SOP

Standard Operating Procedure

Quick Reference Guide

Airbus A320 Family

Quick Reference Guide A320 Family V 2.0 ©2024 vitrual Aviation Academy vAA Seite 1
Items marked with a star (*) are to complete also in Turn-Around. A full SOP-Guide with clear and deep explanation in
German as well as distinct lessions are availbale via the virtual Aviation Academy (vAA): Dicord: A320_kiddie.

Safety Exterior Inspection

CM1 CM2
*Wheel Chocks IN PLACE
*Landing Gear Doors CLOSED
*APU Area (Inlet Valve and Outlet) CLEAR

Preliminary Cockpit Preparation

CM1 CM2
Aircraft Safety Check Flow (Secure for Operation Check)
Engine Master Switches 1 & 2 OFF
Engine Mode Selector NORMAL
*Weather Radar System Switch OFF
*Weather Radar PWS Switch OFF
Thrust Levers IDLE
Landing Gear Lever DOWN
Windshield Wiper Switches Left & Right OFF
DC Powerup
Battery Voltage BAT 1 & 2 > 25,5V CHECKED
Battery 1 & 2 Switch AUTO
*External Power ON
Cockpit Lights
Overhead Integrated Light BRIGHT
Ice Indication & Standby Compass Light AS RQRD
Annunciator Lights: Test, set BRT (day) or DIM CHECKED,
(night) SET
PFD & ND Lights AS RQRD PFD & ND Lights AS RQRD
AFCU and Glareshield Panel Integrated AS RQRD
Light
Main Panel Flood Light, Pedestal Flood AS RQRD
Light, Main Panel Integrated Light
ECAM Display Lights AS RQRD
CPDLC Brightness AS RQRD CPDLC Brightness AS RQRD
MCDU Brightness AS5 RQRD MCDU Brightness AS RQRD
Dome Light AS RQRD
EFB Initialization
*ACARS and EFB INITIALIZED
*FMGS PRE-INITIALIZATION (AOC- ENTERED
Menu)
Aircraft Acceptance
*ECAM Status CHECKED,
NORMAL
*ECAM RCL Pushbutton PRESS 3sec.
Technical State of Aircraft (Log) CHECKED
*MEL / CDL Items CHECKED
Aircraft Configuration CHECKED
*OEB Check (Operations Engineering Bulletin) CHECKED
Before APU Start
Radio Management Panel (RMP) Checked, ON
- NAV Light OFF
- SELECTED Light OFF
- Ground Frequency SET (RMP 1)
- Guard Frequency SET (RMP 2)
APU Fire Pushbutton Check IN and GUARDED
APU Fire Test PRESS and HOLD

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 CM1 CM2
APU Start
APU Master Switch ON
after waiting for ≥ 3 Seconds or when „FLAP OPEN"
Massage on lower ECAM appears:
APU Start Selector START
ECAM APU Page and EWD: „AVAIL” CHECKED
APU Bleed ON
Packs 1 & 2 ON CHECKED

Preliminary Performance Determination

*Airfield Information (ATIS) incl. Airfield Information (ATIS) incl.
CHECKED CHECKED
METAR METAR
CALCULATED CALCULATED
Takeoff Performance and Takeoff Performance and
CROSSCHECKED CROSSCHECKED
Before Walkaround
*Oxygen Crew Supply ON
verify GREEN,
*ECAM Door Page: CKPT OXY > 1.000psi
*ECAM HYD Page: Hydraulic Quantity WITHIN LIMITS
*ECAM ENG Page: Oil Quantity SUFFICIENT
Lower ECAM: All System Data Pages CHECKED
RETRACTED,
*Ground Spoilers (Speedbrakes Lever) DISARMED
RETRACTED,
Flaps Lever and Flaps Position on EWD ZERO
*Parking Brake SET ON
*Brake Pressure Indicators > 1.000psi
*Parking Barke Accu Pressure CHECKED
Emergency Equipment
Life Jackets, Smoke-Hoods and Gloves STOWED
Protective Breathing Equipment (PBE) CHECKED
Portable Fire Extinguisher STOWED
Crash Axe STOWED
Rear and Overhead Circuit Breaker (CB)
CHECKED
Panel (none popped out)
Maintenance Panel CHECKED
Emergency Escape Ropes CHECKED
Rain Repellent CHECKED
Flash Lights STOWED
Oxygen Masks TEST CHECKED
ONBOARD and
*Gear Pins (5pcs) and Covers STOWED

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Preflight Procedures (Cockpit Preparation)
PF PM
Overhead Panel Scan – Flow Pattern from bottom to top and from left to right
Principle: „all white lights off“
*Cockpit Voice Recorder – Ground Control ON Aircraft Exterior Inspection CHECKED
CVR Test (push and hold) CHECKED
GPWS Panel CHECKED
Emergency Electrial Power Panel OFF, NO LIGHTS
Evacuation Panel: Captain SET
CHECKED,
Flight Control Computers NORMAL
*ADIRS Mode Selectors 1, 2 and 3 SET to NAV
Strobe Lights AUTO
NAV & Logo Lights 1 or 2 ON
*Seat Belt Signs ON
No Smoking Signs AUTO
Emergency Exit Lights ARMED
Wing and Engine 1 & 2 Anti Ice OFF
Probe / Window Heat AUTO / ON
Cabin Pressurization AUTO
Landing Elevation AUTO
Cross Bleed Selector AUTO
*PACK Flow Selector AS RQRD7
Temperature Selectors AS RQRD
Battery Charger Test PERFORMED
Fuel Pumps ON
Hydraulics Panel (no Lights) CHECKED
Engine 1 & 2 Fire Test PERFORMED
Audio Switching Button NORMAL
Engine Manual Start Panel OFF
Ventilation Panel AUTO
Cargo Smoke Panel AUTO, TESTED
SET AS RQRD,
Cargo Heat and Cargo Vent Panel NORMAL
CHECKED,
Flight Control Computers NORMAL
Radio Management Panel (RMP) 3 VHF 3, DATALINK
Audio Control Panel (ACP) 3 PA TUNED

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Cockpit Preparation during Walkaround

PF PM
Main Panel Scan – Flow Pattern in „U-shape“ starting top left
*Standby ADI (ISIS) ON, QNH SET
Terrain on ND OFF
*Standby RMI (Radio Magnetic Indicator) RED FLAGS
DCDUs TURNED ON
Landing Gear Lever DOWN
*Parking Brake ACCU Pressure CHECK GREEN
*Brake Pressure Indicators CHECK > 2.000psi
*Alternate Braking Check CHECKED
Terrain on ND OFF
*Clock: UTC & Date CHECKED
*Anti Skid & Nose Wheel Steering ON
Auto Brake OFF
Landing Gear Indicators 3 GREEN
Brake Fan AS RQRD

PF PM
Center Pedestal Panel Scan (from top to bottom and from left to right)
Radio Management Panel (RMP) SET
Audio Control Panel (ACP) ON, VHF ON,
VHF 1 CALL Button ON (green illuminated) Frequencies SET
Weather Radar System SET for T/O
(System OFF, PWS OFF, Gain +4, Tilt +5°, Mode
WX+T, Multiscan AUTO, GCS AUTO)
Speedbrakes RETRACTED,
DISARMED
Cockpit Door NORM, OPEN
Cockpit Video OFF
Display Switching Buttons NORM
ECAM Control Panel CHECKED, SET
*Thrust Levers IDLE
*Engine Master Switches 1 & 2 OFF
*Engine Mode Selector NORMAL
Rudder Trim 0.0
Parking Brake Handle SET ON
Gravity Gear Extension Handle DOWN & LOCKED
*Transponder STANDBY
(TCAS Mode AUTO, System 1, TCAS Radar Tilt
ABV, Transpnder Mode STBY, SQUAWK 2000)
Flaps RETRACTED, ZERO

