A319/320/321 Simulator Callouts and Briefing Guide

Airbus Arrival Briefing/Flows Guide

Updated 03-16-16

Weather Obtain ATIS

Automation Flows

F-PLN
RAD
NAV
1. MCDU
PROG
PROG

FPLN

VOR: Check for proper NAVAID tuning, either auto or manual.

Insert runway under 4R for situational awareness

If RNAV approach (NOT VOR):
o
RNP 0.3 NM must be displayed on PROG page
o
GPS PRIMARY or NAV ACCURACY HIGH must be present on both
PROG pages (may be confirmed on ND)
Activate / Confirm Approach
(when in SELECTED SPEED Mode, ask other pilot)
Enter Landing Data
QNH, Temp, MAG WIND
VAPP (if required)
DH/MDA (DH/DA - CAT II/III, DA/DDA - CAT I, RNAV, VOR)
LDG CONF (GPWS LDG FLAP 3 pb OFF if required)

PERF

RAD
NAV
PERF
APPR

2.
3.
4.
5.
6.

MCDU Reverse Z
Re-do if Return or Divert (2L lateral revision)
Select ARRIVAL page and enter RWY, APPR, STAR, TRANS, and APPR VIA
(Access by lateral revision at destination)
Clean up flight plan with FAF as TO Waypoint

PERF
GO
Leave default values unchanged
AROUND
ILS pb (if ILS/LOC Approach) / PM VOR sel switch to VOR (if VOR Approach)
Seat Belt Sign - ON
Set AUTO BRK (if desired)
Check ECAM memos, status, and cabin rate of descent
Check GW < MLW

Report Arrival Briefing

Use FMS and electronic displays when

Highest MSA
applicable and ensure arrival verification

Approach name and runway *

accomplished.

Approach chart date *

1. STAR /

FMS: Arrival, arrival transition ,

TDZE *
Approach Chart
approach (ensure NO VIA unless

Required visibility *
required)

Top of descent point

Primary navaid Frequency *

2. PFD

Final approach course *

DA (DH), AH, or DDA/MAP *

Final approach verification altitude *

3. F-PLN page

Missed approach *

MEL items

Planned runway turnoff and taxi route/hot spots/runway crossings

Landing performance

Autobrakes setting

Landing flaps setting

A/C type max pitch on landing (A319/320 - 10, A321 - 7.5)

Any applicable special considerations such as:

4. All Approaches
o
Unique Airport Ops Advisory page approach information
o
Unique noise abatement procedures
o
Unique engine failure during missed approach procedures
o
Significant terrain or obstacles in terminal area relative to approach routing
o
Significant weather conditions (windshear, icing, runway conditions)
o
LASHO
o
ECAM status that may affect approach & landing capabilities
o
Any other known risks and intentions
* If in night conditions or weather less than 2000/3
Note: Blue colored text required for ALL briefings.
If in day conditions with weather 2000/3 or greater:

Electronic / visual means to identify the runway.

Descent - Approach Checklist

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A319/320/321 Callouts
Takeoff to Flap Retraction
Trigger

PF

PM

Commencing takeoff roll

Advance thrust levers to

approximately 50% N1 (CFM or 1.05
EPR (IAE)

Advance thrust levers to FLX or TOGA

Check MAN FLX or MAN TOGA

on FMA
FLEX or TOGA

80 kts
V1
VR

After liftoff

Above 100 AFL

At or above 400 AFL
At the THR RED ALT
LVR CLB flashing

CHECKED

Verify takeoff thrust on E/WD

FLEX SET or TOGA SET
Captain assumes/maintains control of thrust levers
80

Check STBY airspeed

V1
Captain removes hand from thrust levers
ROTATE

Rotate at 3 / sec to 15

Verify positive rate of climb on

VSI
POSITIVE RATE

Verify positive rate of climb

GEAR UP

Maintain F/D commanded attitude

Establish initial climb speed of not less

GEAR UP
than V2 + 10 knots

Position gear lever UP

Monitor speed and altitude

AUTOPILOT 1 or
AUTOPILOT 2, as appropriate

Select autopilot ON, if requested

Select/Request HEADING ___ if

appropriate

Select HDG, if requested

Move thrust levers to the CL detent

CLIMB

Verify

THR CLB annunciations on FMA

CLIMB SET

At ACCEL ALT (SRS changes to

CLB or OP CLB )

F speed

Check airspeed
FLAPS 1, if appropriate

(only displayed when FLAPS 2 or

3 were used for takeoff)

S speed

Follow F/D commands to reduce pitch

and accelerate

Check airspeed
FLAPS UP,
AFTER TAKEOFF CHECKLIST

Monitor acceleration to 250 knots

Check airspeed
FLAPS 1, if requested

Select FLAPS 1, if requested

Check airspeed
FLAPS UP

Select FLAPS 0

Disarm spoilers

Accomplish After Takeoff Flow

and Checklist

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Loss of Thrust At or Above V1

Trigger

PF

Loss of thrust

VR

PM
Pilot first recognizing engine failure
ENGINE FAILURE

TOGA, if desired

Advance thrust levers to TOGA, if

desired

Rotate at 3 / sec to 12.5

Ensure thrust levers at TOGA, if

requested
TOGA SET, if requested
ROTATE

After liftoff

Above 100 AFL

At or above 400 AFL

(or altitude as specified on
applicable route manual Engine
Failure Takeoff procedure)

Climbing through Engine Out

Acceleration Altitude

F speed
(only displayed when FLAPS 2 or 3
were used for takeoff)

S speed

Verify positive rate of climb on

VSI
POSITIVE RATE

Verify positive rate of climb

GEAR UP

Maintain F/D commanded attitude

GEAR UP

Trim rudder to maintain a

Position gear lever UP

centered target

Monitor speed and altitude

AUTOPILOT 1 or
AUTOPILOT 2, as appropriate

Select autopilot ON, as requested

Comply with runway specific Engine Failure - Takeoff procedure (if

published), otherwise, fly runway heading

Select/request
HEADING ___ or

Select runway heading, engine

NAV for EOSID, as appropriate
failure heading, or NAV, if
requested

Advise ATC, when able

Push V/S knob or request

VERTICAL SPEED ZERO

Push V/S knob, if vertical speed

zero requested

Verify V/S 0

Check airspeed
FLAPS 1, if appropriate

Check airspeed
FLAPS 1, if requested

Select FLAPS 1, if requested

Check airspeed
FLAPS UP

Check airspeed
FLAPS UP

Select FLAPS 0

Monitor acceleration to green dot

Disarm spoilers
speed

Green dot speed (VFTO)

Select/request OPEN CLIMB, if

desired

Select/request SPEED ___,

Maintain green dot speed

Select MCT
MCT

Select Open Climb, if requested

Select green dot speed, if
requested

Verify thrust levers at MCT

MCT SET

Accomplish ECAM and/or QRH procedure(s) as appropriate

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Rejected Takeoff
Capt

FO

REJECT, MY AIRCRAFT

Retard thrust levers to IDLE

Use Autobrakes MAX or maximum manual braking

Select and maintain maximum reverse thrust until it can be

assured the aircraft can stop on the runway1

Maintain slight forward pressure on sidestick

As soon as aircraft is stopped

After immediately evaluating situation

o
Make a PA announcement
THIS IS THE CAPTAIN. REMAIN SEATED,
REMAIN SEATED, REMAIN SEATED
o
Advise cabin of intentions when able
Or

