections and without protections
(except g-load) (except g-load)
Direct law
Roll without protection
Yaw mechanical control

Yaw (turn coordination and
yaw damping lost)
PREV
Recovery Training
Elements of Aerodynamics
START
OCT 2022
The Angle of Attack
PREV NEXT
The Angle of Attack
PREV NEXT
The Angle of Attack
PREV NEXT
The Angle of Attack
PREV NEXT
The Angle of Attack
PREV NEXT
The Recommended Maximum Altitude
PREV NEXT
PROG
page
• The recommended maximum altitude is continuously updated in flight and based on the
current gross weight and outside air temperature.
• It provides the aircraft with a 0.3 g buffet margin, a minimum rate of climb at MAX CL thrust,
and level flight at MAX CRZ thrust.
• It is limited to the maximum operating altitude (Flight envelope)
PREV NEXT
• When flying at the maximum altitude, some margins are reaching their required minimum in
terms of:
• Thrust
• Airspeed
• Buffet threshold
• Angle of attack, and
• Bank angle, or any other maneuvers.
Any environmental factors such as icing conditions or turbulence could rapidly lead to a
slowdown, a buffet onset, a stall condition and, subsequently, a high altitude upset.
Any increase of outside air temperature during a flight at the maximum altitude shall
be monitored as the performances will be impacted.
PREV NEXT
Power-Drag Curve and
Airspeed Stability
PREV NEXT
Power-Drag Curve and Airspeed Stability
Drag / Thrust
PREV NEXT
Drag / Thrust
(Green dot)
PREV NEXT
Drag / Thrust
(Green dot)
PREV NEXT
Drag / Thrust
A sudden airspeed increase (or
decrease) leads to a drag
increase (or decrease), helping
to return to the initial airspeed
PREV NEXT
Normal flight, “Front side of the
Power-Drag curve”, or “First regime”
Drag / Thrust
A sudden airspeed increase (or
decrease) leads to a drag
increase (or decrease), helping
to return to the initial airspeed
PREV NEXT
Drag / Thrust
A sudden airspeed decrease

(or increase) leads to a drag
increase (or decrease),
pushing the aircraft to
decelerate (accelerate) further
PREV NEXT
Slow flight, “Backside of the Power-

Drag curve”, or “second regime”
Drag / Thrust
A sudden airspeed decrease

(or increase) leads to a drag
increase (or decrease),
pushing the aircraft to
decelerate (accelerate) further
PREV NEXT
Slow flight, “Backside of the Power- Normal flight, “Front side of the
Drag curve”, or “second regime” Power-Drag curve”, or “First regime”
Drag / Thrust
(Green dot)
PREV NEXT
Maximum Design Maneuvering
Speed -VA
PREV NEXT
Maximum Design Maneuvering Speed -VA
• Speed above which a single full deflection of any flight control surface should not be
attempted due to a risk of damage to the airplane structure.
• This limitation only applies in alternate or direct flight control laws.
CAUTION Rapid and large reversal control inputs, with large changes in pitch, roll or yaw,
may result in loads higher than the limit and structural failures at any speed,
even below VA.
In the event of such rudder inputs, the rudder travel limiter does not prevent
structural damage or failure.
PREV NEXT
A300-600 - VA
PREV NEXT
A310 - VA
PREV NEXT
A320 - VA
PREV NEXT
A330 - VA
PREV NEXT
A340-300 - VA
PREV NEXT
A340-600 - VA
PREV NEXT
A350-900 - VA
PREV NEXT
A380 - VA
PREV
Recovery Training
Airplane Upset Recovery Techniques
START
OCT 2022
Upset Recovery Techniques – Reminder
• An airplane upset is an undesired airplane state characterized by unintentional divergences

from parameters normally experienced during operations. An upset condition exists any time
an airplane is diverging from what the pilots are intending it to do.
• The first upset recovery actions must be effective and timely. Only engaged - and therefore
situationally aware – pilots can effectively and timely recover from an upset.
• Actions to recover from an upset encompass the following basic activities:

1. Become situationally aware and analyze the situation (Recognition)
2. Arrest the flight path divergence and recover to a stabilized flight path (Recovery).
These activities must be part of every upset recovery.
PREV NEXT
Upset Recovery Techniques – Reminder
• All upset recovery techniques assume the airplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.
• The techniques represent a logical progression for recovering the airplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.
• The Primary Flight Display (PFD) is the primary reference for recovery.
• Exaggerated control inputs through reflex responses must be avoided. Control inputs to
counter a developing upset must be smooth, positive, and proportional to the amount and
rate of pitch, roll, or yaw experienced.
• For more information, refer to the FCTM (Procedures / Abnormal and Emergency Procedures
/ Miscellaneous / Upset Prevention and Recovery)
PREV NEXT
Upset Recovery Techniques – Nose High
PREV NEXT
Nose High Actions