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FMGS Setup

PF PM
FMGS Setup („SIF RIP COPY” or „DIFRIPPS”)
Status Page (Data) SET

Init A Page SET

Flightplan Page SET

RAD NAV Page SET

Init B Page SET

Progress Page SET, CHECKED

Performance Page SET

COPY Secondary Flightplan SET

Cockpit Preparation – Final Flow

PF PM
*Glareshield Panel Scan
Flight Director (FD) ON, CYCLE OFF Flight Director (FD) ON, CYCLE OFF
THAN ON THAN ON
QNH Mode verify hPa QNH Mode verify hPa
QNH SET QNH SET
Altimeter Readings CROSSCHECKED Altimeter Readings CROSSCHECKED
ND Mode ARC ND Mode ARC
ND Range 10NM, SET ND Range 40NM, SET
VOR / ADF 1 & 2 AS RQRD VOR / ADF 1 & 2 AS RQRD
LS Mode OFF LS Mode OFF
Constraints (CSTR) ON Constraints (CSTR) ON
FCU Speed MANAGED FCU Speed CROSSCHECKED
FCU Heading MANAGED FCU Heading CROSSCHECKED
FCU Initial Climb Altitude SET, MANAGED FCU Initial Climb Altitude CROSSCHECKED
FMA Modes CHECK CLB blue, FMA Modes CHECK CLB blue,
NAV blue NAV blue
ECAM Press Page: LDG ELEV AUTO CHECKED
ECAM Status: check for INOP SYS CHECKED
ECAM: Fuel on Board (FOB), Balance CHECKED
crosschecked with OFP

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Departure Briefing

PF PM
Departure Briefing
T/O Runway
• Runway Identifier
• full length or applicable Intersection
• Runway Condition (dry / wet)
SID
• Name (Designator)
• RNAV Departure or not
First cleared Altitude (Initial Climb)
• xxxxx feet
MSA (MORA) for the Climb Trajectory
• xxxx feet (within xx NM)
• (thereafter xxxxx feet)
Extra Fuel and Time
• xx tons / xx minutes
Taxi Briefing
• expecting pushback facing xxxxx
• thereafter taxi out via xxxxx
• to holding point Runway xx
• Hotspots in the planned Taxi Route
Stop Margin for the Rejected Take-Off
• xxx meters
EOSID
Return / Diversions
• In case of any immediate return we are (not) above max landing
weight (→ overweight landing checklist QRH)
Special Operations
Non-Standard Operations (Non-Normals)
Identified Threats
Identified Threats
Mitigation
Miscellaneous

Threats:

AIRPORT ATC AIRCRAFT ENVIRONMENT

• Overload • Challenging Restrictions • MEL OPS • Low Visibility
• Construction work • Language barriers • Aircraft Defects • Approach / Runway
• Hotspots • Phraseology • Supplementary Procedures Lighting

• Infrastructure • Short-term changes that are not Routine • Runway Contamination

• Runway Condition of Clearances

• Similar Callsigns

WEATHER OPERATIONS CREW TERRAIN

• Windshear • Pressure from flight plan • Exhaustion • High Terrain
• Convective Weather or slots (Schedule) • Low Experience • unknown area
• Cold Weather • Delays • Negligence • complex Visual
• Precipitation • Crew-Delays • Ablenkung Approach

• Weather Reports, • Factors concerning the • Distraction

that are not reliable Load and Balance
• non-standard
crew composition

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Cockpit Preparation Checklist

Before Start Procedures

PF PM
APU Start
APU Master Switch ON
after waiting for ≥ 3 Seconds or when „FLAP OPEN”
Message on Lower ECAM appears:
APU Start Selector ON
ECAM APU Page and EWD: „AVAIL” CHECKED
APU Bleed ON
Packs 1 & 2 ON CHECKED
External Power OFF,
DISCONNECTED

PF PM
Before Start Flow Pattern
Final Loadsheet (AOC Menu) CHECKED
Takeoff Performance Data RECOMPUTE Takeoff Performance Data RECOMPUTE
FMGS Takeoff Data REVISE FMGS Takeoff Data CROSSCHECKED
Fuel on Board (FOB) CROSSCHECKED Fuel on Board (FOB) CROSSCHECKED
MCDU: PERF TAKEOFF Page SELECTED MCDU: F-PLN Page SELECTED
ASU and EXTERNAL POWER DISCONNECTED Pushback and Startup Clearance (ATC) OBTAINED
TCAS Mode AUTO
PA: „Cabin Crew, all doors in Flight.” PA ANNOUNCED
Beacon Light ON Pushback Truck set for Operations DONE
Windows, Doors and Slides CLOSED, ARMED Windows, Doors and Slides CLOSED, ARMED
(check on ECAM Door Page) (check on ECAM Door Page)
Thrust Levers IDLE
Parking Brake ACCU PRESS (green) CHECKED
Parking Brake Handle SET ON

Before Start Checklist

Pushback Procedure

PF PM
Chocks and Ground Equipment REMOVED Main Panel Clock RUN
ACARS START Note Off Blocks Time PERFORMED
NWS Disconnect Memo CHECKED
Parking Brake (when asked by ground crew) OFF
Pushback SUPERVISE
Parking Brake (when pushback completed) SET ON

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Engine Startup Procedure

PF PM
Engine Start Sequence
Thrust Levers IDLE
Dual Cooling ON
Engine Mode Selector IGN/START
ECAM Engine Page: Ignition Indication CHECKED Right Engine Area clear CHECKED
(IGN) and Bleed Pressure
> 30psi

ECAM: no amber crosses & messages CHECKED

Announce „Engine Number 2 – Start” PERFORMED Engine 2 Master Switch ON
ECAM: Engine Idle Parameters CHECKED ECAM: Engine Start Sequence MONITOR
- N1: 19.5% - N2 increases: Start Valve inline (open), Bleed
- N2: 58.5% Pressure green, Oil Pressure rises
- EGT: 390°C - N2 16%: indication of active Ignitor A or B
- FF: 275kg/h - N2 22%: Fuel Flow (FF) increases (may cross
approx. 200kg/h)
- N2 Indication: grey background disappeared
- N1 Indication: „AVAIL” ((when Idle-Values - EGT & N1: increases within max. 15sec. after
reached and stable) FF started (shows that ignition has occurred)
- N2 50%: Start Valve closure, Igniter indication
off
Check left Engine Area clear CHECKED
Announce „Engine Number 1 – Start” PERFORMED Engine 1 Master Switch ON
ECAM: Engine Idle Parameters CHECKED ECAM: Engine Start Sequence MONITOR
- N1: 19.5% - N2 increases: Start Valve inline (open), Bleed
- N2: 58.5% Pressure green, Oil Pressure rises
- EGT: 390°C - N2 16%: indication of active Ignitor A or B
- FF: 275kg/h - N2 22%: Fuel Flow (FF) increases (may cross
approx. 200kg/h)
- N2 Indication: grey background disappeared
- N1 Indication: „AVAIL” (when Idle-Values - EGT & N1: increases within max. 15sec. after
reached and stable) FF started (shows that ignition has occurred)
- N2 50%: Start Valve closure, Igniter indication
off
ND Clock Timer START
After Start Items (Flow Pattern)
Dual Cooling OFF
Engine Mode Selector NORMAL Ground Spoilers ARMED
APU Bleed OFF Rudder Trim RESET, ZERO
Wing / Engine Anti Ice AS RQRD Flaps SET for T/O
Probe/Window Heat Switch AUTO Stabilizer Pitch Trim SET
APU Master Switch OFF
ECAM: STS NORMAL CHECKED ECAM: STS NORMAL CROSSCHECKED
ECAM Memo: no „NW STRG DISC“ CHECKED

Engine Stable Values:

CFM-Engins IAE-Engines
• N1 ~ 20,0% („2“) N1 ~ 20,0% („2“)
• EGT ~ 400°C („4“) EGT ~ 400°C („4“)
• N2 ~ 60,0% („6“) N2 ~ 60,0% („6“)
• FF ~ 300kg/h („3“) FF ~ 400kg/h („4“)

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After Start Checklist

Manual Engine Start

PF PM
Engine Manual Start
Thrust Levers IDLE
Engine Mode Selector NORMAL
then: Engine Mode Selector IGN/START
No amber crosses & messages CHECKED
Engine Manual Start Pushbutton 2 ON Start Valve inline (open) CHECKED
N2 increases CHECKED
Oil Pressure increases CHECKED
N2 reaches 22%1 CHECKED
„Engine Number 2 – Start” ANNOUNCE Engine 2 Master Switch ON
Chrono (Elapsed Timer) START
Indication of active Ignitor A or B CHECKED
Fuel Flow (FF) increase CHECKED
max. 15sec. after Fuel Flow starts:
EGT increase CHECKED
N1 increase CHECKED
N2 reaches 50% CHECKED
Start Valve crossline (closed) CHECKED
Ignitor Indication OFF CHECKED
Engine Idle Parameters NORMAL
Chrono (Elapsed Timer) STOP
Engine Manual Start Pushbutton 2 OFF
Engine Mode Selector NORMAL
then: Engine Mode Selector IGN/START
No amber crosses & messages CHECKED
Engine Manual Start Pushbutton 1 ON Start Valve inline (open) CHECKED
N2 increases CHECKED
Oil Pressure increases CHECKED
N2 reaches 22%1 CHECKED
„Engine Number 1 – Start” ANNOUNCE Engine 1 Master Switch ON
Chrono (Elapsed Timer) START
Indication of active Ignitor A or B CHECKED
Fuel Flow (FF) increase CHECKED
max. 15sec. after Fuel Flow starts:
EGT increase CHECKED
N1 increase CHECKED
N2 reaches 50% CHECKED
Start Valve crossline (closed) CHECKED
Ignitor Indication OFF CHECKED
Engine Idle Parameters NORMAL
Chrono (Elapsed Timer) STOP
Engine Manual Start Pushbutton 1 OFF
Engine Mode Selector NORMAL