Call for and accomplish QRH Evacuation checklist

YOUR AIRCRAFT

Monitor autobrakes
NO AUTOBRAKES, if applicable
Monitor deceleration throughout reject
Notify tower, when able
80

Accomplish QRH Evacuation checklist, if

directed

Check brake temperature indication

In case of complete loss of braking, accomplish Loss of Braking procedure in PHB Chapter 2i

Loss of Braking Procedure

IF AUTOBRAKE IS SELECTED:
1. BRAKE PEDALS PRESS
IF NO BRAKNG AVAILABLE:
1. REV MAX
2. BRAKE PEDALS RELEASE

Brake pedals should be released when the A/SKID & N/W STRG selector is switched OFF, since pedal force
produces more braking action in alternate mode than in normal mode.
3. A/SKID & N/W STRG OFF
4. BRAKE PEDALS PRESS

Apply brakes with care since initial pedal force or displacement produces more braking action in alternate mode
than in normal mode.
5. MAX BRK PR 1000 PSI

Monitor brake pressure on BRAKES PRESS indicator. Limit brake pressure to approximately 1000 psi and at low
ground speed adjust brake pressure as required.
IF STILL NO BRAKING:
1. PARKING BRAKE SHORT AND SUCCESSIVE APPLICATION

Use short and successive brake applications to stop the aircraft. Brake onset asymmetry may be felt at each
parking brake application. If possible delay use of parking brake until low speed to reduce the risk of tire burst
and lateral control difficulties.
CAUTION: Autobrakes will not activate below 72 knots.

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ILS CAT I
Trigger

PF

Prior to starting the

approach

PM

Ensure waypoints are sequenced properly

Confirm the approach phase has been activated

Check airspeed
FLAPS 1

Initial approach

Verify

S speed

Check airspeed
FLAPS 2

Cleared for the approach

LOC alive
G/S alive
1 dots
or
3 nm from FAVA

dot
or
2 nm from FAVA

On GS
or
1 nm from FAVA

Check airspeed
FLAPS 1

Select FLAPS 1

2
E
N
G

1
E
N
G

Verify

F speed

Check correct LOC identifier displayed on PFD

Select APPR on FCU

Verify both AP1 and AP2 engaged, if an autopilot approach

Verify GS and LOC annunciate blue on FMA

Verify LOC deviation display
COURSE ALIVE

Verify LOC* annunciates green on FMA

Verify G/S Deviation Display

GLIDESLOPE ALIVE

Check airspeed
GEAR DOWN

Check airspeed
GEAR DOWN

Position gear lever DOWN

Check Triple Indicator

Check airspeed
FLAPS 3, LANDING CHECKLIST

Check airspeed
FLAPS 3
Spoilers Arm

Select FLAPS 3

Accomplish Landing Flow and Checklist

Check airspeed
FLAPS FULL, if needed

Check airspeed
FLAPS FULL

Select FLAPS FULL, if requested

Complete Landing Checklist

Monitor speed

Verify
SET MISSED APPROACH
ALTITUDE

GS annunciates green on FMA

Verify
SET MISSED APPROACH
ALTITUDE

GS annunciates green on FMA

Final Approach Verification

Altitude Fix
1,000 AFL

Check airspeed
FLAPS 2
Select FLAPS 2

Set missed approach altitude on FCU

Set missed approach altitude on FCU

Verify Final Approach Verification Altitude

1000 (auto callout)

Verify altitude
STABLE

Verify autothrust in SPEED mode

500 (auto callout)
Verify altitude, speed, and sink
STABLE, TARGET, SINK ___
rate
or
STABLE, ____, SINK ____

500 AFL

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ILS CAT I (Contd)

Verify altitude
CONTINUING

100 above DA(H)

DA(H) Runway NOT in sight

GO AROUND, TOGA

Execute go around procedure

100 ABOVE1 (auto callout - if installed)

Divide time between monitoring

instruments and scanning outside for
runway environment
MINIMUMS (auto callout - if installed)
NO CONTACT

or
MINIMUMS, (auto callout - if installed)
LANDING
<VISUAL CUES> IN SIGHT1,
DA(H) Runway in sight

Verify A/P disengaged prior to:

o
80 feet AGL if CAT 2, CAT 3 SINGLE, or CAT 3 DUAL annunciated on FMA
o
160 feet AGL if CAT I annunciated on FMA
1
Not required if LANDING callout has been made by PF.

Visual Approach Callouts

Trigger

PF

Verify altitude
STABLE

1,000 AFL

500 AFL

PM
1000 (auto callout if installed)

Verify autothrust in SPEED mode

Verify altitude, speed, and sink
500 (auto callout if installed)
rate
STABLE, TARGET, SINK ___
or
STABLE, ____, SINK ____

Communication During Manual Flight

Autopilot

Flight Directors

AUTOPILOT OFF
or
AUTOPILOT 1(2)
FLIGHT DIRECTORS OFF1
or
FLIGHT DIRECTORS ON
Ensure both F/Ds are OFF or ON

If one FD is off then the other FD must be selected off in order to ensure autothrust
maintains target speed.
SPEED ___
Speed
or
MANAGED SPEED
HEADING ___
Heading/Nav
or
NAV
OPEN CLIMB (DESCENT)
Managed/Open
or
Climb (Descent)
MANAGED CLIMB (DESCENT)
VERTICAL SPEED PLUS (MINUS) ____
Vertical Speed
or
VERTICAL SPEED ZERO
1
If the Flight Directors are selected off, the use of the Flight Path Vector (FPV) is recommended.

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ILS CAT II/III

Trigger

Captain (PF)

Prior to starting
approach

Check airspeed
FLAPS 1

Initial approach

Verify

Check airspeed
FLAPS 1

Select FLAPS 1

S speed

Check airspeed
FLAPS 2

Verify

Cleared for the approach

Check airspeed
FLAPS 2
Select FLAPS 2

F speed

Check correct LOC identifier displayed on the PFD

Select APPR on FCU

Select second autopilot ON

CAT 3 DUAL or

Verify both AP1 and AP2 engaged

CAT 3 SINGLE or

Verify approach capability

CAT 2

LOC alive

Verify GS and
Verify LOC deviation display

Verify

Verify G/S Deviation Display

Check airspeed
GEAR DOWN

G/S alive
1 dots
or
3 nm from FAVA

1
(A320 Autoland
requires
Flaps Full)

E
N
G

Verify

FLAPS

Check airspeed
3
Select FLAPS 3
Accomplish Landing Flow and Checklist

FLAPS

Check airspeed
FULL
Select FLAPS FULL, if requested
Complete Landing Checklist
Monitor speed

