West Air SOP and SRP

A318/A319/A320/A321FLIGHT CREW

OPERATING MANUAL

PROCEDURESNORMAL PROCEDURES

STANDARD OPERATING PROCEDURES - GENERAL INFORMATION

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-01 P 1/2FCOM A 07 APR 11

FOREWORDApplicable to: ALL

The procedures contained in this Chapter are recommended by Airbus, and are consistent with theother Chapters of this manual.The Authorities do not certificate Standard Operating Procedures. The manufacturer presents themherein as the best way to proceed, from a technical and operational standpoint. They are continuallyupdated and the revisions take into account Operator input, as well as manufacturer experience.In addition, Operators may amend them, as needed. However, the manufacturer recommends thatOperators using the FCOM as onboard operational manual submit suggested changes to expeditepublication, and maintain consistency of the manual. The Operator should note that they may rewritethis Chapter, at their own responsibility; this could, however, make it difficult to update the manualand keep it consistent with the other Chapters.The following sections contain expanded information on normal procedures.Standard Operating Procedures consist of inspections, preparations, and normal procedures. Allitems of a given procedure are listed in a sequence that follows a standardized scan of the cockpitpanels, unless that sequence goes against the action priority logic, to ensure that all actions areperformed in the most efficient way.Standard Operating Procedures are divided into flight phases, and are performed by memory.These procedures assume that all systems are operating normally, and that all automatic functionsare used normally.Some normal procedures, that are non-routine will be found in the SUPPLEMENTARYTECHNIQUES (Refer to PRO-SUP-10 General), and in the SPECIAL OPERATIONS (Refer toPRO-SPO-20 General).


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STANDARD OPERATING PROCEDURES - GENERAL INFORMATION

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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-01 P 2/2FCOM 07 APR 11


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STANDARD OPERATING PROCEDURES - FLIGHT PREPARATION

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-02 P 1/4FCOM A to C → 07 OCT 11

TECHNICAL CONDITION OF THE AIRCRAFTApplicable to: ALL

The crew will verify the technical state of the aircraft (deferred defect list), with regard toairworthiness, acceptability of malfunctions (MEL), and influence on the flight plan.

WEATHER BRIEFINGApplicable to: ALL

‐ The crew will get a weather briefing‐ The briefing should include:

• Actual and expected weather conditions, including runway conditions for takeoff and climb-out• Significant weather enroute, including winds and temperatures• Terminal forecasts for destination and alternate airports• Actual weather for destination and alternates, for short range flights and recent past weather, if

available• Survey of the meteorological conditions at airports along the planned route.

Weather can affect the choice of routing (for example, influence which route is quickest) andthe choice of flight level. The flight crew must also consider the possibility of runways beingcontaminated at the departure and destination airfields. The flight crew must also verify ISAdeviations and enroute icing conditions, and must consider the possibility of holding due to weatherat the destination.

NOTAMSApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

‐ The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availabilityof runways and approach aids etc, all of which may affect the final fuel requirement

‐ In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizerand the elevators, it is not recommended to takeoff from runways in bad condition (loose surface,under repair, covered with debris...).


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-02 P 2/4FCOM ← C to F → 07 OCT 11

NOTAMS1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,

B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF,MSN 5006

‐ The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availabilityof runways and approach aids etc, all of which may affect the final fuel requirement

‐ In order to prevent the risks of projection of debris towards the trimmable horizontal stabilizerand the elevators, it is not recommended to takeoff from runways in bad condition (loose surface,under repair, covered with debris...)

‐ GPS Primary availability:• For RNP AR operations, the GPS Primary availability prediction should be checked to ensure

the RNP will be available for the estimated time of operation.

FLIGHT PLAN AND OPERATIONAL REQUIREMENTSApplicable to: ALL

‐ The crew will check the company flight plan for routing, altitudes, and flight time‐ The Captain will check the ATC flight plan and ensure that:

• It is filled in and filed, in accordance with the prescribed procedures• It agrees with the fuel flight plan routing.

‐ The crew will check the estimated load figures, and will calculate the maximum allowable takeoffand landing weights.

OPTIMUM FLIGHT LEVELApplicable to: ALL

The flight crew should choose a flight level that is as close to the optimum as possible. To obtainthe optimum flight level, use the chart in the QRH or in the FCOM (Refer to PER-FPL-FLP-ALT-10DEFINITIONS).As a general rule, an altitude that is 4 000 ft below the optimum produces a significant penalty(approximately 5 % of fuel). Flight 8 000 ft below the optimum altitude produces a penalty of morethan 10 % against trip fuel. (The usual contingency allowance is 5 %).

FUEL REQUIREMENTSApplicable to: ALL

COMPUTERIZED FLIGHT PLAN CHECKIn most cases the flight crew uses a computer-derived flight plan to obtain the correct fuelrequirements. Although these computerized requirements are normally accurate, the flight crewmust check them for gross errors.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-02 P 3/4FCOM ← F 07 OCT 11

The easiest way to do this is to use the “Quick Determination of F-PLN” tables (Refer toPER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78). Although the aircraft will fly at ECON MACHthat is based on the cost index, the M 0.78 table is accurate enough to permit the crew to check forgross error.Ensure that both the captain and the first officer have verified that the fuel calculations andrequired fuel on board are correct and that the figure complies with the applicable regulations.

FUEL TRANSPORTATIONThe flight crew must check the policy covering the “tankering” of fuel on sectors where there is afavourable fuel price differential or operational requirement.Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector andtherefore reduces the economy of the operation (lower flex temperature, more tire and brake wear,more time in climb phase, lower optimum flight level etc).


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-02 P 4/4FCOM 07 OCT 11


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STANDARD OPERATING PROCEDURES - SAFETY EXTERIOR INSPECTION

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-03 P 1/2FCOM A 07 APR 11

SAFETY EXTERIOR INSPECTIONApplicable to: ALL

Items marked by (*) are the only steps to be completed during a transit stop.This inspection ensures that the aircraft and its surroundings are safe for operations.On arriving at the aircraft, check for obstructions in the vicinity, engineering activity, refueling, etc.

* WHEEL CHOCKS................................................................................................ CHECK IN PLACE

* LANDING GEAR DOORS....................................................................................CHECK POSITIONWARNING Do not pressurize the green hydraulic system without clearance from ground

personnel, if any gear door is open. Remember that the green hydraulic system ispressurized if the yellow system is pressurized and the PTU is on AUTO.

* APU AREA............................................................................................................................. CHECKObserve that the APU inlet and outlet are clear.


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STANDARD OPERATING PROCEDURES - SAFETY EXTERIOR INSPECTION




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STANDARD OPERATING PROCEDURES - PRELIMINARY COCKPIT PREPARATION

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-04 P 1/8FCOM A to B → 07 OCT 11

GENERALApplicable to: ALL

Items marked by asterisks (*) are the only steps to be completed during a transit stop.The following procedure, performed by the PNF, ensures that all the required checks are performedbefore applying electrical power to avoid inadvertent operation of systems and danger to the aircraftand personnel.Included is APU starting and the establishment of electrical and pneumatic power.

AIRCRAFT POWER UPApplicable to: ALL

ENGMASTER 1 sw and MASTER 2 sw.............................................................................................OFFMODE selector.........................................................................................................................NORM

L/GL/G lever.......................................................................................................CHECK DOWN position

WIPERSCAPT WIPER selector and F/O WIPER selector........................................................................OFF

ELEC If the aircraft has not been electrically supplied for 6 h or more, perform the following

check:BAT 1 pb and BAT 2 pb......................................................................................... CHECK OFFBAT 1 and 2 VOLTAGE.........................................................................CHECK ABOVE 25.5 VBattery voltage above 25.5 V ensures a charge above 50 %. If battery voltage is below 25.5 V:

A charging cycle of about 20 min is required.BAT 1 pb and BAT 2 pb..............................................................................................AUTOEXT PWR pb....................................................................................................................ONCheck on ELEC SD page, that the battery contactor is closed and the batteries arecharging.

After 20 min:BAT 1 + 2 pb..................................................................................................................OFF


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-04 P 2/8FCOM ← B to C → 07 OCT 11

BAT 1 and 2 VOLTAGE...................................................................CHECK ABOVE 25.5 V If battery voltage is above 25.5 V:

BAT 1 pb and BAT 2 pb..............................................................................................AUTOIf the APU is started on batteries only, it should be started within 30 min after the selectionof batteries to AUTO (35 min after battery selection to AUTO, the battery charge is lessthan 25 % of maximum capacity).

If the aircraft has been electrically supplied during the last 6 h:BAT 1 pb and BAT 2 pb.................................................................................................... AUTO

EXT PWR pb (when AVAIL light is on)........................................................................................ ONAVAIL light goes out.

HYDWARNING Do not pressurize hydraulic systems without clearance from ground crew.

APU FIRE TEST/STARTApplicable to: ALL

APU FIREAPU FIRE pb-sw...................................................................................................IN and GUARDEDAGENT lights ............................................................................................................................. OUTIf the APU is already running, ensure that the following check has already been completed. If not,perform it.APU FIRE TEST pb................................................................................................................PRESSCheck :‐ APU FIRE warning on ECAM + CRC + MASTER WARN light (if AC Power available).‐ APU FIRE pb-sw lighted red.‐ SQUIB light and DISCH light on

1 Applicable to: B-6198, B-6210, B-6211, B-6212, B-6215

APU START If EXT PWR pb ON light is on:

APU MASTER SW pb-sw.......................................................................................................ONON light comes on.APU SD page appears on ECAM.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-04 P 3/8FCOM ← C → 07 OCT 11

APU START pb-sw................................................................................................................. ONFLAP OPEN indication appears on APU SD page.On APU SD page, N and EGT rise.When N = 95 %:‐ On APU SD page, AVAIL indication appears.‐ On APU panel : START ON light goes out.

AVAIL light comes on.10 s later:‐ DOOR SD page replaces APU SD page.EXT PWR pb............................................................................................................... AS RQRDExternal power may be kept ON to reduce the APU load, especially in hot conditions: WhenAPU BLEED pb-sw is ON, keeping the EXT PWR pb ON enables to increase the bleed airflow of the APU, thus improving the efficiency of the air conditioning.

If EXT PWR pb ON light is out:APU MASTER SW pb-sw.......................................................................................................ONON light comes on.APU START pb-sw................................................................................................................. ONAt 95 % RPM:‐ START ON light goes out.‐ AVAIL light comes on.‐ APU GEN comes on line.‐ APU SD page appears after 10 s.

If required, adjust brightness on ECAM control panel.10 s later:‐ DOOR SD page replaces APU SD page.

2 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6199, B-6221, B-6222,B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710, B-6723, B-6725, B-6726,B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006

APU START If the EXT PWR pb ON light is on:

APU MASTER SW pb-sw.......................................................................................................ONON light comes on.APU SD page appears on ECAM.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-04 P 4/8FCOM ← C 07 OCT 11

APU START pb-sw................................................................................................................. ONNote: Wait at least 5 s before selecting APU START pb-sw.The FLAP OPEN indication appears on APU SD page.On the APU SD page, N and EGT rise.When N = 95 %:‐ On APU SD page, AVAIL indication appears.‐ On APU panel : START ON light goes out.

AVAIL light comes on.10 s later:‐ DOOR SD page replaces APU SD page.EXT PWR pb............................................................................................................... AS RQRDExternal power may be kept ON to reduce the APU load, especially in hot conditions: WhenAPU BLEED pb-sw is ON, keeping the EXT PWR pb ON enables to increase the bleed airflow of the APU, thus improving the efficiency of the air conditioning.

If the EXT PWR pb ON light is off:APU MASTER SW pb-sw.......................................................................................................ONON light comes on.APU START pb-sw................................................................................................................. ONNote: Wait at least 5 s before selecting APU START pb-sw.At 95 % RPM:‐ START ON light goes out.‐ AVAIL light comes on.‐ APU GEN comes on line.‐ APU SD page appears after 10 s.