- Recognize and confirm the situation
PREV NEXT
Troubleshooting the cause of the upset is secondary to

initiating the recovery. However, the pilot still must recognize and
confirm the situation before a recovery can be initiated. This
means:
• Assess the energy: Energy state and energy rate of

change
CM1 CM2
• Confirm the airplane attitude: Pitch and bank angles
• Announce: “NOSE HIGH”
PREV NEXT
Nose High Actions

- Takeover and disconnect AP and A/THR (if required)
PREV NEXT
If the AP and A/THR responses enable to stop the flight path

divergence, the flight crew may keep the AP and A/THR engaged.
PREV NEXT
Nose High Actions

- Apply nose down pitch order
PREV NEXT
The flight crew must apply as much nose down pitch order as
required to obtain a nose down pitch rate.
In the case of lack of pitch down authority, the flight crew may use
incremental inputs on the trim (nose down) to improve the
effectiveness of the elevator control.
Note: Excessive use of pitch trim may make the upset
situation worse or may result in high structural loads.
PREV NEXT
Nose High Actions

- Adjust the thrust
PREV NEXT
Select up to maximum thrust available while ensuring adequate

pitch control.
Increasing thrust may reduce the effectiveness of nose-down
pitch control. It may be necessary to limit or reduce thrust to the
point where control of the pitch is achieved.
CG
Pitch up moment of underwing mounted engines
PREV NEXT
Nose High Actions

- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
PREV NEXT
The bank angle must not exceed 60 degrees.

If all normal pitch control techniques are unsuccessful, the flight crew can keep
the current bank or bank the aircraft to enable the nose to drop toward the
horizon.
The bank angle should be the least possible to start the nose down and never
exceed approximately 60 degrees. If the bank angle is already greater than 60
degrees, the flight crew should reduce it to an amount less than 60 degrees.
60
degrees
maximum
PREV NEXT
Nose High Actions

- Adjust the thrust
- Recover the level flight
PREV NEXT
Recover to level flight at a sufficient airspeed while avoiding a

stall due to premature recovery at low speed, or excessive g-
loading at high speed.
PREV NEXT
Nose High Actions

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

PREV NEXT
Troubleshooting the cause of the upset is secondary to

initiating the recovery. However, the pilot still must recognize and
confirm the situation before a recovery can be initiated. This
means:
• Assess the energy: Energy state and energy rate of

change
CM1 CM2
• Confirm the airplane attitude: Pitch and bank angles
• Announce: “NOSE LOW”
PREV NEXT
Nose Low Actions

PREV NEXT
If the AP and A/THR responses enable to stop the flight path

divergence, the flight crew may keep the AP and A/THR engaged.
PREV NEXT
Nose Low Actions

- Recover from stall (if required)
PREV NEXT
Even in a nose low situation, the aircraft may be stalled and it

would be necessary to recover from a stall first.
This counter-intuitive action is just a reminder

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

- Adjust the roll in the shortest direction to wings level
PREV NEXT
In general, a nose low, high-angle-of-bank requires prompt action,

because the decreasing altitude is rapidly being exchanged for an
increasing airspeed.
L or R?
The bank angle indicator will show you

the shortest direction to wings level.
PREV NEXT
Nose Low Actions

- Adjust the thrust and the drag
PREV NEXT
The flight crew should reduce the thrust and/or use the
speedbrakes to control the speed.
and/or
PREV NEXT
Nose Low Actions

PREV NEXT
Recover to level flight at a sufficient airspeed while avoiding a

stall due to premature recovery at low speed, or excessive g-
loading at high speed.
PREV NEXT
Nose Low Actions

PREV
Recovery Training
Extreme Attitude Training
START
OCT 2022
• Aim:
• To reinforce 3D mental picture in order to recognize and confirm developed upset
situations.
PREV NEXT
• Objectives:
• To rapidly observe PFDs in upset situations
• To recognize stall conditions, if any
• To assess the airplane energy state and energy rate of change
• To confirm the airplane attitude: Pitch and bank angles
• To verbalize the situation (NOSE HIGH or NOSE LOW)
• To determine actions to be performed for an effective recovery.
PREV NEXT
Display the next slide for 2 seconds only
PREV NEXT
PREV NEXT
Any stall?
Energy state and rate of change?
Airplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?
Find out the answers on the next slide…
PREV NEXT
Nose Low Actions