GS annunciates green on FMA

Verify

SET MISSED APPROACH

ALTITUDE

Final Approach
Verification
Altitude Fix
1,000 AFL

Check airspeed
GEAR DOWN

Position gear lever DOWN

Check triple Indicator

SET MISSED APPROACH

ALTITUDE

COURSE ALIVE
GLIDESLOPE ALIVE

Check airspeed
FLAPS FULL

E
N
G

LOC annunciate blue on FMA

LOC* annunciates green on FMA

Check airspeed
FLAPS 3, LANDING CHECKLIST
Spoilers Arm

dot or
2 nm from FAVA

On G/S
or 1 nm from FAVA

FO (PM)

Ensure waypoints are sequenced properly

Confirm that the approach phase has been activated

Set missed approach altitude on FCU

GS annunciates green on FMA

Set missed approach altitude on FCU

Verify Final Approach Verification Altitude

Verify altitude
STABLE

1000 (auto callout)

Verify autothrust in SPEED mode

500 (auto callout)
STABLE, TARGET, SINK ___
Verify altitude, speed, and sink
or
rate
STABLE, ____, SINK ____

500 AFL

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ILS CAT II/III (Contd)

Below 400 RA

100 above minimums

Verify

LAND annunciates green on FMA

Monitor the approach

Verify altitude
CONTINUING

Divide time between monitoring

auto flight system and scanning
outside for runway environment

DH Runway not in sight

GO AROUND, TOGA

Execute go around procedure

or

DH Runway in sight

LANDING

AH (Electronically verified aircraft

will land in touchdown zone)
If Autoland RETARD (auto callout):
10 feet RA
or
If Manual landing:
20-30 feet RA

LANDING

Verify thrust levers at idle

Select Idle Reverse

LAND GREEN or
NO LAND GREEN
100 ABOVE (auto callout)1

Verify altitude

MINIMUMS (auto callout)

Verify altitude

MINIMUMS (auto callout)1

Verify altitude
MINIMUMS (auto callout)1

Verify altitude

Monitor attitude on PFD

PITCH, if pitch attitude reaches

10 degrees A319/320 or 7.5
degrees A321

BANK, if bank reaches 7

degrees

Verify spoiler extension and

green on ECAM

REV

SPOILERS or NO SPOILERS,
if applicable

Touchdown

ONE REVERSE or NO REVERSE ,

if applicable

Nosewheel touchdown
80 kts
60 kts

Select Max Reverse, as required

Apply brakes, as required

Begin to modulate toward Idle

Reverse
Ensure Idle Reverse thrust or less
Disconnect autopilot

NO ROLLOUT , if applicable

Monitor autobrakes, if selected

NO AUTOBRAKES, if applicable

Monitor deceleration
80

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Managed Non-ILS Approach

Trigger

PF

Prior to starting approach

Initial approach

Check airspeed
FLAPS 2

Cleared for the approach

Verify F speed
Select APPR on FCU

Final approach course

intercept

Verify

Verify

Check airspeed
FLAPS 3, LANDING
CHECKLIST

Approx 2 miles prior to FAF

2
E
N
G
1
E
N
G

Check airspeed
FLAPS 2

Select FLAPS 2

FINAL and APP NAV annunciate blue on FMA

Check airspeed
GEAR DOWN,

Approx 3 miles prior to

FAF/GP Intcpt

Approx 1 mile prior to FAF

PM

Ensure waypoints are sequenced properly

Confirm that the approach phase has been activated

Check airspeed
FLAPS 1

Check airspeed
FLAPS 1

Select FLAPS 1

Verify S speed

Check airspeed
FLAPS FULL, if needed

APP NAV annunciates green on FMA

Check airspeed
GEAR DOWN

Position gear lever DOWN

Check Triple Indicator

Check airspeed
FLAPS 3

Select FLAPS 3

Accomplish Landing Flow and Checklist

Check airspeed
FLAPS FULL

Select FLAPS FULL, if requested

Complete Landing Checklist

Monitor speed

No actions maintain Flap 3 configuration & airspeed

Verify FINAL APP annunciates green on FMA

SET MISSED APPROACH
ALTITUDE

Set missed approach altitude on FCU

Verify altitude
1000 (auto callout)
1,000 AFL
STABLE
5001 (auto callout)
500 AFL

Verify altitude, speed,

STABLE, TARGET, SINK ___
and sink rate
Or STABLE, ___, SINK ___
100 ABOVE2,3
100 above DA or DDA

Verify altitude

Divide time between monitoring instruments

CONTINUING2
and scanning outside for runway environment
MINIMUMS, NO CONTACT 3
DA or DDA (Runway
GO AROUND, TOGA
environment not in sight)

Execute go around
procedure
MINIMUMS, <VISUAL CUES> IN SIGHT2
DA or DDA (Runway
LANDING
environment is in sight)

Verify A/P disengaged no later than DA/DDA

1
Callout not required when it occurs near the same time as the Hundred Above or Minimums callouts.
2
Not required if LANDING callout has been made by PF.
3
Some aircraft will also make an auto callout.
Glidepath intercept/capture
(FINAL APP)

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RNAV (RNP) AR/SAAAR Approach Notes

RNAV (RNP) AR/SAAAR approach plate identifiers include:

(RNP) in the title

SPECIAL AIRCRAFT & AIRCREW AUTHORIZATION REQUIRED in notes section

Another possible feature is the curved segment, called an RF (radius to fix) leg.
The MCDU FLT PLAN page will have "__ ARC" displayed between the defining waypoints of an RF leg, where the number is
the radius of the arc.
Airbus aircraft have uncompensated BARO-VNAV systems. Temperature limits must be respected.
To determine approach category us VAPP on MCDU PERF page. Use approach category to determine maximum speed
when on an RF leg segment (consult QRH table).
Do not accept any clearance direct to a fix unless it is outside the FAF/GP intercept and does not immediately precede an
RF leg.
Do not modify waypoints. Modifying waypoints may remove an RF leg, compromising obstacle clearance.
Once inside the FAF/GP Intercept, the PM must callout deviations that equal or exceeds 1/2 dot on the V/DEV scale. If
V/DEV increases to 3/4 dot deviation, execute a missed approach.

MISSED APPROACH
ESTIMATED is the measure of position accuracy. If ESTIMATED value exceeds the REQUIRED value, NAV ACCUR
DOWNGRAD is displayed. FM position is reliable but not sufficient to continue. Continue use of NAV but execute a missed
approach.
GPS PRIMARY and HIGH accuracy must be present on both MCDU PROG pages. If GPS PRIMARY is lost, ESTIMATED
position will increase with time. FM position is reliable but not sufficient to continue. Continue use of NAV but execute
Missed Approach. Monitor FMA to ensure NAV is engaged.
If a missed approach is executed above 1000 ft AGL with NAV available, either

Stop the descent and monitor FMA to ensure NAV is engaged, or

Accomplish the go-around maneuver and monitor the FMA to ensure NAV is engaged.
If a missed approach is executed below 1000 ft AGL, utilize the go-around procedure. Monitor FMA to ensure NAV is
engaged.
Always monitor FMA to ensure NAV is engaged. GA TRK may cause the aircraft to rapidly depart a curved RF course.