If required, adjust brightness on ECAM control panel.10 s later:‐ DOOR SD page replaces APU SD page.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-04 P 5/8FCOM D → 07 OCT 11

BEFORE WALK-AROUNDApplicable to: ALL

COCKPIT LIGHTS* COCKPIT LIGHTS..........................................................................................................AS RQRD‐ Set OVHD INTEG LT knob, STBY COMPASS sw, DOME sw, ANN LT sw as required.‐ Set FLOOD LT, and INTEG LT as required.DOME light should be on because it is the only lighting source in the EMER ELEC configuration.The DIM position is recommended for takeoff.

Applicable to: ALL

F/CTLFLAPS.................................................................................................................. CHECK POSITIONCheck the upper ECAM display to confirm that the FLAPS position agrees with the handleposition.* SPEEDBRAKE lever........................................................ CHECK RETRACTED and DISARMEDWARNING If flight control surface positions do not agree with the control handle positions,

check with the maintenance crew before applying hydraulic power.

Applicable to: ALL

* PARKING BRAKE* PRK BRK handle.......................................................................................................................ON* ACCU PRESS indicator & BRAKES PRESS indicator...................................................... CHECK‐ Check for normal indications.‐ The ACCU PRESS indication must be in the green band. If required use the electric pump on

yellow hydraulic system to recharge the brake accumulator.WARNING Yellow and green hydraulic systems are pressurized from yellow electric pump.

Get ground crew clearance before using the electric pump.

Applicable to: ALL

PROBE/WINDOW HEATPROBE/WINDOW HEAT pb....................................................................................... CHECK AUTO


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-04 P 6/8FCOM ← D → 07 OCT 11

Applicable to: ALL

AIR CONDAPU BLEED pb-sw........................................................................................................................ONDo not use APU BLEED, if ground personnel confirms that ground air unit is connected. Pilotsshould also check the BLEED SD page to determine whether an HP ground air unit is connected(pressure in the bleed system).ALL WHITE LIGHTS....................................................................................................................OFFX BLEED selector..................................................................................................................... AUTOZone temperature selectors............................................................................................... AS RQRDFull range temperature 24 ± 6 °C (75 ± 11 °F).

Applicable to: ALL

CARGO HEAT SELECTORS......................................................................................................................AS RQRDSet temperature selectors, as required.

Applicable to: ALL

ELECScan and check that there are no amber lights, except GEN FAULT lights.

Applicable to: ALL

VENTCheck all lights off.

3 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, MSN 5006

* ECAM* RCL key .............................................................................................................................PRESS‐ Press the RCL key for at least 3 s to recall all warnings that have been cleared or cancelled‐ If applicable, check warnings compatible with MEL, then CLEAR or CANCEL them. If any action

is required, call maintenance personnel as soon as possible.* DOOR key...........................................................................................................................PRESSIf the oxygen pressure is half boxed in amber, check “MIN FLT CREW OXY CHART” to verify if thepressure is sufficient for the scheduled flight (Refer to LIM-35 Cockpit Fixed Oxygen System).* HYD key..............................................................................................................................PRESSCheck that the quantity indexes are in the normal filling range.


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* ENG key..............................................................................................................................PRESSCheck that the oil quantity is at or above 9.5 qts + estimated consumption (maximum averageestimated consumption ∼ 0.5 qt/h).

4 Applicable to: B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412,B-6413, B-6415, B-6416, B-6417, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765,B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF

* ECAM* RCL key .............................................................................................................................PRESS‐ Press the RCL key for at least 3 s to recall all warnings that have been cleared or cancelled‐ If applicable, check warnings compatible with MEL, then CLEAR or CANCEL them. If any action

is required, call maintenance personnel as soon as possible.* DOOR key...........................................................................................................................PRESSIf the oxygen pressure is half boxed in amber, check “MIN FLT CREW OXY CHART” to verify if thepressure is sufficient for the scheduled flight (Refer to LIM-35 Cockpit Fixed Oxygen System).* HYD key..............................................................................................................................PRESSCheck that the quantity indexes are in the normal filling range.* ENG key..............................................................................................................................PRESSCheck that the oil quantity is at or above 11 qt + estimated consumption (maximum averageestimated consumption ∼ 0.3 qt/h).

Applicable to: ALL

* OPERATIONS ENGINEERING BULLETINS (OEB)* OEB in QRH.......................................................................................................................CHECKGo to the OEB section of the QRH and review all OEBs (particularly red OEBs) that are applicableto the aircraft.Note: If there is a transfer of duties during this flight, the flight crew must remind the incoming

flight crew of the applicable OEB(s) during the briefing that is done when transferring theduties.

Applicable to: ALL

EMERGENCY EQUIPMENTCheck the following equipment:‐ Life jackets stowed‐ Axe stowed‐ Smoke hoods or portable oxygen equipment and full face masks stowed and

serviceable


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-04 P 8/8FCOM ← D 07 OCT 11

‐ Portable fire extinguisher lockwired and pressure in the green area‐ Smoke goggles stowed (smoke hoods )‐ Oxygen masks stowed‐ Flashlights stowed‐ Escape ropes stowed

Applicable to: ALL

RAIN REPELLENTPressure and quantity indicators............................................................................................CHECKCAUTION Never use rain repellent to wash the windshield and never use it on a dry

windshield.

Applicable to: ALL

REAR AND OVERHEAD CIRCUIT BREAKERS PANELSREAR and OVERHEAD CIRCUIT BREAKERS panels......................................................... CHECKCheck that all circuit breakers are set. Reset as necessary.

Applicable to: ALL

GEARS PINS AND COVERS* GEARS PINS and COVERS..............................................................................................CHECKCheck that three are on board and stowed.


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STANDARD OPERATING PROCEDURES - EXTERIOR INSPECTION

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-05 P 1/8FCOM A 07 OCT 11

GENERALApplicable to: ALL

The exterior inspection ensures that the overall condition of the aircraft and its visible componentsand equipment are safe for the flight.Complete inspection is normally performed by maintenance personnel or in the absence ofmaintenance personnel by a flight crew member before each originating flight.Items marked by asteriks (*) must be performed again by a flight crew member before each flight.The parking brake must be ON during the exterior inspection to allow the flight crew to check brakewear indicators.‐ Check structure for impact damage‐ Check that there is no evident fuel, oil or hydraulic leaks.WARNING If a landing gear door is open, contact the maintenance crew before applying

hydraulic power.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-05 P 2/8FCOM B → 07 OCT 11

EXTERIOR WALK-AROUNDApplicable to: ALL

SCHEMATIC

Applicable to: ALL

LH FWD FUSELAGE* AOA probes................................................................................................................ CONDITIONF/O and CAPT static ports..................................................................................................... CLEARAvionics equipment vent air inlet valve.......................................................................... CONDITIONOxygen bay.......................................................................................................................... CLOSEDOxygen overboard discharge indicator.................................................................................. GREEN* Toilet servicing door ................................................................................................. CLOSED

Applicable to: ALL

NOSE SECTION* Pitot probes.................................................................................................................CONDITIONSTBY static ports.................................................................................................................... CLEAR


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-05 P 3/8FCOM ← B → 07 OCT 11

* TAT probes................................................................................................................. CONDITION* Radome and latches................................................................................. CONDITION/LATCHEDForward avionics compartment door....................................................................................CLOSEDGround electrical power door (if not required.)....................................................................CLOSED

Applicable to: ALL

NOSE L/G* Nose wheel chocks........................................................................................................ IN PLACE* Wheels and tires.........................................................................................................CONDITIONNose gear structure........................................................................................................ CONDITIONTaxi, TO, turn-off lights...................................................................................................CONDITIONHydraulic lines and electrical wires................................................................................ CONDITIONWheel well.............................................................................................................................. CHECKSafety pin..........................................................................................................................REMOVED

1 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6198, B-6199, B-6215, B-6221,B-6222, B-6400, B-6401, B-6402, B-6403, B-6405, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748,B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, MSN 5006

RH FWD FUSELAGERH + AFT avionic compartment doors................................................................................ CLOSEDAvionic equipment vent air outlet valve..........................................................................CONDITIONF/O-CAPT static ports.............................................................................................................CLEAR* AOA probe.................................................................................................................. CONDITIONForward cargo door and selector panel.................................................................................CHECK

2 Applicable to: B-6193, B-6210, B-6211, B-6212, B-6245, B-6412, B-6413, B-6415, B-6416, B-6417, D-AVYF

RH FWD FUSELAGERH + AFT avionic compartment doors................................................................................ CLOSEDAvionic equipment vent air outlet valve..........................................................................CONDITIONF/O-CAPT static ports.............................................................................................................CLEAR* AOA probe.................................................................................................................. CONDITIONPax oxygen discharge indicator.............................................................................................GREENForward cargo door and selector panel.................................................................................CHECK

Applicable to: ALL

LOWER CENTER FUSELAGEPotable water drain panel ............................................................................................ CLOSEDAntennas......................................................................................................................... CONDITIONDrain mast.......................................................................................................................CONDITION


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RAM air inlet flap............................................................................................................CONDITIONLP and HP ground connection doors.................................................................................. CLOSEDAnticollision light.....................................................................................................................CHECKCTR TK magnetic fuel level....................................................................................................FLUSHPack air intakes and outlets................................................................................................... CLEAR

Applicable to: ALL

RH CENTER WINGYellow hydraulic bay door....................................................................................................CLOSEDFuel panel.............................................................................................................................CLOSEDInner tank magnetic fuel......................................................................................................... FLUSHFuel water drain valve inner tank....................................................................................... NO LEAKLanding light....................................................................................................................CONDITION* Slat 1...........................................................................................................................CONDITION

Applicable to: ALL

ENG 2 LH SIDEOil fill access door (CFM and IAE only).............................................................................. CLOSEDMaster magnetic chip detector access door (IAE only)....................................................... CLOSED* Thrust Recovery Nozzle (PW only)................................................................ CLOSED/LATCHEDHydraulic filter visual access door (PW only)...................................................................... CLOSED* Fan cowl doors............................................................................................... CLOSED/LATCHED* Drain mast..................................................................................................CONDITION/NO LEAK* Engine inlet and fan blades............................................................................................... CHECK

Applicable to: ALL

ENG 2 RH SIDEVent inlet (CFM only)..............................................................................................................CLEARPressure-relief/Start valve handle access door (CFM and IAE only)...................................CLOSEDNose cowl pressure relief door (PW only)...........................................................................CLOSEDEngine oil fill access/starter air valve override access door (PW only)................................CLOSEDMaster chip detector access door (PW only).......................................................................CLOSEDIDG servicing access door (PW only)..................................................................................CLOSEDTurbine exhaust ..................................................................................................................... CLEARPylon/access panel......................................................................................... CONDITION/CLOSED


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3 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790,B-6795, B-6811, B-6837, MSN 5006

RH WING LEADING EDGE* Slats 2, 3, 4, 5............................................................................................................ CONDITIONMagnetic fuel level.................................................................................................................. FLUSHFuel water drain valve........................................................................................................ NO LEAKRefuel coupling.....................................................................................................................CLOSEDSurge tank air inlet................................................................................................................. CLEAR* Fuel ventilation overpressure disc..................................................................................... INTACTNavigation...................................................................................................................... CONDITION* Wing tip....................................................................................................................... CONDITION

Applicable to: ALL

RH WING TRAILING EDGEStatic dischargers................................................................................................................... CHECK* Control surfaces..........................................................................................................CONDITION* Flaps and fairings....................................................................................................... CONDITION

Applicable to: ALL

RH L/G AND FUSELAGE* Chocks.......................................................................................................................... REMOVED* Wheels and tires.........................................................................................................CONDITIONBrakes and brake wear ind............................................................................................ CONDITIONTorque link damper .................................................................................................CONDITIONHydraulic lines........................................................................................................................ CHECKLanding gear structure........................................................................................................... CHECKDownlock springs................................................................................................................... CHECKSafety pin..........................................................................................................................REMOVEDGround hydraulic connection yellow.................................................................................... CLOSEDWater drain mast .................................................................................................... CONDITIONShroud fuel drain............................................................................................CONDITION/NO LEAK