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Taxi Flow Pattern
PF PM
Taxi Items (Flow)
Flight Controls CHECKED Flight Controls CHECKED
LS Pushbutton ON LS Pushbutton ON
Taxi Clearance OBTAINED
Area Clearance: „Left Side clear” ANNOUNCED Area Clearance: „Right Side clear” ANNOUNCED
Nose Gear Lights TAXI
Runway Turnoff Lights ON
Parking Brake OFF
Thrust Levers AS RQRD
Brake Pedals (decelerate) PRESSED Check Brake Pressure ZERO
Call „Brake Check” ANNOUNCED Call „Pressure Zero” ANNOUNCED
ATC Clearance Confirmation (silent)
F-PLN Page: Departure Runway CONFIRM
F-PLN Page: SID CONFIRM
FCU: Initial Climb Altitude CONFIRM
EFIS: Both FDs ON CONFIRM
Departure Briefing Confirmation
„No changes“ or Update ANNOUNCED
Taxi Flow Pattern
Autobrakes MAX
Terrain on ND (only on PM side) ON
SQUAWK CONFIRM / SET
Transponder: ABV selected, TCAS Mode ON CONFIRM
Weather Radar: System 1 ON, PWS AUTO SET
ECAM: TO CONFIG Pushbutton NORMAL
ECAM: Memo Takeoff NO BLUE CHECKED
„Taxi Checklist“ ANNOUNCED
Taxi Checklist READ Taxi Checklist READ

Taxi Checklist

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Before Takeoff Flow Pattern
PF PM
Before Takeoff Scan Flow
ND Clock Timer (verify > 3mins warmup) RESET Brakes Temperature < 150°C CHECKED
Brake Fans OFF
Takeoff / Lineup Clearance OBTAINED
TO SHIFT ADJUST
Approach Path clear of Traffic CHECKED
PA: „Cabin Crew, prepare for Departure.” PA ANNOUNCED
Strobe Lights ON
Packs 1 & 2 AS RQRD
Transponder TA/RA
Sliding Tables STOWED Sliding Tables STOWED
„Line-Up Checklist“ ANNOUNCED
Line-Up Checklist READ Line-Up Checklist READ
Nose Gear Lights TAKEOFF
Landing Light Left & Right ON

Takeoff and Initial Climb

PF PM
Takeoff Procedure
Call: „Takeoff” ANNOUNCE Elapsed Timer and Chrono START
Thrust Levers SET 50% N1 Thrust stabilized CHECKED, callout:
(N1 at 50% on both engines) „Stabilized“
Sidestick Forward Input SET
Brakes RELEASED
Takeoff Thrust SET FLEX / TOGA PFD and ECAM Engine MONITOR
Indication
FMA: ANNOUNCE Call: „Thrust Set“ ANNOUNCE
„MAN Flex XX, SRS, Runway, A-Thrust blue“
at 80kts: slowly reduce Sidestick Pressure RELEASE
at 100kts call „100 knots“ ANNOUNCE
at 100kt (when announced), call „checked“ CHECKED
at V1 call „V1“ ANNOUNCE
Hand von den Thrust Lever nehmen PERFORM
at VR call „Rotate“ ANNOUNCE
Nose Pitch Up to 15° INCREASE
call „Positive Climb“ ANNOUNCE
Order: „Gear Up“ ANNOUNCE Landing Gear Lever UP
Call „Gear Up“ ANNOUNCE
FMA: „NAV“ ANNOUNCE
Autopilot ON
at Thrust Reduction Altitude
Thrust Levers CLIMB (CL-Raste) Packs 1 & 2 (mit 10sec. Abstand!) ON
FMA: „Thrust CLIMB, CLIMB, Autothrust“ ANNOUNCE
Order: „Flaps 1“ ANNOUNCED Call: „Speed checked“ ANNOUNCED
(at F-Speed with positive speed trend) Flaps 1 SELECT
confirm: „Flaps 1“ ANNOUNCED
Order: „Flaps 0“ ANNOUNCED Call: „Speed checked“ ANNOUNCED
(at S-Speed with positive speed trend) Flaps 0 SELECT
Confirm: „Flaps 0“ ANNOUNCED

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 PF PM
Acceleration Flow Pattern
at Acceleration Altitude
Ground Spoilers (Speedbrakes) DISARMED Nose Gear Lights OFF
Runway Turnoff Lights OFF
at Transition Altitude
Order: „Set Standard“ ANNOUNCED
Baro Ref PULL STD Baro Ref PULL STD
Confirm: „Standard set, cross- ANNOUNCED
checked, passing FL ___ … now.“
Altitude CHECKED
Confirm: „checked“ ANNOUNCED
Acceleration Flow Checks
Flaps RETRACTED,
ZERO
Spoilers RETRACTED,
DISARMED
Engine Mode Selector AS RQRD
Landing Gear UP, NO LIGHTS
Packs 1 & 2 CHECKED ON

Climb
PF PM
Climb Procedure
passing 10.000ft („10-Checks“)
Landing Lights OFF, RETRACTED
Seat Belt Signs AS RQRD
„Cabin Crew released“ ANNOUNCED
EFIS Options
LS Pushbutton OFF LS Pushbutton OFF
ARPT (or CSTR) ON ARPT (or CSTR) ON
TERR on ND OFF TERR on ND OFF
ND Range SET ND Range SET
Upper ECAM: Engine Parameters CHECK STABLE
ND Chrono (verify < 10min. TOGA) STOP and CLEAR
ECAM Cruise: Pressurization CHECKED
ECAM Memo REVIEWED
Weather Radar Tilt –2°
Anti Ice AS RQRD
MCDU: „Clear and Copy“
FIX INFO: clear Fix Info CLEAR
RAD NAV: clear tuned Navaids CLEAR
PROG Page CHECKED, SET
SEC F-PLN COPY ACTIVE
passing FL 200
Weather Radar Gain CAL
ECAM Cruise: Pressurization CHECKED
Passenger Announcement ANNOUNCED
passing FL 300
ECAM Cruise: Pressurization CHECKED

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Cruise
PF PM
Cruise Items
FMA: „ALT CRZ“ CHECKED Periodic ECAM Checks
on Top of Climb (about every 30 minutes)
FCU Altitude SET & MANAGE ECAM Memo REVIEWED
TCAS Radar Tilt BELOW ECAM System Data Pages REVIEWED
Weather Radar Tilt –1° ACARS Messages REVIEWED
Adjust ND Range as appropriate SET
Flight Progress Monitoring
(repeatedly)
Flight Progress (Track & Distance) CHECKED
MCDU PROG Page: Nav Accuracy CHECKED
Fuel Checks
(at least every 30 minutes)
Fuel Consumption CHECKED
Fuel Leakage CHECKED

Descent Preparation
PF PM
Descent Preparation
(latest about 80NM prior to Top of Descent ~ 10 Minutes)
ECAM Status Page: any abnormality? CHECKED
ECAM Cruise Page: LDG ELEV AUTO CHECKED
Weather & Landing Information (ATIS) OBTAINED
Landing Performance Calculation CALCULATED
- Landing Distance required / available
FMGS Preparation: Ω PERFORMED
- F-PLAN Page
- RAD NAV Page
- PROG Page
- PERF Page
- FUEL PRED Page
- SEC F-LPN Page
GPWS LDG FLAP 3 AS RQRD
Auto Brake AS RQRD
Cleared Descent Altitude on FCU SET Descent Clearance OBTAINED

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Approach Briefing

Merke: 1. Altitude to be reduced x 3 = Distance needed for the Descent (PROG Page!)