Missed Approach is required for:

GPS PRIMARY LOST or NAV ACCUR DOWNGRADE is

displayed on the ND and/or MCDU

FM/GPS POS DISAGREE ECAM, FMS1/FMS2 POS DIFF,

or MAP NOT AVAILABLE is triggered

Vertical deviation dot after FAF/GP Intercept

Any failure or degradation of FMS, GPS, Autopilot, or

Flight Director

At MAP and visual landing cues not in sight

Missed Approach Execution:

Stop descent (below 1000 RA use Go-Around

procedure), maintain or climb to (whichever is higher):
o
Approach segment altitude, or
o
Missed approach altitude

Remain in NAV:
o
Reengage, if required
o
Follow the lateral approach path or missed
approach path

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Stabilized Approach Callouts

If
At
1,000 ft
AFL

and
Stabilized
Unstabilized in
IMC

then
The PF calls STABLE
The PF calls UNSTABLE and performs a go-around.1

Compliance with the flight parameters shown above (not rate of descent) may be delayed
until 500 ft AFL as long as UNSTABLE is called out along with the deviation (e.g., slightly
high correcting, etc.), otherwise the PF calls out UNSTABLE and performs a go-around1.
Stabilized2
The PM calls STABLE, ___ (from Target Speed), SINK ___
At 500
ft AFL
Unstabilized
The PM calls UNSTABLE and the PF performs a go-around.1
1
If non-normal conditions require deviation and are briefed the approach can be continued.
2
Callout not required during non-ILS approach when it occurs near the same time as the Hundred Above or Minimums
callout.
Unstabilized in
VMC

Deviation Callouts
Airspeed

Rate of Descent

LOC or G/S Indication

Non-ILS Approaches

AIRSPEED With landing flaps, anytime IAS is:

Less than Target -5 knots

More than Target +10 knots

SINK RATE when:

Below 2000 AFL and descent rate exceeds 2000 fpm

Below 1000 AFL and descent rate exceeds 1000 fpm

Inside FAF and descent rate exceeds 1000 fpm

LOCALIZER / GLIDESLOPE when:

On final, LOC deviation greater than dot on PFD LOC

After GS interception, dot on PFD GS

Vertical deviation PATH
Cross-track error exceedance TRACK
Bearing deviation VOR or NDB

Landing
Trigger
If Autoland: (RETARD auto callout)
10 RA or
If Manual landing: 20-30 feet RA

PF

Verify thrust levers at idle

Select Max Reverse, as required

PM

Monitor attitude on PFD

PITCH, if pitch attitude reaches
10 (A319/320) or
7.5 (A321)
BANK, if bank reaches 7
Verify spoiler extension and
green on ECAM

REV

SPOILERS or
NO SPOILERS if applicable

Touchdown

ONE REVERSE or NO REVERSE

if applicable

Apply brakes, as required

Begin to modulate toward idle

reverse
Ensure idle reverse thrust or less
If Autoland, disconnect autopilot

Nose wheel touchdown

80 kts
60 kts

NO ROLLOUT If applicable

Monitor autobrakes
if selected

NO AUTOBRAKES,
if applicable

Monitor deceleration
80

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Go-Around
Trigger

PF

PM

GO-AROUND, TOGA"

Advance thrust levers to TOGA

Simultaneously rotate to F/D

commanded attitude

Engage/Ensure NAV1
Go-around

Verify TOGA Thrust on E/WD

TOGA SET

Engage/Ensure NAV1

GO-AROUND FLAPS
FLAPS ___

Retract Flaps to the go-around

setting (e.g. Flaps 3)

Verify

MAN TOGA | SRS | annunciated on FMA

Positive rate of climb

Verify positive rate of climb on

VSI
POSITIVE RATE

Verify positive rate of climb

GEAR UP

Above 100 AFL

At or above 400 AFL

At the THR RED ALTALT

Execute published missed

approach or proceed as instructed
by ATC
AUTOPILOT 1, or
AUTOPILOT 2, as appropriate

Select/request
HEADING ___ if appropriate

Move thrust levers to the CL

detent
CLIMB

LVR CLB flashing

Verify

Select autopilot on, if requested

Select/adjust HDG, if requested

CLB annunciations on FMA

F speed

GEAR UP

Position gear lever UP

Advise ATC

Follow F/D commands to reduce

pitch and accelerate
Check airspeed
FLAPS 1

CLIMB SET

Check airspeed
FLAPS 1

Select FLAPS 1

Check airspeed
FLAPS UP,
AFTER TAKEOFF CHECKLIST

Check airspeed
FLAPS UP
S speed

Select FLAPS 0

Monitor acceleration to green dot

Disarm Spoilers
speed

Accomplish After Takeoff Flow and

Checklist
1
NAV should be promptly engaged unless the desired missed approach path cannot be flown in NAV (e.g. visual approach,
dual FMGC failure, etc) or ATC assigns a heading. If HDG is used, maintain the current heading until reaching 400 AFE.

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Engine-out Go-Around
Trigger

Go-around

PF

PM

GO-AROUND, TOGA

Advance thrust lever to TOGA

Simultaneously rotate to F/D

commanded attitude

Engage/Ensure NAV or HDG1 as

required

GO-AROUND FLAPS

Verify

Verify TOGA Thrust on E/WD

TOGA SET

Engage/Ensure NAV or HDG1 as

required
NAV or HDG as required
FLAPS ___

Retract Flaps to the go-around

setting (e.g. Flaps 2)

MAN TOGA | SRS | annunciated on FMA

Positive rate of climb

Above 100 AFL

At or above 400 AFL

At or above 1000 AFL (or altitude

as specified on published Engine
Failure Missed Approach)

F speed

S speed

Green dot speed

Verify positive rate of climb

GEAR UP

Maintain F/D commanded attitude

Verify positive rate of climb on

VSI
POSITIVE RATE
GEAR UP

Position gear lever UP

Advise ATC

Monitor speed and altitude

AUTOPILOT 1, or
AUTOPILOT 2, if appropriate

Select autopilot on, if requested

Comply with runway specific Engine Failure Missed Approach procedure

(if published); otherwise, fly runway heading

Select/request
HEADING ___, if appropriate

Select runway heading, engine

failure heading, if requested

Monitor missed approach

procedure

Push V/S knob or request

VERTICAL SPEED ZERO

Push V/S knob, if vertical speed

zero requested

Verify V/S 0

Check airspeed
FLAPS 1

Check airspeed
FLAPS 1

Select FLAPS 1

Check airspeed
FLAPS UP,
AFTER TAKEOFF CHECKLIST

Check airspeed
FLAPS UP

Select FLAPS 0

Monitor acceleration to green dot

Disarm Spoilers
speed

Accomplish After Takeoff Flow and

Checklist

Select/request Open Climb, if

desired

Select Open Climb, if requested

Select/request Speed ___

Maintain green dot speed

Select MCT
MCT

Select green dot speed, if

requested

Verify thrust levers at MCT

MCT SET

If necessary, accomplish ECAM and/or QRH procedure(s) as appropriate

1
NAV should be promptly engaged unless the desired MAP path cannot be flown in NAV (e.g. visual approach, dual FMGC
failure, etc) or ATC assigns a heading. If HDG is used, maintain the current heading until reaching 400 AFE.