Applicable to: ALL

RH AFT FUSELAGECargo door and selector panel.............................................................................................. CHECKBulk door ........................................................................................................................ CHECK* Toilet service access door............................................................................................... CLOSEDOutflow valve.................................................................................................................. CONDITION


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Drain mast ..................................................................................................................... CONDITIONFlight recorder access door ................................................................................................CLOSED

Applicable to: ALL

TAIL* Stabilizer, elevator, fin, and rudder.............................................................................CONDITIONStatic dischargers................................................................................................................... CHECK* Lower fuselage structure (tail impact on runway).......................................................CONDITION

Applicable to: ALL

APUAccess doors........................................................................................................................CLOSEDAir intake.........................................................................................................................CONDITIONDrain...............................................................................................................CONDITION/NO LEAKOil cooler air outlet ................................................................................................................ CLEARExhaust....................................................................................................................................CLEARNavigation light............................................................................................................... CONDITIONFire extinguisher overpressure indication (red disc).......................................................... IN PLACE

Applicable to: ALL

LH AFT FUSELAGE* Stabilizer, elevator, fin, and rudder.............................................................................CONDITION* Potable water service door.............................................................................................. CLOSEDGround hydraulic connection blue door...............................................................................CLOSEDGround hydraulic connection green and reservoir filling door............................................. CLOSED

Applicable to: ALL

LH LANDING GEAR* Chocks.......................................................................................................................... REMOVED* Wheels and tires.........................................................................................................CONDITIONBrakes and brake wear indicator....................................................................................CONDITIONTorque link damper .................................................................................................CONDITIONHydraulic lines........................................................................................................................ CHECKLanding gear structure........................................................................................................... CHECKDownlock springs................................................................................................................... CHECKSafety pin..........................................................................................................................REMOVED


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Applicable to: ALL

LH WING TRAILING EDGE* Flaps and fairing......................................................................................................... CONDITION* Control surfaces..........................................................................................................CONDITIONStatic dischargers................................................................................................................... CHECK

Applicable to: ALL

LH WING LEADING EDGE* Wing tip....................................................................................................................... CONDITIONNavigation light............................................................................................................... CONDITIONSurge tank air inlet................................................................................................................. CLEAR* Fuel ventilation overpressure disc..................................................................................... INTACTFuel water drain valve........................................................................................................ NO LEAKInner and outer cell magnetic fuel level..................................................................................FLUSH* Slats 2, 3, 4, 5............................................................................................................ CONDITION


ENG 1 LH SIDEOil fill access door................................................................................................................CLOSED* Fan cowl doors............................................................................................... CLOSED/LATCHED* Drain mast..................................................................................................CONDITION/NO LEAK* Engine inlet and fan blades............................................................................................... CHECK


ENG 1 LH SIDEOil fill access door................................................................................................................CLOSEDMaster magnetic chip detector access door........................................................................ CLOSED* Fan cowl doors............................................................................................... CLOSED/LATCHED* Drain mast..................................................................................................CONDITION/NO LEAK* Engine inlet and fan blades............................................................................................... CHECK


ENG 1 RH SIDEVent inlet................................................................................................................................. CLEARPressure relief/Start valve handle access door................................................................... CLOSEDTurbine exhaust...................................................................................................................... CLEAR


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-05 P 8/8FCOM ← B 07 OCT 11

Pylon/access panel......................................................................................... CONDITION/CLOSED7 Applicable to: B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412,

B-6413, B-6415, B-6416, B-6417, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765,B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF

ENG 1 RH SIDEPressure relief/Start valve handle access door................................................................... CLOSEDTurbine exhaust...................................................................................................................... CLEARPylon/access panel......................................................................................... CONDITION/CLOSED

Applicable to: ALL

LH CENTER WING* Slat 1...........................................................................................................................CONDITIONWing leading edge ventilation intake .............................................................................. CLEARFuel water drain valves.......................................................................................................NO LEAKInner tank magnetic fuel......................................................................................................... FLUSHLanding lights..................................................................................................................CONDITIONHydraulic reservoir pressurization door............................................................................... CLOSEDRAT doors............................................................................................................................ CLOSED


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - COCKPIT PREPARATION


INTRODUCTIONApplicable to: ALL

Items marked by (*) are the only steps to be completed during a transit stop.The PF and PNF should perform the cockpit preparation according to the panel scan sequencedefined below (Refer to Panel Scan Sequence), and the task sharing defined in the QRH (Refer toQRH/Task Sharing for Abnormal/Emergency Procedures).DOCUMENTATION AND MAINTENANCE

On entering the aircraft, obtain the technical (maintenance) log and verify that the certificate ofmaintenance and daily inspection (or similar) are up to date and signed. Check the deferred orcarried-forward defects. If refueling has already been completed, check the uplift.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 2/20FCOM B to C → 07 OCT 11

PANEL SCAN SEQUENCEApplicable to: ALL

OVERHEAD PANELApplicable to: ALL

It is a general rule to turn off all white lights for all the systems during the scan sequence. Therefore,these actions are not listed here.


OPERATING MANUAL




Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,B-6211, B-6212, B-6215, B-6221, B-6222, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405

RCDR* RCDR GND CTL....................................................................................................................... ONCVR TEST.............................................................................................................................. PRESSCheck low frequency signal through the loudspeakers.Note: The PARK BRK handle must be ON to perform the CVR test.

1 Applicable to: B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747,B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006

RCDR* RCDR GND CTL....................................................................................................................... ONIn order to perform the test, ensure that the PARK BRK is on.LOUDSPEAKER VOLUME knob....................................................................... OFF (BOTH SIDES)ACP INT/RAD sw (CAPT or F/O).....................................................................................SET to INTINTERPHONE VOLUME RECEPTION KNOB.................................................................. RELEASETurn up the volume to the maximum.CVR TEST...................................................................................................PRESS AND MAINTAINAn audio test signal, and a beep every 4 s, should be heard through the loudspeakers. Once thisis done, talk through the handmike, ensure that your voice is heard on the loudspeakers, and onlythen release the CVR test push button.Note: ‐ Only the handmike, not the boomset, should be used to carry out the test, as the audio

signal must be heard on the loudspeakers.‐ The flight crew may also hear an acoustic feedback during the test. The test is still

valid if this acoustic feedback is heard.

Applicable to: ALL

EVACCAPT & PURS/CAPT sw ..................................................................................................AS RQRDUsual position is CAPT.

Applicable to: ALL

*ADIRSMode selectors (3).......................................................................................................................NAVThe ADIRS outputs are used by many of the aircraft’s systems: Set the selectors to NAV as soonas possible, to provide data to the related systems.


OPERATING MANUAL




Perform a complete alignment if:‐ It is the first flight of the day‐ The GPS is not available, and long segments in poor radio NAVAID coverage airspace are

expected.For other flights, perform a fast alignment, if the residual ground speed is greater than 5 kt. Thealignment is not necessary, if the residual ground speed is less than 5 kt.In case of ADIRS alignment, check that the ALIGN lights of the three ADIRS are on.For more information on ADIRS OPERATION, Refer to PRO-SUP-34-C ADIRS Operation - General

Applicable to: ALL

EXT LTEXTERIOR LIGHTS........................................................................................................... AS RQRDSet STROBE switch to AUTO, BEACON switch to OFF and remaining switches as required.

Applicable to: ALL

*SIGNS* SIGNS............................................................................................................................. ON/AUTO* EMER EXIT LT selector......................................................................................................... ARMNote: If the CIDS has been programmed (option) for a non-smoking flight, NO SMOKING or

NO PORTABLE/ELEC DEVICE signs are permanently on, with the EXIT sw or NOSMOKING sw or NO PORTABLE/ELEC DEVICE sw at AUTO.

Applicable to: ALL

CABIN PRESSLDG ELEV knob....................................................................................................................... AUTO

Applicable to: ALL

*AIR COND* PACK FLOW selector.................................................................................................... AS RQRDSelect:LO : If the number of passengers is below 115.HI : For abnormally hot and humid conditions.NORM : For all other normal operating cases.If the APU is supplying, pack controllers select HI flow automatically, independent of the selectorposition.


OPERATING MANUAL




Applicable to: ALL

ELECECAM ELEC SD page...............................................................................................................CALLBAT 1 pb-sw and BAT 2 pb-sw....................................................................................OFF then ONSetting BAT 1 and BAT 2 to OFF, then to ON initiates a charging cycle. Check on the ECAM ELECSD page that both batteries are loaded correctly : battery currents will drop below 60 A after 10 sand continue to decrease. If not, the flight crew must wait until the charging cycle of the batteries iscompleted (batteries no longer connected to DC BAT BUS) before performing this check again.

Applicable to: ALL

*FUEL If the center tank is empty for the flight:

Apply the following procedure, if your airline is affected by FUEL CTR TK PUMPS LO PRcautions on ground or in flight when the center tank is empty:FUEL MODE SEL pb-sw......................................................................................................MANCTR TK PUMP 1 pb-sw and CTR TK PUMP 2 pb-sw.........................................................OFF

If the center tank is NOT empty for the flight:CAUTION If the FUEL MODE SEL pb is unduly left in the MAN position on ground, when

the CTR TK PUMP 1 pb & CTR TK PUMP 2 pb are not in the OFF position:There is a possibility of fuel spillage, if there are any hidden failures.

FUEL MODE SEL pb........................................................................................... CHECK AUTO

Applicable to: ALL

ENG 1 - ENG 2 FIREENG 1 FIRE pb and ENG 2 FIRE pb......................................................CHECK IN and GUARDEDAGENT 1 light and AGENT 2 light................................................................................CHECK OUTENG 1 TEST pb and ENG 2 TEST pb.................................................................................. PRESSCheck :‐ ENG 1 (2) FIRE pb-sw warning on ECAM + CRC + MASTER WARN light .‐ ENG FIRE pb light red.‐ SQUIB light and DISCH light on.‐ FIRE light (on ENG panel) on.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 6/20FCOM ← C to D → 07 OCT 11

Applicable to: ALL

AUDIO SWITCHING PANELAUDIO SWITCHING rotary selector........................................................................................NORM

2 Applicable to: B-6193, B-6210, B-6211, B-6212, B-6245, B-6412, B-6413, B-6415, B-6416, B-6417, D-AVYF

PASSENGER OXYGEN PANELTEST pb..............................................................................................................PRESS AND HOLDThe following lights must come on: CHECK light, LO light, REGUL SYS 1 light and REGUL SYS 2light, REGUL LO PR light, and CYLINDER FAULT light. Then release the pb to turn off the lights.PRESSURE quantity.............................................................................................................. CHECKCheck that the oxygen pressure is sufficient for the scheduled flight.

Applicable to: ALL

THIRD OCCUPANT AUDIO CONTROL PANELPA reception knob.................................................................................................... Select reception‐ This allows cabin attendant announcements to be recorded on the CVR.‐ For proper recording, set volume at or above medium range.

Applicable to: ALL

MAINTENANCE PANELCheck all lights out. If not out, select associated pushbutton switch to off.

CTR INSTRUMENT PANELApplicable to: ALL

CTR INSTRUMENT PANEL - ISIS* ISIS..................................................................................................................................... CHECK‐ Adjust brightness, check IAS, altimeter readings, altimeter settings and attitude display.‐ Check no flags - Reset attitude, if necessary.Note: Use of the ISIS bugs function is not recommended (Refer to DSC-34-25 Bugs Function)

*CLOCKCheck time, and adjust, if necessary; elapsed time at zero, chrono at zero.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 7/20FCOM ← D to E → 07 OCT 11

NOSEWHEEL STEERING* A/SKID & N/W STRG sw.......................................................................................................... ON

PEDESTALApplicable to: ALL

ACPINT knob ..................................................................................... PRESS OUT / VOLUME CHECKMake sure that INT volume is turned up to permit contact with the ground crew.VHF ....................................................................................................................................... CHECKCheck transmission and reception.HF (if required for flight).........................................................................................................CHECK‐ Check transmission and reception.‐ Do not transmit on HF during refueling.

*WEATHER RADAR* Power supply sw .......................................................................................................CHECK OFF* WINDSHEAR switch .......................................................................................... CHECK OFF* GAIN..............................................................................................................................AUTO/CAL* MODE............................................................................................................................. AS RQRD

SWITCHING PANELSWITCHING panel................................................................................................................. CHECKCheck all selectors at NORM.