2. Altitude at which you should currently be = Milage to Destination x 3 (PROG Page!)

3. Sinkrate = GS : 2 x 10

PF PM
Arrival Briefing
MORA/MOCA/MSA
• We are approaching _____ from the [Direction] out of [CRZ FL]
• The MSA of our Final for Runway [RWY] is xxxxx feet and xxxx feet
within xx NM
• and in case of a missed approach it’s xxxx feet.
STAR
• We are expecting the [STAR Name] arrival for Runway [RWY]
• via Transition [Name]. Our Clearance-Limit is [WAYPOINT].
Type of Approach
• We are expecting an [ILS] Approach for Runway [RWY]
Minimums
• Minimum is xxx feet,
• Baro xxx set
Go Around Trajectory
• In case of Go Around we climb [Routing according to ILS Chart]
Extra Fuel and Time
• We have xx tons and xx minutes of hold.
Guidance for the Approach
• Our Guidance for the Approach is gonna be LOC (Localizer) and
G/S (Glideslope) | NAV/FPA | Final APP, etc.
Landing Flap Setting
• We are using Config Flaps [FULL].
Stop Margin
• is xxx feet (according to Landing Performance Calculation)
Use of Reverse
• We’re gonna use Max [IDLE] Reverse Thrust
Use of Autobrake
• Autobrake is LOW [MEDIUM]
Planned Runway Exit
• We plan to vacate to the right [left] via [EXIT],
• then right [left] on [TWY] …
• and follow ATC instructions.
Hotspots for Taxi In
• We have [Number] hotspots in the way, one is [Identifier] and
[Identifier] junction.
Special Operations
• Long Taxiway
• Single Engine Taxi In (SETI)
Non-Standard Operations
• No Non-Standard Operations. [INOP Systems in der Status Page]
Identified Threats
Identified Threats
Mitigation
Miscellaneous

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Descent

PF PM
Descent Items
MCDU: PERF Page SET MCDU: F-PLN Page SET
Cabin Crew ADVISED
FCU Altitude (OPEN) DESCENT
FMA: „THR IDLE, OPEN DES, NAV“ CALLOUT Descent Progress MONITOR
Speedbrakes AS RQRD
Engine Anti Ice AS RQRD
Wing Anti Ice AS RQRD
Weather Radar Tilt ADJUSTED
Passing FL 300
ECAM Cruise Page: Pressurization CHECKED
Weather Radar Tilt ADJUSTED
Passing FL 200
ECAM Cruise Page: Pressurization CHECKED
Weather Radar Tilt ADJUSTED
Passing FL 150
Seatbelt Signs ON
Passing FL 100 Procedures („10.000ft Gate”)
Landing Lights ON
Seatbelt Signs CHECK ON
PFD Speed: IAS ≤ 250kt CHECKED
PA: „Cabin Crew, prepare for Landing” PA ANNOUNCED
EFIS: CONSTRAINTS SELECTED EFIS: CONSTRAINTS SELECTED
EFIS: ND Range SELECTED EFIS: ND Range SELECTED
LS Pushbutton AS RQRD LS Pushbutton AS RQRD
Terrain on ND ON
RAD NAV Page: VOR & Course selected SET
PROG Page: GPS PRIMARY CHECKED
PROG PAGE: Navigation Accuracy HIGH CHECKED
SEC F-PLN COPY ACTIVE
ECAM Cruise Page: Pressurization CHECKED
ENGINE MODE Selector NORM/IGN
at Transition Level
Baro Ref Local QNH SET, Baro Ref Local QNH SET,
CROSSCHECKED CROSSCHECKED
„Approach Checklist“ ANNOUNCED
Approach Checklist READ Taxi Checklist READ

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If you enter the approach “hot and high”, i.e. too high and too fast, and the distance to the runway treshold (route) is no
longer sufficient to reduce the required altitude by conventional means, we recommend the following procedure according
to “Descent per Mile”
:
• Extend speedbrake (possibly also briefly autopilot OFF in order to be able to extend the speedbrakes FULL)
• Level off (press the vertical speed selector on the FCU: Push to Level off)
• reduce Speed (Selected Speed down to Clean Speed or, if you are flying below 220kt, to 180kt). To fly at
minimum clean speed (O-speed; “green dot” speed), you can activate the approach phase in the MCDU, pull the
speed selector on the MCP and turn the selected airspeed down to the green dot speed displayed on the speed
tape of the PFD..
• when the desired altitude is reached: OPEN Descent

• if you are already on the final approach, additionally::

• Flaps 2
• Gear DOWN
• OPEN Descent

This “Descent per Mile” procedure means you fly slower, but achieve a higher descent rate over the distance.

Initial Approach Data (summary and overview)

Recommended Speed Gates:
• ≤ 10.000ft … IAS < 250kts
• from End of STAR … IAS max. 210kts
• till 10nm to Touchdown … IAS max. 180kts
• till 4nm to Touchdown … IAS max. 160kts
• on Glideslope … IAS max. 180kts
• VAPP … ca. 140kts IAS

Altitude:
• Distance to RWY-Treshold [NM] x 3 = Flightlevel
The vertical deviation (VDEV) can be checked on the Progress Page (PROG) of the MCDU. The LSK2R line shows
the current vertical deviation to the planned descent profile in ft, whereby a plus symbol (+) means that you are
flying too high and a minus symbol (-) means that you are already too low.

Sinkrate:
• Sinkrate [ft/min.] for –3° = GS x 5 (= GS x 10 : 2)
The required descent rate, which must be flown from the final approach fix (FAF) in feet per minute for a descent
at 3°, as is the case in most approaches, can be estimated very simply by multiplying the groundspeed (GS) by 5
(GS x 5 or GS x 10 : 2). As a rule, this is about 700ft/min. With this descent rate you fly down to an altitude of
about 30 feet above the touchdown zone, then from 30ft radar altitude you slowly raise the nose and take the
thrust out, i.e. to idle thrust.
In principle, a descent rate of up to 7,500ft/min. is possible without danger; the standard descent rate is 2,000 -
5,000ft/min. Again, it is helpful to calculate the sink rate (vertical speed) using the rule of thumb GS x 5. In descent,
either 10kts speed or 300ft altitude can be reduced within 1NM.

Flap Settings:
Max. Flaps/Slats
Position Slats Flaps Flight Phases
Speeds (VFE)
0 0° 0° Cruise / Hold
238kt 0° Hold / Approach
1 18°
285kt 10° Ground (< 100kt)
2 215kt 22° 15° Take off Approach
3 195kt 22° 20° Approach / Landing
Full 186kt 27° 35° Landing

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Final Approach and Landing – Instrument Landing System (ILS)

PF PM
ILS Approach
Descent to Final Approach Altitude, prior to Intercepting the Localizer (LOC)
Selected Speed in Clean Configuration 220kt
LS Pushbuttons ON
APPR Mode (FCU) ARMED
Second AP ENGAGED
Approach Phase (MCDU) ACTIVE
ILS-Approach Indication (ND) CHECKED
ILS Frequency and Distance (PFD) CHECKED
LOC und G/S blue (FMA) CHECKED Weather Radar Tilt +4°
Altitude CHECKED PFD: Vertical Profile MONITOR
when Localizer Intercept
FMA: LOC* → LOC green MONITOR
Selected Speed: decelerate 180kt
Callout: „Flaps 1“ ANNOUNCED Callout: „Speed checked“ ANNOUNCED
Flaps 1 SET
Deceleration towards S-Speed CHECKED Callout: „Flaps 1“ ANNOUNCED
prior to Glideslope Capture
Callout: „Flaps 2“ ANNOUNCED Callout: „Speed checked“ ANNOUNCED
Flaps 2 SET
Deceleration towards F-Speed CHECKED Callout: „Flaps 2“ ANNOUNCED
FMA: G/S* → G/S green MONITOR
FCU A/THR Speed Mode MANAGED
Order: „Set Go Around Altitude ____ft“ ANNOUNCED Go Around Altitude SET
Confirm: „Go Around Altitude ____ft
ANNOUNCED
set“
at about 2.000ft RA or 6nm inbound ILS – configure the aircraft:
Order: „Gear down“ ANNOUNCED Landing Gear Lever DOWN
Confirm: „Gear down“ ANNOUNCED
Callout: „Flaps 3“ ANNOUNCED Callout: „Speed checked“ ANNOUNCED
Flaps 3 SET
Deceleration towards VAPP CHECKED Callout: „Flaps 3“ ANNOUNCED
Callout: „Flaps Full“ ANNOUNCED Callout: „Speed checked“ ANNOUNCED
Flaps Full SET
Callout: „Flaps Full“ ANNOUNCED
AutoBrakes CONFIRM
Ground Spoilers ARMED
Runway Turnoff Lights ON
Nose Gear Lights TAKEOFF
Wing Anti Ice OFF
Cabin Crew (Purser Call Button) ADVISED
so we are „stable“ in Final Approach („fully configured”)
Landing Checklist READ
1.000ft Gate (RA)
Announce: „1.000, STABILIZED“
ANNOUNCED
or: „Go Around, Flaps“
Runway in Sight
Autopilot DISENGAGE
Flight-Directors AS RQRD
A/THR AS RQRD
Thrust Levers RETARD to N1
Callout: „Autopilot OFF, manual Flight, ANNOUNCED
I have control” 17