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Windshear Escape Maneuver

PF

PM

When encountering a windshear

Call ESCAPE, TOGA
Simultaneously:

Advance thrust levers to TOGA

Roll wings level and rotate at normal takeoff
rotation rate (2-3/second) to follow SRS
commanded pitch.
Note: If SRS is not available, use 17.5 with full
back sidestick, if required
Utilize autopilot if engaged
Note: Automatic disengagement may occur if
alpha > alpha prot

Do not:

Change gear/flap configuration

Attempt to regain lost airspeed

Until windshear is no longer a factor
After escape is successful

Resume normal flight

Retract gear/flaps as required

Ensure all required actions are completed

Call out:

Any omissions

Altitude and trend information based on radio

altimeter (e.g., 300 FEET DESCENDING, 400
FEET CLIMBING

Issue PIREP to ATC

Windshear Alerts: Takeoff

Alert

Prior to V1

Advisory1
Windshear icon on ND only
Caution1
Monitor radar display
Warning
Windshear ahead, Windshear ahead1
or Windshear. Windshear.
Windshear3

At or Above V1

TOGA
Continue the takeoff2
Delay/reject the takeoff

Delay/reject the takeoff

Reject the takeoff

Unacceptable Airspeed Deviations

TOGA
Maneuver as required to
avoid the windshear
Perform the Windshear
Escape Maneuver
Perform the Windshear
Escape Maneuver
At VR, rotate normally to 15
no later than 2000 feet
runway remaining

Inhibited from 100 knots to 50 feet RA.

Prior to the start of the takeoff roll, delay the takeoff and refer to Severe Weather/Windshear decision tree in the QRH
OD pages.
3
Inhibited on the ground until 3 seconds after liftoff.
1
2

Windshear Alerts: During Approach

Alert/Aural
Advisory1
Windshear icon on ND only
Caution1
Monitor radar display
Warning2
Go around. Windshear ahead

1
2
3

Warning3
Windshear. Windshear. Windshear
Unacceptable Flight Deviations
Inhibited above 1500 feet and below 50 feet RA
Inhibited above 1200 feet and below 50 feet RA
Inhibited above 1300 feet and below 50 feet RA

During Approach

Continue the approach if able to avoid windshear

Otherwise, execute a normal go-around and
maneuver as required to avoid the windshear

Perform either:
o
a normal go-around, or
o
the windshear escape maneuver

Perform the windshear escape maneuver

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ILS/LDA PRM Climbing Breakout

Trigger

Capt (PF)
Simultaneously:
BREAKOUT, TOGA

Disconnect Autopilot

Advance thrust levers to

TOGA

Turn to heading

Establish climb (follow RA, if

received)

Select thrust levers to CL

when able
CLIMB

Alert

Established on heading

Reestablish automation
Reconfigure aircraft, as desired

FO (PM)

If RA procedure, turn both FDs

OFF
TOGA SET

Set and select heading on FCU

Set (do not select) altitude on FCU

Verify CL limit on E/WD

CLIMB SET

Monitor flight path and speed; call

out deviations

Reconfigure aircraft, as desired

ILS/LDA PRM Descending Breakout

Trigger

Capt (PF)
Simultaneously:
BREAKOUT

Verify thrust levers remain in CL

detent

Disconnect autopilot

Turn to heading

Establish descent (follow RA, if

received), not exceed 1,000 FPM
(unless directed by RA)

Alert

FO (PM)

If RA procedure, turn both FDs

OFF
Set and select heading on FCU
Set (do not SELECT) altitude on
FCU
Monitor flight path and speed; call
out deviations

Leveled off and established on

Reestablish automation
heading

Reconfigure aircraft, as desired1

Reconfigure aircraft, as desired

1
After a descending breakout, the GA phase will not have been automatically sequenced. Unless TOGA is subsequently
selected, it will be necessary to re-insert the anticipated approach into the flight plan.

EGPWS Warning Escape Maneuver

Step

1 Accomplished
Simultaneously

2
3

PF
THRUST
TOGA

Set TOGA thrust

PITCH

Autopilot disconnect

Roll wings level

Rotate to full back sidestick

CONFIGURATION

Speedbrakes - retract

Do not alter gear/flap configuration until

terrain clearance is assured

Climb to safe altitude

AFTER RECOVERY

Resume normal flight

Retract gear/flaps as required

PM

Verify all actions have been

completed and call out any
omissions
Monitor radio altimeter and
call out information on flight
path1
(e.g., 300 FEET
DESCENDING, 400 FEET
CLIMBING
Monitor attitude, airspeed,
and altitude

Call out the safe altitude

(e.g., MSA IS 3,400
4
FEET)

Advise ATC
1
Radio altimeter is primary flight path indicator. In some cases barometric instruments (altimeter/VSI) can indicate a
climb even though terrain elevation may be increasing faster than the climb rate of the airplane. In these cases it is
critical to call out the trend Descending as determined from the radio altimeter.

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Nose Low Recovery Actions and Callouts

Nose Low Recognition: A nose-low pitch attitude is recognized by low pitch attitude, high rate of descent, increasing
airspeed, and possibly excessive bank angle.

Step

PF

PM

Recognize and confirm the situation

Autopilot - Disconnect
Verify all actions have been
completed and call out any omissions
Pitch
Monitor attitude, airspeed and
Apply nose down elevator if necessary to recover from stall and to aid
altitude
in rolling wings level.
2
Monitor radio altimeter, and call out
Roll
information on flight path
Roll in the shortest direction toward wings-level attitude1
(e.g., 300 Feet Descending; 400
Thrust
Feet Climbing, etc.)
Reduce thrust and extend SPEED BRAKE as needed
Apply nose up elevator when bank has been reduced to wings-level
3
and raise nose to horizon2
Advise ATC if required
Check airspeed and adjust thrust
1
During recovery from nose-low, high bank angle attitudes, focus on the sky pointer (bank pointer) of the attitude
indicator. Roll the aircraft in the direction of the bank indicator. This is the shortest direction toward an upright wings-level
attitude.
2
The primary concern is to decrease bank angle (if present) to prevent overloading the aircraft when the pitch is raised to
the horizon.

Nose High Recovery Actions and Callouts

Nose High Recognition: A nose high pitch attitude is recognized by a pitch attitude unintentionally greater than 25,
airspeed decreasing rapidly, and possibly excessive bank.

Step
1

PF

PM

Recognize and confirm the situation

Autopilot - Disconnect
Verify all actions have been
completed and call out any omissions
Pitch
Monitor attitude, airspeed and
Apply as much as full nose down elevator to reduce pitch
altitude
Roll
Monitor radio altimeter, and call out
Roll to obtain a nose down pitch1
information on flight path (e.g., 300
Thrust
Feet Descending; 400 Feet
Apply thrust proportional to airspeed degradation2
Climbing, etc.)
SPEED BRAKE - retract

Roll to wings-level when approaching the horizon

Advise ATC if required
Check airspeed and adjust thrust
Establish pitch attitude
1
Bank aids in lowering pitch while maintaining a positive load factor to avoid zero or negative G-forces. Depending upon
the degree and rate of pitch change, bank angles from 35 to 60 (in the direction of any initial roll) may be required. For
bank angles exceeding 90 focus on the sky pointer (bank pointer) of the attitude indicator. Roll the aircraft in the
direction of the bank indicator. This is the shortest direction toward an upright wings-level attitude.
2
It may be necessary to reduce thrust to prevent the angle of attack from continuing to increase.
4

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Wake Turbulence Recovery Actions and Callouts

Recognition: An encounter with wake vortices is associated with abrupt roll and aerodynamic loads similar to turbulence
encounters. Prompt initiation of recovery procedures is necessary to preclude an unusual attitude.