*ECAM CONTROL PANEL* STS pb................................................................................................................................ PRESSCheck that INOP SYS display is compatible with MEL.If a message is displayed in MAINTENANCE STATUS, see PARKING procedure (Refer toPRO-NOR-SOP-24-A Parking - General).* PRESS pb...........................................................................................................................PRESSCheck that the CAB PRESS page displays LDG ELEV AUTO, to confirm the correct position of theLDG ELEV knob.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 8/20FCOM ← E → 07 OCT 11

COCKPIT DOORIf required by local Airworthiness Authorities:ANN LT selector........................................................................................................................ TESTCheck that the OPEN and FAULT lights (on the pedestal), and the three LED lights (on theoverhead panel) come on.ANN LT selector.......................................................................................................................... BRTCheck that all lights go off.CKPIT DOOR................................................................................CHECK CORRECT OPERATION‐ Set the COCKPIT DOOR sw to the UNLOCK position. Check that the door opens, and that the

OPEN light comes on‐ Then, with the door fully open, release the COCKPIT DOOR sw (check that it returns to NORM

position). Close the door. Check that it is locked, and that the OPEN Indication goes off.CKPIT DOOR MECHANICAL OVERRIDE............................................................................ CHECKCheck that the door opens normally, and that it closes when the mechanical override is used.

*ENG* THRUST LEVERS ................................................................................................... CHECK IDLE* ENG MASTER sw .................................................................................................... CHECK OFF* ENG MODE selector..............................................................................................CHECK NORM

*PARKING BRK* PARK BRK handle.................................................................................................ON THEN OFF‐ Check pressure on the the BRAKE PRESS indicator.‐ If chocks are in place, release the parking brake to increase brake cooling.

GRAVITY GEAR EXTNGRAVITY GEAR EXTN....................................................................................... CHECK STOWED

ATCATC...............................................................................................................SET FOR OPERATIONPerform the appropriate ATC selection to allow the ATC transponder to operate in mode S (Referto DSC-34-50-10 Description), TCAS is on standby. To prevent possible interference to radarsurveillance systems, TCAS should not be selected before the holding point/lining up.ALT RPTG..................................................................................................................................... ON


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 9/20FCOM ← E to J → 07 OCT 11

ATC SYS 1........................................................................................................................... SELECTFor RVSM operations (Refer to PRO-SPO-50 General), select SYS 1 if AP 1 is used, and SYS 2 ifAP 2 is used.Only system 1 is available, in emergency electrical configuration.

RMPApplicable to: ALL

RMP................................................................................................................................................... ONGreen NAV light.................................................................................................................CHECK OFFSEL light.............................................................................................................................CHECK OFFCOM FREQUENCIES...................................................................................................................TUNEUse VHF 1 for ATC (only VHF 1 is available in emergency electrical configuration), VHF 2 for ATISand company frequencies. VHF 3 is normally devoted to ACARS.

AIRFIELD DATAApplicable to: ALL

* Obtain data needed for initializing the system and preparing the cockpit. This should include,RUNWAY IN USE, ALTIMETER SETTING, and WEATHER DATA.

ATC CLEARANCEApplicable to: ALL

* Obtain ATC clearance or use the probable clearance.

ACARSApplicable to: ALL

* Initialize ACARS at that point or after FMGS INITIALIZATION, as per company policy.

FMGS INITIALIZATIONApplicable to: ALL

At electrical power-up, the FMGSs and FCU run through various internal tests. Allow enough time(3 min) for tests’ completion, and do not start to press pushbuttons until the tests are over. If the“PLEASE WAIT” message appears, do not press any MCDU key until the message clears.

Applicable to: ALL

* ENGINE & AIRCRAFT TYPE................................................................................................ CHECK


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 10/20FCOM ← J → 07 OCT 11

Applicable to: ALL

* FM database validity.............................................................................................................. CHECK‐ Press the DATA, and display the STATUS page (if not displayed).‐ Check DATA BASE validity and stored WPT/NAVAIDS/RWY/ROUTES, if any.

If applicable, review the stored data for deletion decision.

Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

* NAVAID DESELECTION....................................................................................................AS RQRDIf NOTAMs warn of any unreliable DME or VOR/DME, display DATA, then POSITION MONITOR.Access the SEL NAVAID page, and deselect the related NAVAID.

3 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF,MSN 5006

* NAVAID DESELECTION....................................................................................................AS RQRDIf NOTAMs warn of any unreliable DME or VOR/DME, display DATA, then POSITION MONITOR.Access the SELECTED NAVAIDS page, and deselect the related NAVAID.For an RNP AR departure, access the SELECTED NAVAIDS page and deselect all NAVAID(s)through the RADIONAV SELECTED/DESELECTED prompt.

Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222

* FLIGHT PLAN INITIALIZATION......................................................................................COMPLETE‐ Press the INIT key‐ Insert CO RTE or city pair, and check FROM/TO‐ Check/modify ALTN/CO RTE‐ Enter flight number

Note: For ATC needs, the crew should enter exactly the entire flight number, as shown on theICAO flight plan, without inserting any space, on the MCDU INIT page.

‐ Enter (and/or check) cost index‐ Enter intended initial CRZ FL, or check if it was already supplied by the database.

Modify it, if necessary, taking into account ATC constraints or expected gross weight‐ Check and modify CRZ FL TEMP and tropopause level to agree with forecast‐ Check latitude/longitude.


OPERATING MANUAL






Note: For ATC needs, the crew should enter exactly the entire flight number, as shown on theICAO flight plan, without inserting any space, on the MCDU INIT page.


Modify it, if necessary, taking into account ATC constraints or expected gross weight‐ Check and modify CRZ FL TEMP and tropopause level to agree with forecast‐ Enter (and/or check) the expected ground temperature for take off (GND TEMP)‐ PRESS IRS INIT prompt‐ Check alignment latitude/longitude.

Applicable to: B-6178, B-6179, B-6180, B-6192, B-6400, B-6405


Note: For ATC needs, the flight crew should enter exactly the entire flight number, as shown onthe ICAO flight plan, without inserting any space, on the MCDU INIT page.


Modify it, if necessary, taking into account ATC constraints or expected gross weight.‐ Check and modify CRZ FL TEMP to agree with forecast‐ Do not modify the default tropopause value (36 090 ft) displayed on the INIT page or the FUEL

PRED page of the MCDU.‐ Check latitude/longitude.


OPERATING MANUAL





* ADIRS POSITION INITIALIZATION....................................................................AS APPROPRIATE‐ ADIRS position initialization involves setting the ADIRS navigation starting point. This is only

necessary for a complete or fast alignment.‐ Press the ALIGN IRS prompt to send the coordinates displayed on the MCDU INIT page to the

three ADIRS.‐ Use the defaulted departure airport reference point coordinates to initialize the ADIRS.‐ When flying without GPS on long segments without radio coverage, it is better to use the gate

coordinates to initialize the ADIRS: To insert these coordinates, slew them on the MCDU, and thenpress the ALIGN IRS prompt.

Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403

* ADIRS POSITION INITIALIZATION....................................................................AS APPROPRIATE‐ ADIRS position initialization involves setting the ADIRS navigation starting point. This is only

necessary for a complete or fast alignment.‐ Press the ALIGN ON REF prompt to send the coordinates displayed on the IRS INIT page to the

three ADIRS.‐ Use the defaulted departure airport reference point coordinates to initialize the ADIRS.‐ When flying without GPS on long segments without radio coverage, it is better to use the gate

coordinates to initialize the ADIRS: To insert these coordinates, slew them on the MCDU, and thenpress the ALIGN IRS prompt.


* ADIRS POSITION INITIALIZATION....................................................................AS APPROPRIATE‐ ADIRS position initialization involves setting the ADIRS navigation starting point. This only occurs

for a complete or fast alignment. The ADIRS are automatically initialized using the GPS position,without pilot intervention.

‐ If the GPS position is not available, the crew manually initializes the ADIRS, by pressing theALIGN ON REF prompt. This sends the coordinates displayed on the IRS INIT page to the threeADIRS.

‐ When performing a manual initialization, use the defaulted departure airport reference pointcoordinates. If flying long segments in poor radio NAVAID coverage airspace; it is better to use thegate coordinates to initialize the ADIRS: To insert these coordinates, slew them on the MCDU, andthen press the ALIGN IRS prompt.


OPERATING MANUAL




Applicable to: ALL

* F-PLN A page...........................................................................................COMPLETE AND CHECKIf CO RTE has been inserted, the F-PLN should automatically include the preferential or probabletakeoff runway approach and landing runway, associated SIDs, STARs, transition and en-routewaypoints. However some databases will only include departure and arrival airport IDENTs anden-route waypoints.The flight crew must check, modify, or insert (as applicable) the F-PLN in the following order,according to the data given by ATIS, ATC, or MET:‐ Lateral revision at departure airport. Select RWY, then SID, then TRANS using scroll keys.‐ Lateral revision at WPT for ROUTE modification if needed. (Refer to DSC-22_20-30-10-05 Lateral

Revisions).‐ Vertical revision. Check or enter climb speed limit, constraints according to ATC clearance. Enter

step altitude as appropriate.* WINDS.................................................................................................................AS APPROPRIATEChoose between using trip wind and the forecast wind for CLB, CRZ and DES phases.(Refer toDSC-22_20-30-20-05 Flight Phases).* F-PLN......................................................................................................................................CHECK‐ Check the F-PLN using F-PLN page and ND PLAN mode versus the computer (paper) flight plan

or navigation chart.‐ Check DIST TO DEST along the F-PLN. Compare it with the total distance computed for the flight

with the computer (paper) flight plan.

Applicable to: ALL

* SECONDARY FLIGHT PLAN............................................................................. AS APPROPRIATEThis is routinely a copy of the active flight plan. However, consideration may be given to thefollowing:a. Copy the active F-PLN, but modify it at a suitable WPT for an immediate return to the departure

airfield in the event of, for example, engine failureb. If weather is below landings minima at the departure airfield, the secondary flight plan should be

that required for a diversion immediately after takeoffc. If there is a chance of a change in runway or SID during taxi, prepare for it by copying the active

flight plan and making the necessary modifications.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 14/20FCOM ← J to K → 07 OCT 11

Applicable to: ALL

* RADIO NAV............................................................................................................................CHECK‐ Check the VOR, ILS and ADF tuned by the FMGC.‐ Modify them if required, and check that the correct identifier is displayed on the ND and PFD (ILS).

If unsatisfactory, go through the audio check.

FMGS DATA INSERTIONApplicable to: ALL

GROSS WEIGHT INSERTION (INIT B PAGE);* ZFW/ZFWCG..................................................................................................................... INSERT* BLOCK FUEL.....................................................................................................................INSERTCAUTION The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) are

computed from the ZFW and ZFWCG entered by the crew on the MCDU.Therefore, this data must be carefully checked (Captain’s responsibility).

‐ The flight crew should insert the weights after completing all other insertions. This is to avoidcycles of prediction computations at each change in flight plan, constraints, etc.

‐ If ZFW and ZFWCG are unavailable, it is acceptable to enter the expected values in order toobtain predictions. Similarly, the flight crew may enter the expected fuel on board, if refuelinghas not been completed at that time.

‐ If ZFW, ZFWCG, and BLOCK FUEL are inserted, the FM will provide all predictions, as well asthe EXTRA fuel, if any.

Applicable to: ALL

TAKEOFF DATA INSERTION (PERF TAKEOFF PAGE):* V1, VR, V2......................................................................................................................... INSERT* FLX TO TEMP................................................................................................................... INSERT* THR RED/ACC altitude......................................................................................... SET or CHECKFor noise abatement procedure, the crew must set the acceleration altitude at, or above, 3 000 ft,and adjust the values according to local noise abatement regulations.* ENG OUT ACC altitude.........................................................................................SET or CHECK* FLAPS/THS reminder........................................................................................................ INSERT* TO SHIFT....................................................................................................................... AS RQRDEnter the takeoff SHIFT distance, if takeoff is to be from an intersection. This is essential forposition updating at takeoff and, consequently, for navigation accuracy.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 15/20FCOM ← K to L → 07 OCT 11


RNP INSERTION (PROG PAGE):* RNP....................................................................................................................... SET or CHECKFor RNP AR departure, check or insert the RNP.