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 PF PM
ILS Approach
at MDA + 100ft
Announce: „Hundred Above“ ANNOUNCED
Replay: „Checked“ ANNOUNCED
at Decision Altitude (MDA; „Minimum“)
Announce: „Minimum“ ANNOUNCED
Announce: ANNOUNCED
• „Continue“
(Runway in sight and stable Approach)
or
• „Go Around, Flaps“
from about 200ft AGL (RA)
only look outside AIMING POINT
bei etwa 100ft AGL (RA)
Gaze fixed only on the aiming point AIMING POINT
50ft AGL (RA)
Gaze wanders up END OF RUNWAY
Across Runway Treshold TRACK
Ready for Flare PREPARED
shortly before 30ft AGL
slight pull on the sidestick APPLY
Flare and Thrust Idle
APPLY
if the approach is too high
30ft AGL
View to the end of the runway END OF RUNWAY Engine Parameters MONITOR
Flare: 2 – 3° to max. 7.5° NOSE PITCH UP
Thrust Levers RETARD TO IDLE
Crosswind-Compensation APPLY RUDDER
Touch-Down
Sidestick-Input RELEASE
Nose Pitch Derotation MONITOR
Reverser Thrust IDLE / FULL
Announce: „Ground Spoilers“ ANNOUNCED
Announce: „Reverse Green“ ANNOUNCED
Announce: „Decel“25 ANNOUNCED
Rollout APPLY RUDDER
Announce: „70 knots“ ANNOUNCED
„No Actions on the Runway!”27
at 70kts GS
Reverser Thrust IDLE
Toe Brakes ACTION
Announce: „manual braking“ ANNOUNCED
at 30kts GS (Taxi-Speed)
Thrust Levers FORWARD IDLE
Auto-Brakes OFF
Vacate Runway on next Exit-Point EXIT RWY

1.000ft Gate Scan:

• PFD: - on Localizer centered (1)
- on Glideslope centered (2)
- on Target Speed VAPP (3)
• Upper ECAM: - N1 Spoolup (4)
- Flaps FULL (5)
- Landing Checklist completed (6)
→ if not: GO AROUND!

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 PF PM
Discontinued Approach
1.000ft AGL (RA)
Announce: „1.000, UNSTABLE“ ANNOUNCED
Announce: „CANCEL APPROACH“ ANNOUNCED
FCU Approach (or LOC) Pushbutton DISARMED
FCU Lateral Mode: NAV / HDG SET
FCU Vertical Mode: V/S or LEVEL OFF SET
FCU Speed: select and adjust SET

PF PM
Go Around (Missed Approach Procedure)
Decision at MDA
Order: „Go Around, Flaps“ ANNOUNCED Confirm: „Speed checked, Flaps 3“ or ANNOUNCED
Thrust Levers TOGA „Speed checked, Flaps 2“
Rotate 15° and follow FD (SRS) PULL Flaps Lever rectract one step SET
FMA: „MAN TOGA, SRS, Go Around ANNOUNCED
Track, A-Thrust blue“
When Positive Climb
Confirm: „Positive Climb“ ANNOUNCED
(initially 15° Nose Pitch Up)
Order: „Gear Up“ ANNOUNCED
Confirm: „Gear Up“ ANNOUNCED
Landing Gear UP
Ground Spoilers DISARMED
Nose Gear Lights OFF
Runway Turnoff Lights OFF
FCU: HDG or NAV Mode ENGAGE
Minimum: 100ft AGL
Confirm: „Heading“ or „NAV“ ANNOUNCED
Autopilot ON
at Thrust Reduction Altitude
Thrust Levers CL
when „LVR CLB“ flashing on FMA
at Acceleration Altitude
FCU Traget Speed: Green Dot Speed MANAGED
at F-Speed with positive speed trend: ANNOUNCED Callout: „Speed checked“ ANNOUNCED
Order: „Flaps 1“
Flaps 1 SET
Callout: „Flaps 1“ ANNOUNCED
at S-Speed with positive speed trend: ANNOUNCED Callout: „Speed checked“ ANNOUNCED
Order: „Flaps 0“
Flaps 0 SET
Callout: „Flaps 0“ ANNOUNCED
Continue on Standard Missed Apporach Procedure and Enter Holding Pattern

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Approach Types
Precision Approaches Non-Precision Approaches
ILS LOC
MLS VOR
PAR NDB
GLS RNAV LNAV
APV-Approaches
FLS
RNP LNAV/VNAV
LPV

Guidance Modes

lateral Guidance vertical Guidance Autopilot

Approach LS-Pb V/DEV APPR LOC TRK/FPA
(Heading) (Descent) disconnect

CAT I: 160ft
ILS ✓ ✘ ✓ ✘ ✘ Managed (LOC) Managed (G/S) CAT II: 80ft
CAT III: 0ft

FLS ✓ ✘ ✓ ✘ ✘ Managed (F-LOC) Managed (F-G/S) 0ft AGL

Managed (FINAL APP) 250ft AGL

RNAV-LNAV ✘ ✓ ✓ ✘ ✓ Managed (NAV)
Selected (FPA) 250ft AGL

RNP
LNAV/VNAV ✘ ✓ ✓ ✘ ✘ Managed (NAV) Managed (FINAL APP) 250ft AGL

LPV ✘ ✓ ✓ ✘ ✘ Not Authorized

Managed (LOC)
LOC ✓ ✘ ✘ ✓ ✓ Selected (TRK)
Selected (FPA) 250ft AGL

Managed (NAV) Managed (FINAL APP) 250ft AGL

VOR/NDB ✘ ✓ ✓ ✘ ✓ Selected (TRK) Selected (FPA) 250ft AGL

The LS pushbutton is always switched on (ON) for the following approach types that offer vertical guidance:
• ILS-Approach
• LOC-Approach
• FLS-Approach
An RNAV approach, on the other hand, is flown with the vertical deviation function of the FMGS (V/DEV), just like a
VOR approach or an NDB approach, which is displayed as a “green brick” on the vertical deviation scale of the PFD.
The LS pushbutton is therefore left switched off for these approaches.

The approach mode of the FCU can always be switched on, except for a localizer (LOC) approach. Here, however,
the LOC mode is used.

The guidance modes show what can be flown and how, i.e. managed in both areas, managed and selected or selected
in both areas. An RNAV approach must never be flown with TRK/FPA all the time, so that you are following a selected
track. The lateral guidance must be provided by the FMGS itself, but the altitude can be set to selected and so can the
FPA. An RNP LNAV/VNAV approach, on the other hand, may only be flown with Final APP, i.e. laterally and vertically
managed.

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It is generally recommended for every approach to disengage the autopilot (AP) at 200ft AGL (above airfield elevation)
at the latest and then fly the last section of the approach visually, unless an ILS autoland is planned. An autoland is only
possible with an ILS approach if both autopilots are active in APPR mode and the FMA displays a CAT II or CAT III
capability. In all other cases, the autopilot system switches off automatically at a certain altitude, depending on the
autoflight mode.

In principle, every approach is flown with the flight director (FD) ON, but in manual flight, i.e. after the autopilot (AP) is
disengaged, the flight director (FD) can be switched off. In an RNAV or RNP approach without autopilot, the flight director
(FD) must be switched off. When using FPA in particular, it is recommended that the flight director is switched off, as
otherwise the birdie of the TRK/FPA mode is not displayed in a meaningful way so that it can be followed:

→ in Manual Flight (optional), in TRK-FPA (recommended) and RNAV- or RNP-Approach in Manual Flight
(mandatory):
• Autopliot OFF
• Flight Director OFF
• Final Track SET

In TRK/FPA mode, “flying after the bird” means placing the upper fin of the bird exactly on the horizon line in order to
descend in a 3.0° glidepath. The heading selector on the FCU is used to turn in the final track, resulting in a small, blue,
vertical line on the Attitude Indicator, which then only needs to be kept centered. However, the radial must first be
intercepted for a VOR approach, otherwise you will fly parallel to the approach radial on the final track. Then, however,
only the green fin of the birdie pointing upwards needs to be held on the blue vertical track line, which means that the
final track can be flown exactly without having to pay extra attention to the wind conditions.