Step

PF

PM

Recognize and confirm the situation

Autopilot - Disconnect
Verify all actions have been
completed and call out any omissions
Pitch
Apply nose down elevator if necessary to recover from stall and to aid Monitor attitude, airspeed and
altitude
in rolling wings level.
2
Monitor radio altimeter, and call out
Roll
information on flight path (e.g., 300
Roll in the shortest direction toward wings level attitude1
Feet Descending; 400 Feet
Thrust
Climbing, etc.)
Add thrust as necessary
Adjust pitch to horizon
Advise ATC if required
3
Check airspeed and adjust thrust
Initiate go-around if on approach with probability of further encounter
1
During recovery, focus on the sky pointer (bank pointer) of the attitude indicator. Roll the aircraft in the direction of the
bank indicator. This is the shortest direction toward an upright wings-level attitude.

Stall Recovery
Step

PF

PM
Recognize and confirm the situation

Autopilot - Disconnect
Pitch

Apply nose down elevator with the sidestick to reduce the angle of
attack until buffet and/or aural stall warning stops

Nose down stabilizer trim may be needed1

In case of insufficient pitch down authority, reducing thrust may be

necessary
Roll

Roll in the shortest direction to wings level if needed2

Thrust

Adjust as needed
Configuration

SPEED BRAKE retract

Do not alter gear/flap configuration

After Stall Recovery

Resume normal flight

If below 20,000 feet and in clean configuration request FLAPS 1

Verify all actions have been

completed and call out any
omissions
Monitor attitude, airspeed, and
altitude
Monitor radio altimeter and call
out information on flight path
(e.g., 300 FEET DESCENDING,
400 FEET CLIMBING etc.)
Select FLAPS 1 if requested

If the sidestick does not provide the needed response, stabilizer trim may be necessary. Excessive use of pitch trim may
aggravate the condition, or may result in loss of control or in high structural loads.
1

Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss of control or in high structural
loads.
2

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Emergency Descent

This maneuver is designed to provide a smooth descent to a safe altitude, in minimum time, with the lowest possible
passenger discomfort.
The captain will assume PF duties for all emergency descents.
If structural damage is suspected, limit airspeed as much as possible, and avoid high maneuvering loads.
The autopilot and A/THR should remain engaged and used to accomplish the descent. If the autopilot is not available
manually fly the maneuver.

Left Seat

Right Seat

Emergency Descent. My Aircraft

Your Aircraft

Altitude:

Descend to 10,000 ft or minimum safe altitude1

(whichever is higher)

Continue descent to 10,000 ft when able

Heading:

Select a turn or proceed straight ahead.

Airspeed:

SPD Vmo/Mmo (limit speed and avoid G load if damage

suspected)
Wait minimum of 10 seconds then slowly:

Speedbrakes Extend
(ensure Vls does not exceed indicated airspeed)
1000 feet prior to Level Off:

Speedbrakes Retract

SPD LRC or as appropriate

1

PA Emergency descent, be seated

Notify ATC and obtain descent clearance

Cabin Signs ON

Engine Mode IGN

Obtain altimeter setting

Check safe altitude (MEA, MOCA, MORA, MSA)

If not in contact with ATC, also:

External Lights All ON

TCAS Selector BELOW

Transmit on 121.5
o
PAN-PAN or MAYDAY (3 times)
o
present position
o
intentions
When cabin has descended below 14,000 feet:

Notify flight attendants

Minimum Safe altitude is:

On airway: Minimum Enroute Altitude (MEA), or Minimum Obstacle Clearance Altitude (MOCA), whichever is
higher, or

Off airway: Minimum Off-Route Altitude (MORA), or any other altitude based on terrain clearance, navigation aid
reception, or

Within terminal area: Highest Minimum Safe Altitude (MSA)

Expanded Discussion
Don oxygen masks and establish crew communications, if required. If CAB ALT > 14,000 ft, select PAX OXY MASKS to
MAN ON.
Select OP DES and VMO/MMO if appropriate. If A/THR is not available retard thrust levers to idle. Initiate a turn, if
necessary. Smoothly extend the speedbrakes, and lower the nose to initial descent attitude (approximately 10 nosedown).
Wait at least 10 seconds after the aircraft starts descent before fully extending the speedbrakes. Rapid deployment of the
speedbrakes at high altitude/slow speed will cause VLS to be greater than the existing speed and may cause autopilot
disconnection and speedbrakes auto retraction if angle of attack protection is activated.
About 10 knots before reaching target speed (VMO/MMO) slowly reduce the pitch attitude to maintain target speed. If
VMO/MMO is inadvertently exceeded, change pitch smoothly to decrease speed.
Approaching level off altitude, smoothly adjust pitch attitude to reduce rate of descent. The speedbrake lever should be
retracted approximately 1000 feet above the desired altitude. After reaching level flight, add thrust to maintain desired
speed.
When turbulent air is encountered or expected, reduce to turbulent air penetration speed. Rapid descent is normally made
with the landing gear up and speedbrakes FULL.
Level off at 10,000 feet or safe altitude, whichever is higher.
Approximately 1000 feet above the desired altitude, smoothly return the speedbrake to CLOSE during the level off
maneuver. When approaching the selected altitude, the altitude capture will engage automatically. Adjusting the
command speed to approximately LRC or 300 knots prior to level off minimizes thrust lever activity at altitude capture.
The pitch mode will then control altitude and the thrust levers will increase to hold speed.

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TCAS Warnings
Avoid excessive maneuvers while aiming to keep the vertical speed outside the red area of the VSI and within the green
area (if applicable). If necessary, use the full speed range between Alpha max and Vmax. Resolution Advisories are
inhibited below 900 ft.

Trigger

PF
Traffic Advisory - All

TRAFFIC, TRAFFIC
Announcement

PM

Do not maneuver based on TA

alone.

Attempt to see the reported traffic1

Preventative Resolution Advisory - All

MONITOR VERTICAL SPEED

Announcement

AUTOPILOT OFF
FLIGHT DIRECTORS OFF

Select both FDs OFF

Maintain or adjust the vertical

Verify all actions have been

speed as required to avoid the red
completed and coordinate with PF
area of the vertical speed scale
to accomplish omitted items.

Attempt to see reported traffic.1

Corrective Resolution Advisory - All

RA
(See Announcement list below)

Respond promptly and smoothly

to an RA.
AUTOPILOT OFF
FLIGHT DIRECTORS OFF

Select both FDs OFF

Adjust the vertical speed as

Notify ATC
required to remain within the

Verify all actions have been

green area of the vertical speed
completed and coordinate with PF
scale.
to accomplish omitted items.
Respect the stall, GPWS, or
Windshear warning.