Applicable to: ALL

CLIMB, CRUISE, DESCENT, SPEED PRESELECTION* PRESET SPEEDS..........................................................................................................AS RQRDIf the flight is cleared for a close-in turn or close-in altitude constraint, the flight crew may preselectgreen dot speed on the PERF CLB page. Once the CLB phase is active, the preselected speedwill be displayed in the FCU speed window and on the PFD (blue symbol). Once the turn iscompleted or the altitude cleared, the pilot will resume the managed speed profile by pressing theSPD selector on the FCU.Similarly the pilot may select a CRZ MACH number on the PERF CRZ page (constant CRZ Machsegment, for example). When the CRZ phase is active, the preselected CRZ MACH number willbe displayed in the FCU speed window and on the PFD. When ECON MACH number may beresumed, the crew presses the FCU SPD selector.In either of the above cases, the pilot may cancel the CLB or CRZ preselected SPD/MACH prior toactivating the related phase, by selecting ECON on the PERF CLB or CRZ pages.SPD LIM is defaulted to 250 kt below 10 000 ft in the managed speed profile. This may be eithercleared or modified on the VERT REV page at the origin (or a climb waypoint).

GLARESHIELDApplicable to: ALL

LIGHTINGGlareshield integral light selector and flood light............................................................... AS RQRD

*EFIS CONTROL PANEL* BARO REF...............................................................................................................................SET‐ Set QNH (or QFE) on the EFIS control panel and on the standby altimeter‐ Check barometer settings and altitude indications on the PFD and standby altimeter. (Tolerance

limits are given in Refer to PRO-SUP-34-B Flight Instrument Tolerances - General).* FD................................................................................................................................ CHECK ON


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 16/20FCOM ← L to M → 07 OCT 11

* LS................................................................................................................................... AS RQRDNote: Do not engage the autothrust on ground, as it may generate the AUTO FLT A/THR OFF

warning at engine start.* ND mode and range.......................................................................................................AS RQRDMODE : Display the ARC mode on the ND if the takeoff direction is approximately the

departure direction, or the ROSE NAV mode if the direction change is to be morethan 70 ° after takeoff (to allow the ND to display the area behind the aircraft).

RANGE : Set the minimum range to display the first waypoint after departure, or as requiredfor weather radar.

* VOR/ADF selector..........................................................................................................AS RQRDDisplay VOR and ADF needles as needed.

*FCU* SPD MACH window.........................................................................................................DASHED* HDG V/S -TRK FPA pb................................................................................................... HDG V/S* ALT window..................................................................... INITIAL EXPECTED CLEARANCE ALT

LATERAL CONSOLESApplicable to: ALL

OXYGEN MASK TEST

On the OXYGEN panel:CREW SUPPLY pb......................................................................................................... CHECK ONOn the glareshield:LOUDSPEAKERS..........................................................................................................................ONOn the audio control panel:INT reception knob......................................................................................... PRESS OUT-ADJUST


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 17/20FCOM ← M to N → 07 OCT 11

INT/RAD sw...................................................................................................................................INTOn the mask stowage box:‐ Press and hold the reset/test button in the direction of the arrow.

• Check that the blinker turns yellow for a short time, and then goes black.‐ Hold the reset/test button down, and press the emergency pressure selector.

• Check that the blinker turns yellow and remains yellow, as long as the emergency pressureselector is pressed.

• Listen for oxygen flow through the loudspeakers. Warn any engineer, whose headset may beconnected to the nose intercom, that a loud noise may be heard when performing this check.

‐ Check that the reset/test button returns to the up position and the N 100 % selector is in the100 % position.

‐ Press the emergency pressure selector again, and check that the blinker does not turn yellow.This ensures that the mask is not supplied.

On the ECAM DOOR/OXY page:REGUL LO PR message...............................................................................................CHECK OFFThe crew must perform this check after having checked all masks. It ensures that the LP valve isopen, (due to residual pressure between the LP valve and the oxygen masks, an LP valve failed inthe closed position may not be detected during the oxygen mask test).

CM 1/2 INSTRUMENT PANELS7 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,

B-6211, B-6212, B-6215, B-6221, B-6222, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6413, B-6415, B-6416, B-6417,D-AVYF

PFD and ND brightness knob................................................................................................AS RQRDCheck the ND outer ring to maximum range (radar display).LOUDSPEAKER.............................................................................................................................. SETOne o'clock position.* PFD.........................................................................................................................................CHECK‐ Check PFD/ND not transferred.‐ Check for correct display, when ATT and HDG are available.‐ Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading and attitude

display.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 18/20FCOM ← N to O → 07 OCT 11

* ND...........................................................................................................................................CHECK‐ Check for correct display.‐ Crosscheck compass indication on the ND and DDRMI.‐ Check ground speed less than 5 kt, heading, initial waypoint, VOR ADF indications.

CM 1/2 INSTRUMENT PANELS8 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790,

B-6795, B-6811, B-6837, MSN 5006

PFD and ND brightness knob................................................................................................AS RQRDCheck the ND outer ring to maximum range (radar display).LOUDSPEAKER.............................................................................................................................. SETOne o'clock position.* PFD.........................................................................................................................................CHECK‐ Check PFD/ND not transferred.‐ Check for correct display, when ATT and HDG are available.‐ Check IAS, FMA, initial target ALT, altimeter readings, VSI, altimeter settings, heading and attitude

display.ND...............................................................................................................................................CHECK‐ Check for correct display.‐ Crosscheck compass indication on the ND.‐ Check ground speed less than 5 kt, heading, initial waypoint, VOR ADF indications.

FMGS DATA CONFIRMATIONApplicable to: ALL

* AIRFIELD DATA.................................................................................................................CONFIRM* ATC CLEARANCE.................................................................................................................OBTAIN* IRS ALIGN..............................................................................................................................CHECKOn the POSITION MONITOR page, check that the IRS are in NAV mode, and check that thedistance between each IRS and the FMS position is lower than 5 nm. Select ND in ROSE-NAV orARC mode, and confirm that the aircraft position is consistent with the position of the airport, the SIDand the surrounding NAVAIDs.* GROSS WEIGHT INSERTION.............................................................................................. CHECKThe PNF checks FMGS data.* TO DATA..........................................................................................................CALCULATE/CHECKThe PNF calculates and checks takeoff data.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-06 P 19/20FCOM ← O to S 07 OCT 11

* F-PLN A page........................................................................................................................ CHECK‐ Select the EFIS CSTR pushbutton switch on.‐ Ensure that the inserted F-PLN agrees with planned routes. Refer to PRO-NOR-SRP-01-10 FMGS

Initialization‐ Use the scroll key to check the whole F-PLN thoroughly, using ND in PLAN mode as necessary.

Tracks and distances between waypoints are displayed on the second line from the top of theMCDU. SID and EOSID tracks and distances must be checked from the appropriate navigationcharts.

‐ Check speed and altitude constraints. Add new speed or altitude constraints it required.

ATCApplicable to: ALL

* ATC CODE...................................................................................................................................SET

FUELApplicable to: ALL

* FUEL QTY..............................................................................................................................CHECK‐ Check that ECAM fuel on board corresponds to the F-PLN.‐ Check that fuel imbalance is within limits.

TAKEOFF BRIEFINGApplicable to: ALL

* TAKEOFF BRIEFING........................................................................................................PERFORM

PC DEDICATED TO MAINTENANCE Applicable to: ALL

Check that the Personal Computer (PC) dedicated to maintenance use and located in front of lowerstowage at RH rear corner is stowed.Check that the light of its manual switch is off. If not, switch it off.Check that its associated printer located in front of RH rear of the cockpit is stowed.


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - BEFORE PUSHBACK OR START

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-07 P 1/4FCOM A to B → 07 APR 11

BEFORE START CLEARANCEApplicable to: ALL

LOADSHEET.............................................................................................................................. CHECKThe Captain should thoroughly check the Load and Trim Sheet (LTS), particularly for gross errors.Make sure that the loadsheet data is correct: Correct flight, correct aircraft, dry operating index,configuration, Fuel On Board, etc.Compare the ZFW/ZFWCG with the previously-entered data, and adjust if necessary.Check that the takeoff CG is within the LTS operational limits.

TAKEOFF DATA.................................................................................PREPARE and CHECK/REVISEWhen the loadsheet is checked:‐ The PNF checks or recalculates the takeoff speeds and flexible temperature, using the RTOW

charts‐ The PF independently calculates the takeoff speeds and flexible temperature, as a crosscheck

Take particular care in determining the takeoff configuration. (Refer to PER-THR-FLXDEFINITION). Confirm any takeoff weight limitation.

‐ The PF checks (or revises) the takeoff data in the INIT B and PERF pages of the MCDU.

SEATS, SEAT BELTS, HARNESSES, RUDDER PEDALS, ARMRESTS................................ADJUSTThe seat is correctly adjusted, when the pilot’s eyes are in line with the red and white balls.

MCDU.................................................................................................IN TAKEOFF CONFIGURATIONIt is recommended that the crew display F-PLN on the PNF side, and PERF TAKEOFF on the PFside.

EXT PWR...........................................................................................................................CHECK OFFRequest that external power be removed.

BEFORE START CHECKLIST down to the line.................................................................COMPLETE

AT START CLEARANCEApplicable to: ALL

PUSHBACK/START UP CLEARANCE.....................................................................................OBTAINObtain ATC pushback/startup clearance.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-07 P 2/4FCOM ← B → 07 APR 11

Obtain ground crew clearance.

NW STRG DISC.......................................................................................................CHECK AS RQRDIn case of pushback (conventional or towbarless), the nosewheel steering selector bypass pin mustbe in the tow position. The ECAM’s NW STRG DISC, or N WHEEL STEERG DISC memos indicatethis to the flight crew.CAUTION If NW STRG DISC is not displayed on the ECAM, but the ground crew confirms that

the steering selector bypass pin is in the towing position, then the pushback mustnot be performed. This is to avoid possible nose landing gear damage upon yellowhydraulic pressurization.To dispatch the aircraft in such a case, Refer to MMEL/MI-32-51 Nose WheelSteering Control System.

In case of a powerpush by the main landing gear, the nosewheel steering selector should remain inthe normal position to steer the aircraft (Refer to PRO-SUP-80-A Pushback with Power Push Unit Viathe Main Landing Gear - General).

WINDOWS and DOORS............................................................................................CHECK CLOSED‐ Check that the cockpit windows are closed and locked‐ Check, on the ECAM lower display, that all the aircraft doors are closed‐ When required by local airworthiness authorities, check that the cockpit door is closed and locked

(no cockpit door open/fault indication).If entry is requested, identify the person requesting entry before unlocking the door. With thecockpit door sw on NORM, the cockpit door is closed and locked. If entry is requested from thecabin, and if no further action is performed by the pilot, the cabin crew will be able to unlock thedoor by using the emergency access procedure. Except for crew entry/exit, the cockpit doorshould remain closed until engine shutdown.

BEACON sw...................................................................................................................................... ON

THR LEVERS................................................................................................................................. IDLECAUTION Engines will start, regardless of the thrust lever position; thrust will rapidly increase

to the corresponding thrust lever position, causing a hazardous situation, if thrustlevers are not at IDLE.

PARKING BRAKE ACCU PRESS indicator...............................................................................CHECKThe ACCU PRESS indicator must be in the green band.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-07 P 3/4FCOM ← B 07 APR 11

PARKING BRAKE................................................................................................................. AS RQRDIf no pushback is required, check that the PRK BRK handle is ON, and check the BRAKES PRESSindicatorCAUTION If, during engine start with parking brake on, the aircraft starts to move due to a

parking brake failure, immediately release the PRK BRK handle to restore brakingby pedals.

If pushback is required, set the PRK BRK handle to OFF.CAUTION Do not use brakes during pushback, unless required due to an emergency.