- Adjust the thrust and the drag, if necessary
PREV NEXT
PREV NEXT
PREV NEXT
Any stall?
PREV NEXT
Nose High Actions

- Adjust the thrust
- If all normal pitch control techniques are
unsuccessful, adjust the roll not to exceed 60º
PREV NEXT
PREV NEXT
PREV NEXT
Any stall?
PREV NEXT
Nose Low Actions (V/S is negative)

- Adjust the roll to the right to wings level
- Adjust the thrust, if necessary
PREV NEXT
PREV NEXT
PREV NEXT
Any stall?
PREV NEXT
Nose Low Actions

- Roll to the left to wings level
- Adjust the thrust and/or the drag, if necessary
- Recover the level flight avoiding excessive
g-loading
PREV NEXT
PREV NEXT
PREV NEXT
Any stall?
PREV NEXT
Nose High Actions

- Adjust the thrust
- Reduce the roll not to exceed 60º
PREV NEXT
PREV NEXT
PREV NEXT
Any stall?
PREV NEXT
Nose Low Actions

- Roll to the right to wings level
- Recover the level flight avoiding excessive
g-loading
PREV NEXT
PREV NEXT
PREV NEXT
Any stall?
PREV NEXT
Stall recovery
- Apply nose down pitch order (reduce the AOA
and unload)
In the case of lack of pitch down authority, reducing
thrust may be necessary
- Simultaneously, bank to left to wings level
When out of stall:
Apply the appropriate upset recovery technique
PREV NEXT
PREV NEXT
PREV NEXT
Any stall?
PREV NEXT
Stall recovery
- Apply nose down pitch order (reduce the AOA)
- Bank to the right to wings level
When out of stall:
- Increase the thrust smoothly as needed
- Check speed brakes retracted
- Recover smoothly the level flight avoiding a
stall due to premature recovery at low speed
- Select FLAPS 1, if speed is still lower than
VFE Next
PREV
WINDSHEAR
Symptoms i
TAKEOFF APPROACH/ LANDING

MEMORY ITEM MEMORY ITEM
PREDICTIVE REACTIVE PREDICTIVE REACTIVE

WINDSHEAR WINDSHEAR WINDSHEAR WINDSHEAR
PROC PROC PROC PROC
i i
A320/A330 XFTDN3WINDSHR01 – JUL 2021

WINDSHEAR SYMPTOMS BACK
 PFD:  ND:
• Speed Trend, unusual A/THR activity, • Ground Speed,
• Speed margin to VLS, • Wind Direction / Velocity.
• FPV,
• V/S excursions,
• Heading variations,
• Pitch attitude,
• Glide slope deviation.
ILS 33R
CREDICTIVE
P LICK TO EDIT MASTER TITLE
WINDSHEAR STYLE
AT TAKEOFF BACK
PF PM
“ MONITOR RADAR DISPLAY ”
or
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”
Before takeoff roll:

TAKEOFF……........…………...………........…….…..DELAY
MOST FAVORABLE RWY…………………..………SELECT
TOGA THRUST for T.O…………………………….SELECT
During the takeoff roll:

TAKEOFF……........…………...……….....…….…..REJECT
If “ MONITOR RADAR DISPLAY ” is displayed during takeoff roll, it is the decision of the Captain to:
- Continue with the takeoff, or
- Reject the takeoff
When airborne:
THR LEVERS..…………...………....…….……………TOGA
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..………………………..FOLLOW
CREDICTIVE
WINDSHEAR STYLE
AT TAKEOFF
BACK
WINDSHEAR ALERT ZONES
Alerts available from ground up to 1200ft:
ADVISORY ALERT AREA

i
CAUTION ALERT AREA

i
WARNING ALERT AREA

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

 No aural alert,
 Only the windshear icon is displayed on the ND.
PWS SCAN
P
CREDICTIVE
LICK TO EDIT MASTER TITLE
WINDSHEAR
CAUTION ALERTS
AT TAKEOFF
STYLE
BACK
“ MONITOR RADAR DISPLAY ”
ILS 33R
PWS SCAN
CREDICTIVE
WINDSHEAR STYLE
AT TAKEOFF
BACK
WARNING ALERTS
“ WINDSHEAR AHEAD,
WINDSHEAR AHEAD ”
PCLICK TO EDIT
REDICTIVE MASTER IN
WINDSHEAR TITLE STYLE
APPROACH
BACK
For ADVISORY and CAUTION alerts refer to predictive windshear at takeoff.
WARNING ALERTS
“ GO AROUND,
WINDSHEAR AHEAD ”
ILS 33R
CRLICK TO EDIT
EACTIVE MASTER AT
WINDSHEAR TITLE STYLE
TAKEOFF BACK
PF PM
A red flag “ WINDSHEAR” is displayed on each PFD associated with
an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
Below V1 with significant airspeed variations:

“ STOP”
TAKEOFF……........…………...……….....…….…..REJECT
After V1:
“ WINDSHEAR TOGA”
THR LEVERS..…………...………....…….……………TOGA
REACHING VR……………………………………….ROTATE
SRS ORDERS……………..………………………..FOLLOW
 DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT

OF WINDSHEAR.
 CLOSELY MONITOR FLIGHT PATH AND SPEED.
 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.

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

SRS ORDERS……………..………….……………..FOLLOW
CP
LICK TO EDIT
REDICTIVE MASTERINTITLE
WINDSHEAR STYLE
APPROACH BACK
PF PM
“MONITOR RADAR DISPLAY” or windshear suspected
APPROACH…………………………..…………….…..DELAY
DIVERSION………………………………………..CONSIDER
However, if the flight crew decide to perform the approach
CONF 3 LDG…………...…….............................CONSIDER
VAPP increase (max 15 KTS)……….......….....CONSIDER
The flight crew may increase VAPP displayed on MCDU PERF page.
The use of managed speed is recommended to take advantage of ground speed mini function.
“GO AROUND WINDSHEAR AHEAD”
GO AROUND…………...…….....................…….PERFORM
CLICK TO EDIT
REACTIVE MASTERIN TITLE
WINDSHEAR STYLE
APPROACH BACK
PF PM
A red flag “ WINDSHEAR ” is displayed on each PFD associated with

an aural synthetic voice “ WINDSHEAR ” repeated three times.
“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”
THR LEVERS TOGA…...…….......…….SET OR CONFIRM

SRS ORDERS……………..…………….…………..FOLLOW
 DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT

OF WINDSHEAR.
 CLOSELY MONITOR FLIGHT PATH AND SPEED.
 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.

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A 320 Tutorials

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Tutorials (UPRT included)

The objective is to provide a good mental picturing before

When and how to use

A320/A330 XFTDN1USETUTO01 – OCT 2018

The objective is to provide a good mental picturing before

When and how to use

A320/A330 XFTDN1USETUTO01 – OCT 2018

The trainee studies the tutorials before the APT session.

The trainee studies the tutorials before the FFS session.

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

The trainee studies the tutorials before the APT session.

The trainee studies the tutorials before the FFS session.

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

The buttons are:

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

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

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

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

Title of the Tutorial

Indication that the Tutorial

Title BACK button

Title BACK button

Possibility of injury to the Possibility of damage to the

Possibility of injury to The navigation may be

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

 Seat, pedal and armrest adjustments:

 Hand mike, headset, RMP, ACP

 Move the pedals full forward.

 Both surfaces must be visible by just looking up

 Put your feet “inside” the pedals.

 Apply full deflection of the pedal, then apply full

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

HEIGHT ADJUST: Button A

PITCH ADJUST: Button B

When your seat is adjusted:

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

Fly, Navigate, Communicate

Use the appropriate level of automation

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

Take actions if things do not go as

A320/A330 XFTDN1GOLDRUL01 – OCT 2018

Actively monitor the flight parameters

Know where the

Cabin Crew Flight Crew ATC

Understand the operational effect of the selected level of automation.

Confirm that the aircraft reacts as expected.

Monitor the FMA.

Announce the FMA.

Confirm the FMA.

Understand the FMA.

Change the level of automation • Communicate with the PF

Cockpit Preparation – Overhead Panel FLOW Descent 10 000 FT AAL FLOW

Cockpit Preparation – Center Instrument Panel FLOW After Landing FLOW

Cockpit Preparation – Pedestal FLOW Parking FLOW

Cockpit Preparation – Final Cockpit Prep. FLOW

Departure Briefing FLOW Emergency Descent FLOW

At Pushback/Start Clearance FLOW Rejected Takeoff FLOW

After Start FLOW

Climb 10 000 FT AAL FLOW

Descent – FMS Preparation FLOW

Arrival Briefing FLOW

ENG FIRE..CHECK/TEST During the scan sequence,

CAPT & PURS/CAPT…AS

* PACK FLOW….AS RQRD