Attempt to see reported traffic.1

Corrective Resolution Advisory - Approach

CLIMB or INCREASE CLIMB
Announcement

Go Around - Execute

Notify ATC

Clear of Conflict Advisory - All

Expeditiously return to the

previously assigned ATC clearance
when the traffic conflict is
resolved and resume normal
CLEAR OF CONFLICT
navigation.

AP and/or FD can be reengaged as desired.

Attempt to see the reported traffic.

Note 1: The traffic acquired visually may not be the same traffic causing the RA. When an RA occurs, the PF should
respond immediately to RA displays and maneuver as indicated, unless doing so would jeopardize the safe operation of
the flight or the flight crew can assure separation with help of definitive visual acquisition of the aircraft causing the RA.

Corrective Resolution Advisories Announcements (RAs)

RA Category
TCAS II Version 7
Climb
CLIMB, CLIMB
Descend
DESCEND, DESCEND
Altitude Crossing Climb
CLIMB, CROSSING CLIMB (twice)
Altitude Crossing Descend
DESCEND, CROSSING DESCEND (twice)
Reduce Climb
ADJUST VERTICAL SPEED, ADJUST
Reduce Decent
ADJUST VERTICAL SPEED, ADJUST
RA Reversal to a Climb RA
CLIMB, CLIMB NOW (twice)
RA Reversal to a Descend RA
DESCEND, DESCEND NOW (twice)
Increase Climb
INCREASE CLIMB (twice)
Increase Descent
INCREASE DESCENT (twice)
Maintain Rate
MAINTAIN VERTICAL SPEED, MAINTAIN
Altitude Crossing, Maintain Rate (Climb and Descend)
MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN
Weakening of Initial RA
ADJUST VERTICAL SPEED, ADJUST
Note: If an initial RA is changed to a less aggressive advisory, pilots should respond to the changed RA and adjust the
airplanes vertical speed accordingly, while keeping the pitch guidance symbol in the green arc, and/or out of the red arc.

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Non-Normal Procedures
1. PF Maintain Aircraft Control
The PF will devote total awareness to the control and navigation of the airplane and use automation as appropriate to help
reduce workload.

2. Identify the Non-Normal

PM Cancels the Warning or Caution, if applicable
The first crewmember recognizing the non-normal situation will clearly announce it (e.g., Engine Fire). In the case of an
engine problem, do not identify which engine has malfunctioned at this time. The PM should review the overhead panel
and/or associated system page (lower ECAM) to check that the system indications are not in conflict with the ECAM
warning or caution, prior to taking any action. If not immediately obvious which procedure to use, additional analysis may
be necessary. The captain will determine which procedure is appropriate.

3. PM - Determine if Immediate Action or ECAM Exception

Once:

the airplane flight path and configuration are properly established, and
the airplane is not in a critical phase of flight (e.g., takeoff, landing)

the PM determines and verbalizes whether the non-normal is an Immediate Action Item or an ECAM Exception. The
Immediate Action Index and ECAM Exception Index are available on the back of the QRH.

4. PM - Accomplish Immediate Action Items, if applicable.

Accomplish any red items from memory, and then use the QRH to complete Immediate Action items without delay as
follows:
PF
PM
Accomplish each non-normal checklist item using "Challenge-Response-Response Concept"
Read aloud the appropriate QRH or electronic checklist items:

checklist title

challenge and response for all numbered items

Maintain aircraft control
(left margin items on an electronic checklist)

indented items, if necessary, and

notes, cautions, and warnings

Perform/request all items
directly related to flying the
Position controls not directly related to flying the aircraft and items
aircraft (e.g., flight path
requested by the PF
control, autopilot, thrust
management, etc.)
Note: Refined guidance has been created in an effort to putting the most standardized methodology into practice when
handling non-normal procedures. In review, it is now preferred to consult the index on the back of the QRH to determine
whether a non-normal situation is an Immediate Action or an ECAM Exception prior to the captain assigning PF duties. If
the non-normal is an Immediate Action item, its associated checklist should be conducted prior to any transfer of control.
If the non-normal is an ECAM Exception, transfer of control should occur prior to conducting its associated checklist.

5. Captain - Assigns PF
In-flight, the captain should normally assign the flying duties to the first officer while non-normal checklists are completed
unless conditions dictate otherwise. This allows the captain to direct full attention to the accomplishment of non-normal
procedures and conduct communications with external resources. The captain should verbalize who will assume ATC
communications.

6. Accomplish Non-normal procedure

The PF calls for the appropriate non-normal procedure as follows:
PF calls for the QRH (e.g. QRH procedure) in case of:

ECAM Exception. PM refers to the ECAM Exceptions Index on the back cover of the QRH for page reference.

Non-Normal procedure that is not indicated by ECAM. PM refers to the Alphabetic Index for the page reference.
PF calls ECAM Action in case of:

ECAM procedures that are not ECAM Exceptions. PM refers to the electronic checklist.

7. PM - Accomplish ECAM Follow-Up procedures, if applicable

ECAM cautions and warnings requiring QRH follow up are contained in a QRH index on yellow pages following the
Immediate Action Items. After completing the ECAM checklist, complete the associated QRH Follow-Up checklist if the
ECAM caution or warning is listed in this index. If the ECAM checklist returns the system to normal, the associated FollowUp procedures are not accomplished.
Additional Resources: If the non-normal is not an ECAM Exception, the ECAM Non-Normal Supplemental Manual is
available for reference, time permitting.
Crew Awareness ECAMs: In the event of a Crew Awareness ECAM (e.g., COND AFT CRG ISO VALVE) on the ground,
dispatch may not be permitted or an MEL/CDL may apply. Comply with After Gate Departure procedure.

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ECAM Procedures
When performing ECAM Actions always start in Box 1, then 2,3,4.
Complete ALL items before proceeding to the next box
UPPER ECAM (Warning Display)
Primary Failures
Secondary Failures
Box 1
Box 2
LOWER ECAM (Status Display)
Procedures
Inop Systems
Box 3
Box 4

Example ECAM Procedures

ECAM SCREEN
WARNING DISPLAY (Upper)
Box 1
Box 2
HYD B RSVR OVHT
BLUE ELEC PUMP
OFF

PROCEDURES / CALLOUTS
PF
Pilot first noting non-normal read ECAM action
(e.g., HYDRAULIC B RESERVOIR OVERHEAT)
ECAM ACTION1

HYD B RSVR OVHT

B SYS LO PR

* F/CTL

SEAT BELTS

* F/CTL

PM

Check ECAM action(s)

completed
CLEAR ECAM

Confirm fault on SD
Read full line of ECAM action
(e.g., BLUE ELECTRIC PUMP
OFF) Box 1

Perform ECAM action(s)2 or

request execution by the PF

Repeat the response IAW the

FOM (e.g. OFF)

Review all affected equipment

shown in amber on HYD page.
CLEAR ECAM?

Review all affected

equipment shown in amber
on F/CTL page
Box 2
CLEAR FLIGHT
CONTROL?

Read STATUS line by line

Box 3 then
Box 4
CLEAR STATUS?