After pushback is completed, set the PRK BRK handle to ON and inform the ground crew to allowtowbar to be disconnected.

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


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - ENGINE START

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-08 P 1/10FCOM A → 07 OCT 11

AUTOMATIC ENGINE STARTApplicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222

Use the automatic engine start procedure in most circumstances. However, if the start aborts dueto insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from anexternal pneumatic power group), it is recommended to use the manual start procedure, instead theautomatic procedure.If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run theengine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatchedwithout maintenance action. If the leak is still present after 5 min, maintenance action may berequired before the flight.ENG MODE selector........................................................................................................... IGN/STARTThe lower ECAM displays the ENG SD page.START ENGINE 2..............................................................................................................ANNOUNCEEngine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parkingbrake.ENG 2 MASTER sw..........................................................................................................................ON‐ Do not turn the ENG 2 MASTER sw ON before all amber crosses and messages have

disappeared on the engine parameters (upper ECAM display).‐ Parameter callouts are not mandatory.‐ In case the electrical power supply is interrupted during the start sequence (indicated by the loss

of ECAM DUs), abort the start by switching OFF the ENG 2 MASTER sw. Then, perform a 30 sdry crank.

ON ECAM UPPER DISPLAY ON ECAM LOWER DISPLAYN2 increases Corresponding start valve in line.

Bleed pressure indication green.Oil pressure increases.

At 16 % N2 Indication of the active igniter (A or B).

At 22 % N2‐ FF increases

15 s (maximum) after fuel is on‐ EGT increases‐ N1 increases

At 50 % N2 Start valve starts closing. (It is fully closed between 50 %and 56 % N2).Igniter indication off.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-08 P 2/10FCOM ← A → 07 OCT 11

MAIN AND SECONDARY ENG. IDLE PARAMETERS.............................................CHECK NORMALAt ISA sea level : N1 about 19.5 %

N2 about 58.5 %EGT about 390 °CFF about 275 kg/h (600 lb/h)

Grey background on N2 indication disappears.START ENGINE 1..............................................................................................................ANNOUNCEENG 1 MASTER sw..........................................................................................................................ONSame procedure as for engine 2.Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.Note: A PTU FAULT is triggered, if the second engine is started within 40 s following the end of

the cargo doors operation.

AUTOMATIC ENGINE START

Applicable to: MSN 5006

1Use the automatic engine start procedure in most circumstances. However, if the start aborts dueto insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from anexternal pneumatic power group), it is recommended to use the manual start procedure, instead theautomatic procedure.If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run theengine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatchedwithout maintenance action. If the leak is still present after 5 min, maintenance action may berequired before the flight.ENG MODE selector........................................................................................................... IGN/STARTThe lower ECAM displays the ENG SD page.START ENGINE 2..............................................................................................................ANNOUNCEEngine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parkingbrake.ENG 2 MASTER sw..........................................................................................................................ON‐ Do not turn the ENG 2 MASTER sw ON before all amber crosses and messages have

disappeared on the engine parameters (upper ECAM display).‐ Parameter callouts are not mandatory.‐ In case the electrical power supply is interrupted during the start sequence (indicated by the loss



OPERATING MANUAL




ON ECAM UPPER DISPLAY ON ECAM LOWER DISPLAYN2 increases Corresponding start valve inline.


At 16 % N2 Indication of the active igniter (A or B).

At 22 % N2‐ FF increases (1)

15 s (maximum) after fuel is on‐ EGT increases‐ N1 increases

At 50 % N2 Start valve starts closing. (It is fully closed between 50 %and 56 % N2).Igniter indication off.

(1) With the current ECU standard, the FF indication may be crossed up to approximately 200 kg/h (440 lb/h).

When idle is reached (AVAIL indication is displayed):MAIN AND SECONDARY ENG. IDLE PARAMETERS...................................... CHECK NORMALAt ISA sea level : N1 about 19.5 %

N2 about 58.5 %EGT about 390 °CFF about 275 kg/h (600 lb/h)

Grey background on N2 indication disappears.START ENGINE 1....................................................................................................... ANNOUNCEENG 1 MASTER sw................................................................................................................... ONSame procedure as for engine 2.Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.Note: A PTU FAULT is triggered, if the second engine is started within 40 s following the end

of the cargo doors operation.

AUTOMATIC ENGINE STARTApplicable to: B-6178, B-6179, B-6180, B-6181, B-6182

Use the automatic engine start procedure in most circumstances. However, if the start aborts dueto insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from anexternal pneumatic power group), it is recommended to use the manual start procedure, instead theautomatic procedure.If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run theengine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatchedwithout maintenance action. If the leak is still present after 5 min, maintenance action may berequired before the flight.


OPERATING MANUAL




ENG MODE selector........................................................................................................... IGN/STARTThe lower ECAM displays the ENG SD page.START ENGINE 2..............................................................................................................ANNOUNCEEngine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parkingbrake.ENG 2 MASTER sw..........................................................................................................................ON‐ Do not turn the ENG 2 MASTER sw ON before all amber crosses, except on N1 and N2, and

messages, have disappeared on the engine parameters (upper ECAM display).‐ The N1 and N2 indications show amber crosses until the actual N1 and N2 reach about 3.5 %.‐ Parameter callouts are not mandatory.‐ In case the electrical power supply is interrupted during the start sequence (indicated by the loss




30 s after ENG 2 MASTER sw is ON:‐ FF increases.

Indication of the active igniter (A or B).

20 s (maximum) after fuel is on‐ EGT increases‐ N1 increases prior to 34 % N2.

At 43 % N2 Igniter indication off.Slightly above 43 % N2 Start valve crossline.

Note: When the FADEC detects an impending hung start or hot start, the FADEC applies anautomatic recovery sequence without an ECAM message. The crew will notice that dualignition (A+B) is applied, and that fuel will be commanded OFF, and then re-commandedON within 0.5 s. It is not necessary for the crew to shut down the engine.

MAIN AND SECONDARY ENG. IDLE PARAMETERS.............................................CHECK NORMALAt ISA sea level : N1 about 21.4 %

N2 about 57.8 %EPR about 1.01EGT about 414 °CFF about 350 kg/h (775 lb/h)

Grey background on N2 indication disappears.START ENGINE 1..............................................................................................................ANNOUNCE


OPERATING MANUAL




ENG 1 MASTER sw..........................................................................................................................ONSame procedure as for engine 2.Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.Note: A PTU FAULT is triggered, if the second engine is started within 40 s following the end of

the cargo doors operation.

AUTOMATIC ENGINE START2 Applicable to: B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709,


Use the automatic engine start procedure in most circumstances. However, if the start aborts dueto insufficient starter inlet air pressure (e.g. on high airfields, or in case of low pressure from anexternal pneumatic power group), it is recommended to use the manual start procedure, instead theautomatic procedure.If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run theengine at idle for 5 min. If the leak disappears during these 5 min, the aircraft can be dispatchedwithout maintenance action. If the leak is still present after 5 min, maintenance action may berequired before the flight.ENG MODE selector........................................................................................................... IGN/STARTThe lower ECAM displays the ENG SD page.START ENGINE 2..............................................................................................................ANNOUNCEEngine 2 is usually started first. It powers the yellow hydraulic system, that pressurizes the parkingbrake.ENG 2 MASTER sw..........................................................................................................................ON‐ Do not turn the ENG 2 MASTER sw ON before all amber crosses, except on N1 and N2, and

messages, have disappeared on the engine parameters (upper ECAM display).‐ The N1 and N2 indications show amber crosses until the actual N1 and N2 reach about 3.5 %.‐ Parameter callouts are not mandatory.‐ In case the electrical power supply is interrupted during the start sequence (indicated by the loss



OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-08 P 6/10FCOM ← A 07 OCT 11



30 s after ENG 2 MASTER sw is ON:‐ FF increases.

Indication of the active igniter (A or B).

20 s (maximum) after fuel is on‐ EGT increases‐ N1 increases prior to 34 % N2.

At 43 % N2 Igniter indication off.Slightly above 43 % N2 Start valve crossline.

Note: When the FADEC detects an impending hung start or hot start, the FADEC applies anautomatic recovery sequence without an ECAM message. The crew will notice that dualignition (A+B) is applied, and that fuel will be commanded OFF, and then re-commandedON within 0.5 s. It is not necessary for the crew to shut down the engine.

When idle is reached (AVAIL indication is displayed):MAIN AND SECONDARY ENG. IDLE PARAMETERS...................................... CHECK NORMALAt ISA sea level : N1 about 21.4 %

N2 about 57.8 %EPR about 1.01EGT about 414 °CFF about 350 kg/h (775 lb/h)

Grey background on N2 indication disappears.START ENGINE 1....................................................................................................... ANNOUNCEENG 1 MASTER sw................................................................................................................... ONSame procedure as for engine 2.Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.Note: A PTU FAULT is triggered, if the second engine is started within 40 s following the end

of the cargo doors operation.


OPERATING MANUAL




GROUND RUN UP - DANGER AREAS3 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, MSN 5006


OPERATING MANUAL





OPERATING MANUAL




GROUND RUN UP - DANGER AREAS4 Applicable to: B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412,

B-6413, B-6415, B-6416, B-6417, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765,B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-08 P 10/10FCOM ← B 07 OCT 11


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - AFTER START


AFTER START1 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, MSN 5006

ENG MODE selector....................................................................................................................NORMTurning the ENG MODE selector to NORM indicates the end of the start sequence. AFTER STARTactions may be performed.On ECAM lower display the WHEEL SD page replaces the ENG SD page.Leaving the ENG MODE selector at the START/IGN position would prevent continuous relightselection on the ground (would be supplied at lift off). In addition, the ENG SD page would remaindisplayed. The selector must be cycled to recover normal control of ignition and to display WHEELSD page.After start, to avoid thermal shock, the pilot should operate the engine at idle or near idle for atleast 2 min before advancing the thrust lever to high power. Taxi time at idle may be included in thewarm-up period.The last engine started must run for at least 2 min before takeoff initiation, to ensure that takeoff isnot initiated before the center tank pumps test is finished, since takeoff on center tank is prohibited.


ENG MODE selector....................................................................................................................NORMTurning the ENG MODE selector to NORM indicates the end of the start sequence. AFTER STARTactions may be performed.On ECAM lower display the WHEEL SD page replaces the ENG SD page.Leaving the ENG MODE selector at the START/IGN position would prevent continuous relightselection on the ground (would be supplied at lift off). In addition, the ENG SD page would remaindisplayed. The selector must be cycled to recover normal control of ignition and to display WHEELSD page.After a shutdown period greater than 2 h, to avoid thermal shock, the pilot should operate the engineat idle or near idle for at least 5 min before advancing the thrust lever to high power. Taxi time at idlemay be included in the warm-up period.The last engine started must run for at least 2 min before takeoff initiation, to ensure that takeoff isnot initiated before the center tank pumps test is finished, since takeoff on center tank is prohibited.

Applicable to: ALL

APU BLEED pb-sw..........................................................................................................................OFF‐ Turn APU BLEED pb-sw off just after engine start to avoid ingestion of engine exhaust gases.‐ APU BLEED valve closes, ENG BLEED valves open.


OPERATING MANUAL





ENG 1 ANTI ICE pb-sw and ENG 2 ANTI ICE pb-sw...........................................................AS RQRDNote: Icing conditions may be expected when the OAT (on ground and for takeoff), or the TAT (in

flight), is 10 °C or below, and there is visible moisture in the air (such as clouds, fog withlow visibility, rain, snow, sleet, ice crystals), or when standing water, slush, ice or snow ispresent on the taxiways or runway.