In daily operational practice, an ILS is usually flown, in the last section of the final from 200ft AGL with autopilot OFF and
flight directors ON.

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Visual Swingover and Visual Approach in practice

A visual swingover, which is quite common on the approach to EDDF (Frankfurt), is basically flown like any other visual
approach. It is particularly important to remember that both flight directors (FD) must be switched OFF, as they are set
to the originally planned arrival runway and would therefore provide incorrect displays for the runway on which a visual
swing is to be flown. In this context, it is also important to remember that the Go Around is also programmed for the
originally planned arrival runway. Depending on which go-around procedure is programmed, it is important to observe
the FMA:
• „GA TRACK” (Go Around Track) means that the go around is simply flown straight ahead. In this case, the go-
around programmed for the originally planned runway is irrelevant.
• However, if „NAV” is displayed in the FMA, the FMGS flies the missed approach procedure of the originally planned
and programmed runway, which would now be incorrect and could also lead to a conflict with an aircraft in the go-
around of the other runway. In this case, the heading selector on the FCU must therefore be pulled in order to first
maintain the runway heading and then fly the corresponding missed approach procedure on the new runway.

Approach relatively low (1,500ft AGL) and relatively slow (Green Dot Speed or below) with FLAPS Config 1 in the
downwind segment:
• FD OFF (both)
• Autopilot OFF
• Autothrust (A/THR) OFF
• G/S Mode OFF (on GPWS-Panel of the Overhead-Panel)
• Approach relatively low (1,500ft AGL) and relatively slow (Green Dot Speed or below) with FLAPS Config
1 in the downwind segment
• When abeam Runway-Treshold:
- Elapsed Timer START: continue straight ahead for 3 seconds per 100ft of necessary altitude reduction
+1 second per knot of headwind or –1 second per knot of tailwind

• After the time has elapsed (usually just 45 Seconds):

- FLAPS 2
- Turn left by 90°
- Landing Gear DOWN
- Spoilers ARMED
- Descent with 300ft/min. Descent-Rate

• When abeam Runway:

- FLAPS 3
- Turn left by 90°
- Speed: VREF (MANAGED Speed)

• When Landing is assured:

- FLAPS FULL

The actual visual approach then usually begins 3 or 4 miles final, i.e. 3 - 4nm inbound to the runway treshold. It is
therefore advisable to set a 4nm circle around the runway treshold via the FIX INFO page of the MCDU. To do this,
enter the destination airport as a fix, followed by the runway designator of the Arrival_Runway and assign it a radius of
4nm. At this point, the final turn should be completed and the aircraft should already be flying wings level again, on
final track with 1,000ft AGL altitude and “fully configured”.
• 4 Miles Final:
- Wings Level
- on Final Track
- Altitude: 1.000ft AGL
- „fully configured“: Landing Gear DOWN, FLAPS Final (Config FULL or Config 3), Spoilers ARMED

The final approach itself up to landing is then carried out according to visual cues (runway aiming point) and PAPI
lights. The procedure described for the visual approach is primarily used for energy management in order to be able to
reduce speed quickly.

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After Landing Flow Pattern
PF PM
After Landing Items
Flight Directors (FD) OFF Flight Directors (FD) OFF
Landing Scales (LS) OFF Landing Scales (LS) OFF
Ground Spoilers DISARMED Clock Timer STOP
Landing Lights OFF, RETRACED Weather Radar OFF
Strobe Lights AUTO / OFF Predictive Windshear (PWS) OFF
Nose Gear Lights TAXI Engine Mode Selector NORMAL
Flaps RETRACTED, 0
TCAS Mode Selector AUTO
Transponder STANDBY,
SQUAWK 2000
APU Master Switch ON
APU Start Selector ON
(3 Sekunden nach dem APU Master Switch)
APU Bleed ON
Wing and Engine Anti Ice AS RQRD
Terrain on ND OFF
Brake Fans AS RQRD

Parking Flow
PF PM
Parking Items
Exterior Lights OFF
Runway Turnoff Lights, Nose Gear Lights
Parking Brake ACCU Pressure (green) CHECKED
Parking Brake SET ON
Brake Pressure Indicators VERIFY SET
Anti-Ice System CHECK OFF
APU Bleed ON
Engine Master 1 & 2 Switches OFF
Yellow Electric Hydraulic Pump OFF
PA: „Cabin Crew, all doos in Park.” PA ANNOUNCED
ECAM: Doors and Slides disarmed CHECKED ECAM: Doors and Slides disarmed CROSSCHECKED
Beacon OFF Temperature Selectors OFF
Seat Belt Signs OFF Oxygen Crew Supply OFF
ACARS: Arrival Message on AOC RECEIVED Fuel Pumps OFF
MCDU Data: Position Monitor CHECK IRS Wing Lights CHECK OFF
Transponder STBY
„Parking Checklist“ ANNOUNCE
Parking Checklist READ Parking Checklist READ
Ground Contact ESTABLISHED External Power ON
Cockpit Door UNLOCKED APU Bleed OFF
APU Master Switch OFF
Elapsed Time (Block Time) NOTICED
Fuel Quantity CHECKED

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Securing the Aircraft Procedure

Secure Flow is only started after the last passenger has left the cabin if no turnaround is planned but the aircraft is to be
parked:
PF PM
Securing the Aircraft
Parking Brake CHECK ON
ADIRS 1, 2 and 3 Mode Selectors OFF
ECAM: Maintenance Status CHECKED
ATC STANDBY
Brake Fan OFF
Oxygen Crew Supply OFF
Exterior Lights (NAV Lights) OFF
No Smoking Signs OFF
Emergency Exit Lights OFF
APU Bleed OFF
APU Master Switch OFF
External Power AS RQRD
Battery 1 & 2 OFF
Windows CLOSED & LOCKED

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Rejected Takeoff Procedure

CM1 CM2
Rejected Takeoff Procedure
Decision before V1
RTO ANNOUCE
„STOP“
Thrust Levers IDLE
MAX available Reverse Thrust SET Reversers: „Reverse Green” CHECK,
ANNOUNCE
Deceleration CHECK,
ANNOUNCE
Any Audio Warning CANCEL
when Aircraft stopped
Reverse Thrust STOWED Advice ATC DONE
Parking Brake APPLY EMER EVAC Procedure PREPARE
Cabin Crew (PA) ALERT
Oder: “ECAM Actions” ANNOUNCED Achieve ECAM Actions PERFORM

CM1 CM2
EMER EVAC Procedure
Aircraft / Parking Brake STOP / ON
ATC (on VHF1) NOTIFY
Cabin Crew (PA) ALERT
ΔP CHECK ZERO
ALL Engine Master Switches OFF
ALL Fire Pushbuttons (ENG & APU) PUSH
ALL Agents (ENG and APU) AS RQRD
if Evacuation required
EVACUATION INITIATE
if Evacuation not required
Cabin Crew and Passengers (PA) NOTIFY

Indications:

• Low Speed Regime (< 100kt):

Here, pilots should tend to be “stop-minded”, which means that an RTO should be considered for every ECAM
warning or caution.

• High Speed Regime (> 100kt):

The closer the aircraft approaches the calculated V1, the more “go-minded” one should be and an RTO should
only be considered in the event of major failure, sudden loss of thrust or for indications that a flight cannot be
conducted safely. This means the following indicators for a Rejected Takeoff (RTO) in the high-speed range
above 100kt before V1:
1. Fire Warning or Severe Engine Damage
= Engine Fail
2. Sudden Loss of Engine Thrust (as a rule Engine Flameout)
3. Aircraft unable or unsafe to fly (Malfunctions or conditions that are unquestionable indications that the aircraft
will not be able to fly safely.)
4. If any ECAM-Alert is triggered. Up to 1,500ft AGL all ECAM cautions are suppressed, unless they are errors
that are critical in take-off (e.g. ENG REVERSER FAULT, ENG REVERSE UNLOCKED, ENG 1(2) THR LEVER
FAULT, ENG FAIL, F/CTL SIDESTICK FAULT). So if an error gets through, this immediately and automatically
means a rejected take-off.
In the event of a ruptured tire within a range of 20kt to V1, it is recommended to still perform the takeoff, reduce
the aircraft's fuel weight and then land safely using the full available runway length.

In addition to speed as a decision criterion, the runway condition also plays a not insignificant role in the decision-
making process. A mindset is recommended, whereby you should be more stop-minded on a dry runway and more go-
minded on a wet runway.