CLEAR FLIGHT CONTROL

STATUS DISPLAY (Lower)
Box 3
Box 4
STATUS
APPR PROC
INOP SYS
IF BLUE OVHT OUT:
CAT 3
BLUE ELEC PUMP
BLUE HYD
ON
SPLR 3
CAT 2 ONLY
SLATS SLOW

CLEAR STATUS

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ECAM Procedure Notes

1. Unless conditions dictate otherwise, the captain should assign the flying duties to the F/O in accordance with the FOM.
2. Confirm correct Thrust Lever, Engine Master, Engine Fire pb, Cargo Smoke DISCH pb, IR pbs/selectors,
and/or IDGs before performing ECAM action.
Procedures will be initiated on command of PF.
No action will be taken (except cancelling the audio warning through MASTER WARN light until:

Flight path is stabilized

The airplane is at least 1,000 AFE or obstacle clearance altitude.

If an emergency or abnormal procedure calls for LAND ASAP written in red or amber on ECAM, comply with FM
procedures and land at nearest suitable airport.
Primary Failure Failure of an item of equipment or system causing loss of others in the airplane. On the ECAM their title
is boxed:
B SYS LO PR
Crew Coordination When carrying out a procedure displayed on the ECAM, it is essential that both pilots are aware of the
present display. Before any CLEAR action, crosscheck that no cyan message remains (except in case of no action
feedback), that can be eliminated by a direct action.
*** NO CLEAR ACTION BEFORE CROSS EXAMINATION ***
Should it be necessary to stop ECAM actions for any reason, the PF will state: HOLD ECAM.
ECAM actions will continue when the PF states CONTINUE ECAM.
ECAM Procedures, STATUS information, and a check of PFD/ND are sufficient for handling the fault. However, when ECAM
actions have been performed, and ECAM STATUS has been reviewed, if time permits, the crew may refer to the ECAM
Non-Normal Supplemental manual.
Common sense must be applied when using ECAM. For example, if the last remaining hydraulic system overheats, ECAM
will indicate shutting the system OFF. For obvious reasons, don't.
Note: Anytime the aircraft is unable to maintain current altitude due to an engine failure or an ECAM/QRH-directed thrust
reduction, the crew will immediately apply the QRH procedure "Loss of Thrust-Unable to Maintain Altitude" Immediate
Action procedure. Ensure the aircraft is stable before initiating or resuming any other applicable ECAM/QRH procedures.

ECAM Challenge-Response-Response Concept

Confirm (In Flight only). The action is accomplished by the PM but not until the PF verbally confirms the PM has
identified and is touching the correct control. Note: For the Thrust Lever only, see example below.
Confirm items include: Thrust Levers, Engine Masters, Engine Fire pbs, Cargo Smoke DISCH pbs, IR
pbs/selectors, and/or IDGs. The passenger door disarming lever is a confirm item on the ground.
QRH Confirm items have Confirm printed between the challenge and response while ECAM Confirm items do not.
ECAM Confirm Example (Thrust lever only):

THR LEVER 1 ....IDLE

PF
PM

Fly the aircraft

Touch, but do not move thrust lever 1

Position thrust lever 1 to IDLE

Repeat aloud IDLE

Read aloud THRUST LEVER 1 IDLE

Ensure the PF is touching the correct thrust lever
State CONFIRMED

ECAM Confirm Example (Engine Masters, Engine Fire pbs, Cargo Smoke DISCH pbs, IR pbs/selectors, IDGs.):

ENG MASTER 1 .... OFF

Fly the aircraft

Ensure the PM is touching the correct engine

master
State CONFIRMED when ready for action

Read aloud ENGINE MASTER 1 OFF

Touch, but do not move Engine Master 1

Position Engine Master 1 OFF

Repeat aloud, OFF

Non-normal checklist notes:
Standard: PM reads aloud the checklist challenge and response, selects the proper control, accomplishes the action, then
repeats the response aloud.
Confirm: Accomplished the same as standard non-normal checklist items except the action is accomplished by the PM but
not until the PF verbally confirms the PM has identified and is touching the correct control. Note: For the Thrust Lever
only, see example below.
Verify: Accomplished the same as standard non-normal checklist items except the response is repeated by the PF.

QRH Memory Items

Refer to QRH Undue Activation of Alpha Protection Immediate Action

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ADDITIONAL MEMORY LIMITATIONS (In Bold)
OPERATION LIMITS
Maximum wind for takeoff and landing: 50 knots
Maximum crosswind for takeoff and landing: 35 knots (including gusts)
Maximum crosswind (including gusts) for Autoland (Vis 4000 or 3/4: 20 knots
Maximum crosswind for landing Vis < 4000 or 3/4: 15 knots
Maximum tailwind component for takeoff (A320 and A321 with IAE engines): 10 knots
Maximum tailwind component for takeoff (All A319/321 and A320 with CFM engines): 15 knots
Maximum tailwind component for landing (non-Sharklet): 10 knots
Maximum tailwind component for landing (Sharklet): 15 knots
Maximum operating altitude: 39,000 feet
SPEED LIMITS
Maximum operating airspeed (VMO): 350 KIAS
Maximum operating Mach number (MMO): 0.82M
Maximum taxi speed: 30 knots
Maximum taxi speed for 90 degree turn: 10 knots
Maximum gear extension speed (VLO): 250 KIAS
Maximum gear retraction speed (VLO): 220 KIAS
Maximum gear extended speed (VLE): 280 KIAS/0.67M
Turbulence Penetration Speeds
At or above 20,000 feet
Below 20,000 feet

A319/320
275 KIAS/.76M
250 KIAS

A321
300 KIAS/.76M
270 KIAS

ICE & RAIN PROTECTION

Engine Anti-ice ON when OAT (Ground) / TAT (Flight): 10 C or below
(except during climb and cruise when the temperature is below 40 C SAT)
Engine anti-ice must be ON prior to and during descent in icing conditions
(including temperatures below 40 C SAT)
HYDRAULICS, BRAKES, & LANDING GEAR
Maximum landing gear extension altitude: 25,000 feet
FLIGHT CONTROLS
Maximum operating altitude with flaps and/or slats extended: 20,000 feet
AUTO FLIGHT SYSTEM
Autopilot Engaged Minimum Height: 100 feet AGL After Takeoff in SRS mode.
Maximum Winds for Automatic Approach, Landing, and Rollout (including gusts)
Wind Component
Visibility
Limitation
A319
Headwind
Any
20 knots (two engines)
15 knots (single engine)
Tailwind
Any
5 knots
4000 or 3/4
20 knots (two engines)
Crosswind
10 knots (single engine)
< 4000 or 3/4
15 knots (two engines)
10 knots (single engine)
A320/321
Headwind
Any
30 knots
Tailwind
Any
10 knots
Crosswind
4000 or 3/4
20 knots
4000 or 3/4
15 knots
RSVM
The maximum allowable in-flight difference between captain and first officer PFD altitude displays for
RVSM operations is 200 feet.
POWERPLANT
Minimum oil quantity for dispatch: 13 quarts
Reverse thrust is for ground use only.

_____________________________________________________________________________

Unofficial Airbus Study Site

[Link]

A319/320/321 Simulator Callouts and Briefing Guide

Send corrections/comments to Bob Sanford, Email: busdriver@[Link]

Unofficial Airbus Study Site: [Link]

_____________________________________________________________________________

Unofficial Airbus Study Site

[Link]