During ground operation, when in icing conditions and the OAT is plus 3 °C or less, or if significantengine vibration occurs, the following procedure should be applied for ice shedding :CAUTION If, during thrust increase, the aircraft starts to move, immediately retard the thrust

levers to IDLE.If ground surface conditions and the environment permit, the flight crew should accelerate theengines to minimum 50 % of N1 at intervals not greater than 15 min. There is no requirement tomaintain the high trust settings.In addition, this engine acceleration should also be performed just before take-off, with particularattention to engine parameters to ensure normal engine operation.Note: When performing the static run–up, the 61-74 % N1 range should be avoided.If ENG ANTI ICE is selected ON and the valve(s) do not open (FAULT light(s) remain on), increasethe N2 of the associated engine by about 5 %.When the valves are open, retard the thrust lever(s) to idle.If ENG ANTI ICE is switched on, the IGNITION memo appears on the ECAM because continuousignition is automatically selected.


ENG 1 ANTI ICE pb-sw and ENG 2 ANTI ICE pb-sw...........................................................AS RQRDNote: Icing conditions may be expected when the OAT (on ground and for takeoff), or the TAT (in

flight), is 10 °C or below, and there is visible moisture in the air (such as clouds, fog withlow visibility, rain, snow, sleet, ice crystals), or when standing water, slush, ice or snow ispresent on the taxiways or runway.

During ground operation, when in icing conditions for more than 30 min, the following procedureshould be applied for ice shedding :CAUTION If, during thrust increase, the aircraft starts to move, immediately retard the thrust

levers to IDLE.If ground surface conditions and the environment permit, the flight crew should accelerate theengines to approximately 70 % of N1 for 30 s at intervals not greater than 30 min.


OPERATING MANUAL




In addition, this engine acceleration should also be performed just before take-off, with particularattention to engine parameters to ensure normal engine operation. If ground surface or environmentdo not permit to accelerate the engine to 70 % N1, then power setting and dwell time should be ashigh as practical.When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, iceshedding may be enhanced, by additional run ups at intervals, to not exceed 10 min, advancingthrottles to 70 % N1 momentarily (no hold time).

Applicable to: ALL

WING ANTI ICE pb-sw.......................................................................................................... AS RQRDWhen Wing Anti-Ice pb-sw is switched on, on the ground, the anti-ice valves open for about 30 s (testsequence), then close as long as the aircraft is on ground.

Applicable to: ALL

APU MASTER pb-sw (if APU not required)....................................................................................OFFAVAIL light goes off after APU cooling period.

Applicable to: ALL

GROUND SPOILERS..................................................................................................................... ARM

Applicable to: ALL

RUD TRIM rotary selector............................................................................................................ ZEROIf RUD TRIM rotary selector position indication is not at zero, press the RESET pb.

Applicable to: ALL

FLAPS lever ................................................................................................................................... SET‐ Set flaps for takeoff‐ Check their position on the ECAM upper display‐ If taxiing in slush, keep the flaps retracted until reaching the holding point before takeoff.

Applicable to: ALL

PITCH TRIM handwheel..................................................................................................................SETSet takeoff CG on pitch trim handwheel.

Applicable to: ALL

DOOR/OXY SD page............................................................................................................... SELECT‐ Check that all slides are armed‐ Deselect the DOOR/OXY SD page after verifying the slides.


OPERATING MANUAL




Applicable to: ALL

ECAM STATUS..........................................................................................................................CHECK‐ PNF checks and PF crosschecks that there is no status reminder (STS) on the upper ECAM

display‐ If STS is displayed, press the STS key and review the ECAM Status page.

Applicable to: ALL

CLEAR TO DISCONNECT.................................................................................................ANNOUNCERequest : Chocks removed

Nose wheel steering bypass pin removed (NW STRG DISC memo not displayed)Interphone disconnectHand signal on the left/right side.

Applicable to: ALL

AFTER START CHECK LIST............................................................................................. COMPLETE


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - TAXI


TAXIApplicable to: ALL

TAXI clearance.......................................................................................................................... OBTAIN

Applicable to: ALL

NOSE light...................................................................................................................................... TAXITurn on the nosewheel light to TAXI day and night.RWY TURN OFF lights may be switched ON, as required.

Applicable to: ALL

PARK BRK handle...........................................................................................................................OFFCheck that brake pressure is zero (triple indicator). Slight residual pressure may be indicated for ashort period of time.

Applicable to: ALL

ELAPSED TIME ....................................................................................................................AS RQRDIf ACARS is not installed, start ELAPSED TIME to record block time.

Applicable to: ALL

THRUST LEVERS..................................................................................................................AS RQRD‐ Little, if any, power above idle thrust will be needed to get the aircraft moving (40 % N1 maximum).

Thrust should normally be used symmetrically. Once the aircraft starts to move, little thrust isrequired

‐ Use of the engine anti-ice increases ground idle thrust, so the pilot must use care on slipperysurfaces

‐ The engines are close to the ground. Avoid positioning them over unconsolidated, or unpreparedground (beyond the edge of the taxiways, for example).Avoid high thrust settings at low ground speeds, which increase the risk of ingestion (FOD),and the risk of projection of debris towards the trimmable horizontal stabilizer and towards theelevators.


OPERATING MANUAL




Applicable to: ALL

BRAKES ....................................................................................................................................CHECK‐ Once the aircraft starts moving:

• Check the brake efficiency of the normal braking system: The aircraft must slow down whenpressing the brake pedals.CAUTION If the aircraft has been parked in wet conditions for a long period, the efficiency

of the first brake application at low speed will be reduced.If an arc is displayed on the WHEEL SD page, above the brake temperature, set the brake fans on.

Applicable to: ALL

FLIGHT CONTROLS..................................................................................................................CHECK1. At a convenient stage, prior to or during taxi, and before arming the autobrake, the PF silently

applies full longitudinal and lateral sidestick deflection.On the F/CTL SD page, the PNF checks full travel and the correct sense of all elevators and allailerons, and the correct deflection and retraction of all spoilers.The PNF calls out “full up”, “full down”, ″neutral”, “full left”, “full right”, “neutral”, as each fulltravel/neutral position is reached.The PF silently checks that the PNF calls are in accordance with the sidestick order.Note: In order to reach full travel, full sidestick must be held for a sufficient period of time.

2. The PF presses the PEDALS DISC pb on the nosewheel tiller, and silently applies full leftrudder, full right rudder, and neutral. The PNF calls out “full left”, “full right”, “neutral”, as each fulltravel/neutral position is reached.

3. The PNF applies full longitudinal and lateral sidestick deflection, and silently checks full travel andthe correct sense of all elevators and all ailerons, and the correct deflection and retraction of allspoilers, on the F/CTL SD page.Note: The F/CTL SD page is automatically displayed for 20 s.

Applicable to: ALL

ATC clearance........................................................................................................................CONFIRM

Applicable to: ALL

TAKEOFF DATA/CONDITIONSIf takeoff data has changed, or in case of a runway change, prepare updated takeoff data, asappropriate:F-PLN (Runway).................................................................................................................... REVISE


OPERATING MANUAL




FLAPS lever .......................................................................................................AS APPROPRIATESelect takeoff position.V1, VR, V2........................................................................................................................REINSERTFLX TO temperature.........................................................................................................REINSERT

Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405Impacted by TDU: 00013658 Taxi - AFS/Flight Instruments

AFS/FLIGHT INSTRUMENTSF-PLN (SID,TRANS)............................................................................................REVISE or CHECKCarefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECKUse VERT REV at departure, or at a CLB waypoint.CLEARED ALTITUDE ON FCU.................................................................................................. SETHDG ON FCU............................................................................................. IF REQUIRED, PRESETIf a heading is required by the ATC after takeoff, in case of a radar vector departure, preset theheading on the FCU. NAV mode will be disarmed.RWY TRK mode will keep the aircraft on the runway track.FD.....................................................................................................CHECK BOTH SELECTED ONFMA........................................................................................................................................ CHECKFLIGHT INSTRUMENTS........................................................................................................CHECKRADAR (if required)...................................................................................................................... ONTo check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew canthen set the radar to the AUTO position.PREDICTIVE WINDSHEAR SYSTEM ..............................................................................AUTO

1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF,MSN 5006Impacted by TDU: 00013658 Taxi - AFS/Flight InstrumentsImpacted by TDU: 00013658 Taxi - AFS/Flight Instruments

AFS/FLIGHT INSTRUMENTSF-PLN (SID,TRANS)............................................................................................REVISE or CHECKCarefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECKUse VERT REV at departure, or at a CLB waypoint.CLEARED ALTITUDE ON FCU.................................................................................................. SET


OPERATING MANUAL




HDG ON FCU............................................................................................. IF REQUIRED, PRESETIf a heading is required by the ATC after takeoff, in case of a radar vector departure, preset theheading on the FCU. NAV mode will be disarmed.RWY TRK mode will keep the aircraft on the runway track.FD.....................................................................................................CHECK BOTH SELECTED ONFMA........................................................................................................................................ CHECKRNP pb .........................................................................................................................................ONOnly for RNP AR departure.FLIGHT INSTRUMENTS........................................................................................................CHECKRADAR (if required)...................................................................................................................... ONTo check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew canthen set the radar to the AUTO position.PREDICTIVE WINDSHEAR SYSTEM ..............................................................................AUTO

2 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727,B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006Impacted DU: 00011932 Taxi - AFS/Flight Instruments

AFS/FLIGHT INSTRUMENTSF-PLN (SID,TRANS)............................................................................................REVISE or CHECKCarefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECKUse VERT REV at departure, or at a CLB waypoint.CLEARED ALTITUDE ON FCU.................................................................................................. SETHDG ON FCU............................................................................................. IF REQUIRED, PRESETIf a heading is required by the ATC after takeoff, in case of a radar vector departure, preset theheading on the FCU. NAV mode will be disarmed.RWY TRK mode will keep the aircraft on the runway track.FD.....................................................................................................CHECK BOTH SELECTED ONFMA........................................................................................................................................ CHECKRNP pb .........................................................................................................................................ONOnly for RNP AR departure.FLIGHT INSTRUMENTS........................................................................................................CHECKRADAR (if required)...................................................................................................................... ONTo check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew canthen set the radar to the AUTO position.Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flyingbelow FL 200.


OPERATING MANUAL




Note: 1. If the weather is good, or no significant, in order to check that the radar is operatingcorrectly: down tilt until displaying ground echoes

2. If the weather display is ambiguous or unexpected, in order to better analyze theweather situation, use manual tilt according to standard technique.

3. In particular below FL 200, for situations with low-level weather, weather with lowreflectivity or in front of suspected active cells, the flight crew should switch to Manualmode and adjust the tilt setting downward until the weather is detected or the groundclutter appears on the upper part of the display.

4. In addition, the flight crew may increase the manual gain control to display lowerreflectivity targets. The manual gain control can be increased in both AUTO andManual modes to display lower levels of weather. In both cases, ground clutter mayalso be displayed as a result of low settings and/or increased gain.

PREDICTIVE WINDSHEAR SYSTEM ..............................................................................AUTO3 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,

B-6221, B-6222, B-6400, B-6405Impacted DU: 00011932 Taxi - AFS/Flight Instruments

AFS/FLIGHT INSTRUMENTSF-PLN (SID,TRANS)............................................................................................REVISE or CHECKCarefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECKUse VERT REV at departure, or at a CLB waypoint.CLEARED ALTITUDE ON FCU.................................................................................................. SETHDG ON FCU............................................................................................. IF REQUIRED, PRESETIf a heading is required by the ATC after takeoff, in case of a radar vector departure, preset theheading on the FCU. NAV mode will be disarmed.RWY TRK mode will keep the aircraft on the runway track.FD.....................................................................................................CHECK BOTH SELECTED ONFMA........................................................................................................................................ CHECKFLIGHT INSTRUMENTS........................................................................................................CHECKRADAR (if required)...................................................................................................................... ONTo check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew canthen set the radar to the AUTO position.Gain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flyingbelow FL 200.


OPERATING MANUAL




Note: 1. If the weather is good, or no significant, in order to check that the radar is operatingcorrectly: down tilt until displaying ground echoes

2. If the weather display is ambiguous or unexpected, in order to better analyze theweather situation, use manual tilt according to standard technique.


4. In addition, the flight crew may increase the manual gain control to display lowerreflectivity targets. The manual gain control can be increased in both AUTO andManual modes to display lower levels of weather. In both cases, ground clutter mayalso be displayed as a result of low settings and/or increased gain.