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Cold Weather Operations

Icing Conditions:
• If the OAT (outside air temperature) on the ground or after takeoff or the TAT (true air temperature) during the
flight is +10°C to a static air temperature (SAT) of -40°C.
and additionally
• visible moisture is present in any form. These include:
- clouds,
- fog with a visibility of 1.800m or less,
- rain,
- snow,
- sleet, freezing rain and
- visible ice crystals.

This also applies on the ground if:

• there is snow, slush or standing water on the ground surface on the apron, taxiways and/or runway.

Engine-Anti-Ice:

The Engine Anti Ice is always switched on during the flight if the TAT or OAT is below +10°C and at the same time the
SAT (static air temperature) indicates a warmer temperature than -40°C when flying through heavy haze (visible
moisture) or clouds, as well as through all types of precipitation.

Wing-Anti-Ice:

The Wing Anti Ice in the Airbus is only used as required when ice forms, as it draws massive amounts of performance.
There is an ice detector (Ice Indicator) outside in the middle between the cockpit windows. If ice builds up there, the
Wing Anti Ice is switched on, as it can then be assumed that the leading edge devices on the wings are also iced up. As
soon as the Ice Indicator is free of ice deposits, the Wing Anti Ice can be switched off again. The Ice Indicator can also
be illuminated to make it easier to see.

Probe/Window Heat:

Airbus recommends switching on the PROBE/WINDOW HEAT switch on the overhead panel at an OAT (TAT) of ≤ 0°C
during preliminary cockpit preparation. As soon as the two engines are started, the PROBE/WINDOW HEAT
switch is switched off again, as this system is then automatically adopted and operated.

After Landing:

Under icing conditions or if there is contamination such as snow or slush on the edges of the runway and/or taxiways,
the flaps are not retracted after landing and therefore remain in Config FULL or 3, depending on the landing, until the
ground crew can confirm at the gate that no icing has occurred in the area of the flaps. If the flaps are clear, they can
be retracted, otherwise they must first be de-iced.

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De-/Anti-Icing:

Ground Communication
Cockpit Deicing Coordinator („Iceman“)
„AUAxxxx from Iceman 4“
„Iceman 4 from AUAxxxx“
„AUAxxxx my recommendation is:
OAT xx°C
2-step procedure with Type 1 and Type 4 100%
For wings and stabilizers, do you agree? And please state
your wing fuel temperature“
„AUAxxxx Fuel temperature equals OAT and we accept
your recommendation“
„AUAxxxx is the aircraft ready for deicing?“

Pilot Flying (PF) Pilot Monitoring (PM)

Airframe Deicing / Antiicing Procedure on Ground
Parking Brake ON
ECAM Fuel Page: Lowest Fuel REPORTED
Temperature
Cabin Pressure Mode Selector AUTO
Engine 1 Bleed OFF
Engine 2 Bleed OFF
APU Bleed OFF
Ditching Pushbutton ON
Thrust Levers CHECK IDLE
ECAM Pressure Page: Check Outflow CHECKED Inform Ground Crew: „Aircraft ANNOUNCED
Valve closed prepared for spraying“

Ground Communication
Cockpit Deicing Coordinator („Iceman“)
„AUAxxxx we start with the de-icing now and call you
when we’re finished.“
When De-Icing is finished
„AUAxxxx we have completed the de-/anti-icing with Type
1 followed by Type 4 for wings and stabilizers.
Your Anti-icing code is: Type 4 100% at 1300 local time.
Post de-/anti-icing check is performed.“
„AUAxxxx confirm, wings and stabilizers de-iced.
Anti-Icing Code: Type 4 100% 1300 local time.“
„AUAxxxx from Iceman 4, I’ll give you the “All Clear Sign”
from the right side. Good Bye.“
„AUAxxxx, All Clear Sign from the right. Thank you. Good
bye.“

Pilot Flying (PF) Pilot Monitoring (PM)

Airframe Deicing / Antiicing Completed Procedure on Ground
De-Icing / Anti-Icing Report RECEIVED
Ditching Pushbutton OFF
ECAM Pressure Page: Check Outflow CHECKED
Valve open
Engine 1 Bleed ON
Engine 2 Bleed ON
Ground Equipment REMOVED
Flight ControlsA CHECKED Flight ControlsA CHECKED
FlapsA SET FOR T/O
A) In the event of active precipitation, the flight controls check and the setting of the flaps for take-off may only take place
at the runway holding point!

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Fluid-Types:

Clean Aircraft Concept!

• Single Step Procedure:
- De-Icing with Fluid Typ I; Holdover-Time starts at the begin of spraying of Type I (set Elapsed Timer!)
• Two-Step-Procedure:
- De-Icing with Fluid Typ I
- Thereafter Anti-Icing with Fluid Type III or IV, Holdover-Time starts at the begin of spraying of Type III or IV (set
Elapsed Timer!)

Holdover-Time (HOT):

Fluid Type I

Fluid Tyie III

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 Fluid Type IV

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Runway Condition Assessment Matrix (RCAM) for Contaminated Runway:

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Crosswind Landing Technique

• In general, a crosswind landing in an Airbus is permitted up to a maximum crosswind of 35kts including gusts. The
worse the runway conditions are, the less the maximum crosswind is allowed. For slush and frost, a maximum
crosswind of 25kts is permitted and if the runway is icy, a landing is only permitted with a crosswind of 5kts.
• The outer wing, i.e. the one in the direction of the wind, is pushed down with the sidestick (aileron). At the
same time, the heading is aligned with the runway track using the rudder (pedals), i.e. stepped against the
wind direction and thus deflected.
The aim is to touch down on the runway first with the main gear facing the wind so that the wind cannot reach
under the wing. The other main gear would then follow and finally the nose gear would touch down. The principles
are as follows:
- Aileron into the Wind!
- Rudder to avoid drift!
- Little but not too much flare →
The goal is a good, solid
touchdown!
- Then at the same time Thrust
Idle.

This technique is therefore also known as “slipping” or cross-control, as the rudder is stepped on the other side
than the aileron (right stick - left rudder and vice versa).

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Emergency Procedures

Aviate Navigate Communicate

• Autopilot ON • at least MSA Sequence:

• Heading „clear“ of Obstacles ATC

• Fly the Aircraft
like mountains ↓
• Normal Procedures Cabin Crew
• „Where am I?“
work off ↓

• „Where do I want to go?“ Passagiere

→ „Who needs to know

what?“

Decision making model FORDEC:

Facts
Options
Risks and Benefits
Decision
Execution
Check

NITS-Briefing (Cabin, ATC):

Nature
Intention
Time
Specials

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Memory Items [MEM]

1. Callout: „LOSS OF BREAKING“ [PRO-ABN-BRAKES]

PF PM
[MEM] LOSS OF BREAKING
If no Braking:
Thrust Reverse MAX
Brake Pedals RELEASE
„Anti-Skid“ (Order) OFF Anti-Skid and Nose Wheel Steering OFF
Brake Pedals PRESS
Maximum Brake Pressure 1.000psi
If still no Braking:
Parking Brake USE1
1) Use short and successive Applications of the Parking Brake to stop the Aircraft!
If necessary, Maximum Reverse Thrust can be applied until the aircraft comes to a complete stop.

2. Callout: „UNRELIABLE AIRSPEED“ [PRO-ABN-NAV]

PF PM
[MEM] UNRELIABLE AIRSPEED INDICATION
If the safe conduct of the Flight is impacted:1
1. Knock Off the Automation
Autopilot (AP) OFF
Autothrust (A/THR) OFF
Flight Directors OFF
2. Fly a Logical Attitude (Pitch / Thrust)
• below THRUST RED ALT 15° / TOGA
• below FL 100 10° / CLB
• above FL 100 5° / CLB
3. Get rid of the Drag
FLAPS
• if Config 0, 1, 2 or 3 MAINTAIN
• in Config FULL FLAPS 3
Speedbrakes CHECK RETRACTED
Landing Gear UP
4. Troubleshoot2
LEVEL OFF PERFORM

1) If a safe execution of the flight is no longer guaranteed, which is the case if there is a loss of situational awareness
or an inappropriate pitch and thrust situation in relation to the current flight phase and/or an unexpected flight path
is flown under the current flight conditions, the memory items must be processed accordingly.
2) When at or above MSA or Circuit Altitude: Level-Off for Troubleshooting.

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3. Callout: „WINDSHEAR, TOGA“ – Reactive Windshear Warning [PRO-ABN-SURV]

PF PM
[MEM] WINDSHEAR1
AT TAKEOFF before V1
If there are significant variations in Airspeed and an Airspeed Trend Vector below the indicated V12:
Recject the Take-Off!
AT TAKEOFF after V1
Thrust Levers TOGA
Reaching VR ROTATE3
Pitch: SRS Orders4 FOLLOW
WHEN AIRBORNE, INITIAL CLIMB OR LANDING
Thrust Levers TOGA
Autopilot (AP) 5 KEEP ON
Pitch: SRS Orders 4 FOLLOW
Do NOT change Configuration (Slats, Flaps, Landing Gear) until Out of Windshear!6
Closely monitor Flight Path and Speed!
Recover smoothly to normal Flight Path (Climb-Out) out of Windshear.
1) Basically, you just have to remember the 5 steps here: TOGA → SRS → CONFIG → FLIGHT PATH →
RECOVERY.
2) If the airspeed indications change significantly, the take-off is aborted before reaching V1 if the stop distance is
still sufficient.
3) If necessary, the side stick can be fully retracted.
4) The SRS pitch specifications should be flown quickly and smoothly, but not aggressively. It may be necessary to
pull the sidestick “full backward”. If the flight director bars are not displayed, an initial pitch attitude of 17.5° is
recommended. The pitch can then be increased further if necessary to prevent a loss of altitude. In order to
maximize the climb gradient, wings level should be flown unless a turn is necessary to avoid obstacles.
5) As part of alpha floor protection, an automatic disconnect of the autopilot system can occur if the angle of attack
exceeds the α-Prot. value. If the autopilot is not (yet) engaged at the time the windshear warning occurs, it will not
be activated now either.
6) The aircraft configuration should not be changed under any circumstances until you are out of the windshear
conditions, as retracting or extending landing gear, flaps or slats, as well as opening the landing gear doors, leads
to a further increase in drag.

4. Callout: „WINDSHEAR AHEAD“ – Predictive Windshear Warning [PRO-ABN-SURV]

PF PM
[MEM] WINDSHEAR AHEAD
AT TAKEOFF during the Take-Off Run
Recject the Take-Off!
WHEN AIRBORNE
Thrust Levers TOGA
Autopilot (AP; if engaged) KEEP ON
Pitch: SRS Orders4 FOLLOW
AT LANDING
Go-Around PERFORM
Autopilot (AP; if engaged) KEEP ON

There is a possibility of false positive predictive windshear warnings. A windshear warning can be ignored if:
• other signs of possible windshear conditions are missing and
• the reactive windshear system is switched on and active.
However, you must always rely on reactive windshear alerts and react accordingly! It is generally advisable to delay
the take-off for the departure or to select the most favorable runway for the take-off in terms of wind conditions. The
sltas/flaps configuration can also be changed as long as you have not yet flown into the windshear.

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5. Callout: „PULL UP, TOGA“ – EGPWS Warnings [PRO-ABN-SURV]

PF PM
[MEM] PULL UP, TOGA (EGPWS WARNING – Terrain Avoidance Maneuver)
„PULL UP” – „TERRAIN AHEAD, PULL UP” – „OBSTACLE AHEAD, PULL UP”
Autopilot (AP) OFF
Pitch PULL UP
Thrust Levers TOGA
Speedbrakes Lever CHECK RETRACTED
Bank Angle WINGS LEVEL or ADJUST
Do not change Configuration (Slats, Flaps, Landing Gear) until clear of Obstacle.

The five memory items of the terrain avoidance maneuver should be executed simultaneously, i.e. all at the same
time if possible. The aim is to increase the pitch with “full backstick”, i.e. full pull backwards on the sidestick, while
keeping the wings horizontal (“keep wings level”) and keeping the sidestick in this position.
A turning maneuver can be initiated if this is the safest action. In this case, the PULL-UP maneuver must be executed
before the turn.

6. Callout: VARIOUS – EGPWS Cautions [PRO-ABN-SURV]

PF PM
[MEM] EGPWS CAUTIONS
„TERRAIN TERRAIN” – „TOO LOW, TERRAIN”
During night or in IMC: Terrain Avoidance Maneuver.
During Daylight and in VMC, with Terrain and Obstacles clearly in sight: Adjust the Flight Path or initiate a Go-
Around.
„TERRAIN AHEAD” – „OBSTACLE AHEAD”
Adjust the Flight Path. Stop Descent. Climb and/or turn, as necessary, based on analysis of all available
instruments and information.
„SINK RATE” – „DON’T SINK”
Adjust Pitch Attitude and Thrust to correct and adjust the Flight-Path and therefore to silence the alert.
When below 1.000ft AAL (above Aerodrome Level) in IMC or below 500ft in VMC, consider conducting a Go-
Around.
„TOO LOW, GEAR” – „TOO LOW, FLAPS”
Perform a Go-Around.
„GLIDESLOPE”
Adjust the Flight-Path to establish the Aircraft on the Glideslope or set the G/S MODE Pushbutton to „OFF”, if
flight below the glideslope is intentional (non precision approach).
When below 1.000ft AAL (above Aerodrome Level) in IMC or below 500ft in VMC, consider conducting a Go-
Around.

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7. Callout: „TCAS, I HAVE CONTROL“ – TCAS Warnings [PRO-ABN-SURV]

PF PM
[MEM] TCAS Alert – I HAVE CONTROL
Traffic Alert (TA): „TRAFFIC, TRAFFIC”
„TCAS – I have control“ ANNOUNCE
Awareness, but don’t perform any evasive maneuver
(Sidestick in Hand)
FMA: „TCAS blue“ ANNOUNCE
Resolution Advisory (RA): „CLIMB, CLIMB”, „DESCENT, DESCENT”1
Autopilot (AP; if engaged) OFF
Flight Directors (FD; BOTH!) OFF
Respond promptly and smoothly.
Pitch (Vertical Speed): adjust or maintain VSI GREEN
ATC NOTIFY
for any CLIMB RA during Approach in CONF 3 or FULL
Go-Around PERFORM
SRS GA Mode FOLLOW
Vertical Speed MONITOR
ATC NOTIFY
when „CLEAR OF CONFLICT“
Normal Navigation RESUME ATC NOTIFY
Lateral and Vertical Guidance ADJUST
Flight Directors RE-ENGAGE
Autopilot RE-ENGAGE

1) This includes all messages of the type „CLIMB” and „DESCEND” or „MAINTAIN VERTICAL SPEED MAINTAIN”
or „ADJUST VERTICAL SPEED ADJUST” or „MONITOR VERTICAL SPEED”.

8. Callout: „EMERGENCY DESCENT“ [PRO-ABN-MISC]

PF PM
[MEM] EMERGENCY DESCENT
CREW OXY MASKS1 USE
Signs ON
(Seat Belt, No Smoking, EMER EXT Lights)
EMERGENCY DESCENT INITIATE
• FCU: ALT Selector (select lower Altitude) TURN and PULL
• FCU: HDG Selector (~30° away from Airway) TURN and PULL
• FCU: Speed Selector (maintain present Speed) PULL
if Autothrust (A/THR) not on:
• Thrust-Levers IDLE
Speedbrake FULL

1) To save oxygen, the Oxygen Diluter Selector should be set to the N-position.

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9. Callout: „STALL, I HAVE CONTROL“ [PRO-ABN-MISC]

PF PM
[MEM] STALL RECOVERY
Nose Down Pitch Control1 APPLY
to reduce AOA
Bank Angle WINGS LEVEL
when out of Stall Conditions (no longer Stall Indications)
Thrust:2 INCREASE SMOOTHLY
Speedbrakes CHECK RETRACTED
Flight Path RECOVER SMOOTHLY
if in Clean Configuration and below 20.000ft
FLAPS 1 SELECT

1) The nose pitch down moment on the sidestick means a “push to unload”, i.e. to immediately lower the nose,
which immediately reduces the angle of attack at the same moment. This is the direct and immediate key action to
reduce the AOA and thus lead to a recovery of lift on the wings.
If the forward pressure on the sidestick alone does not cause the pitch to drop sufficiently or fast enough, it may be
necessary to additionally reduce the thrust.
2) In the case of a single-engine operation, the thrust asymmetry is compensated or equalized with the rudder while
the thrust is increased.

10. Callout: „STALL, TOGA 15°“ – STALL WARNING AT LIFT-OFF [PRO-ABN-MISC]

PF PM
[MEM] STALL WARNING AT LIFT-OFF
Thrust TOGA
At the same time:
Pitch Attitude 15°
Bank Angle WINGS LEVEL

A safe flight path and a safe speed should be achieved by using the stall warning procedure. If the stall warning still
persists, it is to be regarded as a false positive. This can occur in normal law if the AOA probe (Angle of Attack Sensor)
is damaged.

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