PREDICTIVE WINDSHEAR SYSTEM ..............................................................................AUTO

Applicable to: B-6413, B-6415, B-6416, B-6417Impacted DU: 00011932 Taxi - AFS/Flight Instruments

AFS/FLIGHT INSTRUMENTSF-PLN (SID,TRANS)............................................................................................REVISE or CHECKCarefully confirm that the ATC clearance agrees with the FMGS, if NAV mode is to be used.INITIAL CLIMB SPEED AND SPEED LIMIT...................................................... MODIFY or CHECKUse VERT REV at departure, or at a CLB waypoint.CLEARED ALTITUDE ON FCU.................................................................................................. SETHDG ON FCU............................................................................................. IF REQUIRED, PRESETIf a heading is required by the ATC after takeoff, in case of a radar vector departure, preset theheading on the FCU. NAV mode will be disarmed.RWY TRK mode will keep the aircraft on the runway track.FD.....................................................................................................CHECK BOTH SELECTED ONFMA........................................................................................................................................ CHECKRNP pb .........................................................................................................................................ONOnly for RNP AR departure.FLIGHT INSTRUMENTS........................................................................................................CHECKRADAR (if required)...................................................................................................................... ONTo check the radar and the departure path, set the MULTISCAN sw to MAN. The flight crew canthen set the radar to the AUTO position.Gain must be manually set to +8, when MULTISCAN sw is set to AUTO and when flying belowFL 150.


OPERATING MANUAL




Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. Duringoperation in good or non significant weather conditions, no weather pattern will bedisplayed on the ND’s. In this case, the flight crew confirms correct radar operation,using temporarily MANUAL TILT.

2. The flight crew monitors the weather radar display in AUTO mode, and confirmsany weather display that is ambiguous or unexpected using manual tilt according tostandard techniques.

PREDICTIVE WINDSHEAR SYSTEM ..............................................................................AUTO

Applicable to: ALL

ATC code....................................................................................................................... CONFIRM/SET


TERR ON ND .................................................................................................................AS RQRD‐ In mountainous areas, consider displaying terrain on ND.‐ If use of radar is required, consider selecting the radar display on the PF side, and TERR ON ND

on the PNF side only.4 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,



on the PNF side only.For RNP AR operations (in mountainous terrain), set TAWS TERR ON both sides. If required, oneflight crew may select the weather radar for weather avoidance.

Applicable to: ALL

AUTO BRK......................................................................................................................................MAX‐ ON light comes on‐ Autobrake may be armed, with the parking brake on‐ In the event of an aborted takeoff, selecting the MAX mode before takeoff improves safety.

If the takeoff must be aborted, the autobrake system applies maximum braking as soon as thethrust levers are set to idle, if the ground speed is above 72 kt.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-10 P 8/12FCOM ← A to C → 07 OCT 11

Applicable to: ALL

TAKEOFF BRIEFING.............................................................................................................CONFIRM

Applicable to: ALL

CABIN REPORT..................................................................................................................... RECEIVEObtain cabin report from the purser, as a minimum : “CABIN SECURED FOR TAKEOFF”TO CONFIG pb...........................................................................................................................PRESSCheck that ECAM upper display shows “TO CONFIG NORMAL”.TO MEMO........................................................................................................CHECK NO BLUE LINE

Applicable to: ALL

BEFORE TAKEOFF CHECKLIST down to the line............................................................COMPLETE

VISUAL GROUND GEOMETRYApplicable to: ALL

180 DEG TURN ON RUNWAY5 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790,

B-6795, B-6811, B-6837, MSN 5006

The standard width of a runway is 45 m. However, this aircraft only needs a runway width of 30 m(99 ft) for a 180 ° turn.The following procedure is recommended for performing a 180 ° turn on the runway.


OPERATING MANUAL




FOR THE CM1:‐ Taxi on the right of the runway and turn left, maintaining 25 ° of divergence from the runway

axis‐ When physically over the runway edge:

• Turn the nosewheel fully right• On ENG 1, set N1 to between 30 % and 35 % (CFM engines), or the EPR to between 1.02

and 1.03 (IAE engines)• Set ENG 2 to idle.

The Ground Speed (GS) for the entire maneuver should be between 5 kt and 8 kt, to prevent thewidth of the turn from increasing.

FOR THE CM2:The procedure is symmetrical. (Taxi on the left-hand side of the runway).

Note: To prevent the nosewheel from skidding on a wet runway, it is possible to perform theturn at a very low speed using asymmetric thrust and differential braking, as necessary.


OPERATING MANUAL




180 DEG TURN ON RUNWAY6 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,


The standard width of a runway is 45 m. However, this aircraft only needs a runway width of 30 m(99 ft) for a 180 ° turn.The following procedure is recommended for performing a 180 ° turn on the runway. FOR THE CM1:

‐ Taxi on the right of the runway and turn left, maintaining 25 ° of divergence from the runwayaxis

‐ When about 2 m before the runway edge:• Turn the nosewheel fully right• On ENG 1, set N1 to between 30 % and 35 % (CFM engines), or the EPR to between 1.02

and 1.03 (IAE engines)• Set ENG 2 to idle.

The Ground Speed (GS) for the entire maneuver should be between 5 kt and 8 kt, to prevent thewidth of the turn from increasing.

FOR THE CM2:The procedure is symmetrical. (Taxi on the left-hand side of the runway).


OPERATING MANUAL




Note: To prevent the nosewheel from skidding on a wet runway, it is possible to perform theturn at a very low speed using asymmetric thrust and differential braking, as necessary.


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - BEFORE TAKEOFF


BEFORE TAKEOFFApplicable to: ALL

TAKEOFF OR LINE UP CLEARANCE..................................................................................... OBTAIN

Applicable to: ALL

TCAS Mode selector..................................................................................................TA or TA/RAThe FAA recommends selecting TA mode:‐ In case of known nearby traffic, which is in visual contact‐ At particular airports and during particular procedures, identified by an Operator as having a

significant potential for unwanted or inappropriate resolution advisories (closely-spaced parallelrunways, converging runways...)

Applicable to: ALL

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

Applicable to: ALL

PACK 1 and 2........................................................................................................................AS RQRDConsider selecting packs OFF, or APU bleed ON.This will improve performance when using TOGA thrust.In case of a FLEX takeoff, selecting packs OFF or APU bleed ON will reduce takeoff EGT, and thusreduce maintenance costs.The use of flex thrust may reduce maintenance costs. The effect is particularly significant with thefirst degrees of FLEX.Use of APU bleed is not authorized, if wing anti-ice is to be used.

Applicable to: ALL

EXTERIOR LIGHTS.........................................................................................................................SETSet RWY TURN OFF sw, L LAND sw and R LAND sw, and NOSE sw at ON/TO in order to minimizebird strike hazard during takeoff.Set the STROBE selector to ON, before entering the runway.

Applicable to: ALL

TAKEOFF RUNWAY..............................................................................................................CONFIRMConfirm that the line up is performed on the intended runway. Useful aids are:‐ The runway markings,‐ The runway lights,

Be careful that in low visibility, edge lights could be mixed up with the center line lights.


OPERATING MANUAL




‐ The ILS signal,If the runway is ILS equipped, the flight crew can press the ILS pb (or LS pb): The LOC deviationshould be centered after line up.

‐ The runway symbol on the ND,‐ The Runway Awareness and Advisory System .

Applicable to: ALL

SLIDING TABLE ...................................................................................................................STOW1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


RNP AR DEPARTUREGPS 1+2 on GPS MONITOR page............................................................... CHECK BOTH IN NAVGPS PRIMARY on PROG page........................................................................CHECK AVAILABLEFMA....................................................................................................................................... CHECKVerify NAV is armed (blue).

Applicable to: ALL

If the brake fans are running:BRAKE TEMP......................................................................................................................CHECK‐ If brake temperature is above 150 °C, delay takeoff.‐ If brake temperature is below 150 °C, select brake fans off.


ENG MODE selector..............................................................................................................AS RQRDSelect IGN START, if heavy rain or severe turbulence is expected after takeoff.Note: Continuous ignition is automatically selected, if the ENG 1 ANTI ICE pb and ENG 2 ANTI

ICE pb are ON.3 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, MSN 5006

ENG MODE selector..............................................................................................................AS RQRDSelect IGN, if:‐ The runway has standing water, or‐ Heavy rain is falling, or‐ Heavy rain or severe turbulence is expected after takeoff.


OPERATING MANUAL




Applicable to: ALL

CABIN CREW............................................................................................................................ADVISEAdvise the cabin crew that takeoff is imminent.

Applicable to: ALL

BEFORE TAKEOFF CHECKLIST below the line............................................................... COMPLETERead the checklist below the line, when line-up clearance is obtained.


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - TAKEOFF


TAKEOFFApplicable to: ALL

Rolling takeoff is permitted.TAKEOFF........................................................................................................................... ANNOUNCEBRAKES................................................................................................................................. RELEASE


THRUST SETTING If the crosswind is at or below 20 kt and there is no tailwind:

THRUST LEVERS................................................................................................. FLX or TOGA‐ To counter the nose-up effect of setting engine takeoff thrust, apply half forward stick until

the airspeed reaches 80 kt. Release the stick gradually to reach neutral at 100 kt.‐ PF progressively adjusts engine thrust in two steps:

• from idle to about 50 % N1 (1.05 EPR).• from both engines at similar N1 to takeoff thrust.

▪ Once the thrust levers are set to FLX or TOGA detent, the captain keeps his hand onthe thrust levers until the aircraft reaches V1.

In case of tailwind or if crosswind is greater than 20 kt:THRUST LEVERS................................................................................................. FLX or TOGA‐ PF applies full forward stick.‐ PF sets 50 % N1 (1.05 EPR) on both engines then increases thrust progressively to reach

takeoff thrust at 40 kt ground speed, while maintaining stick full forward up to 80 kt. Releasestick gradually to reach neutral at 100 kt.

‐ Once the Thrust Levers are set to FLX or TOGA detent, the captain keeps his hand on theThrust Levers until the aircraft reaches V1.

Note: 1. ENG SD page replaces WHEEL SD page on the ECAM lower display2. The FADEC includes a keep-out zone, which is designed to avoid steady state

operation inside a N1 range between 60 % and 74 % due to fan flutter phenomenon.This can result in discontinuous EPR increase during thrust setting (Refer toDSC-70-20 Functions).

DIRECTIONAL CONTROL......................................................................................... USE RUDDERAt 130 kt (wheel speed), the connection between nosewheel steering and the rudder pedalsis removed. Therefore, in strong crosswinds, more rudder input will be required at this point toprevent the aircraft from turning into the wind.


OPERATING MANUAL




CHRONO.................................................................................................................................STARTPFD/ND..................................................................................................................................... SCAN1. Check the FMA on the PFD. The following modes are displayed: MAN TOGA (or MAN FLX xx)

/SRS/RWY (or blank) / A/THR (in blue).Note: If an ILS that corresponds to the departure runway is tuned, RWY mode appears. If

not, no lateral mode appears until the aircraft lifts off.2. Check the FMS position on the ND (aircraft on runway centerline).Note: If GPS PRIMARY is not available, check the FMS position update.FMA................................................................................................................................ ANNOUNCE


THRUST SETTING If the crosswind is at or below 20 kt and there is no tailwind:

THRUST LEVERS................................................................................................. FLX or TOGA‐ To counter the nose-up effect of setting engine takeoff thrust, apply half forward stick until

the airspeed reaches 80 kt. Release the stick gradually to reach neutral at 100 kt.‐ PF progressively adjusts engine thrust in two steps:

• from idle to about 50 % N1 (1.05 EPR).• from both engines at similar N1 to takeoff thrust.

▪ Once the thrust levers are set to FLX or TOGA detent, the captain keeps his hand onthe thrust levers until the aircraft reaches V1.

In case of tailwind or if crosswind is greater than 20 kt:THRUST LEVERS................................................................................................. FLX or TOGA‐ PF applies full forward stick.‐ PF sets 50 % N1 (1.05 EPR) on both engines then rapidly increases thrust to about 70 %

N1 (1.15 EPR) then progressively to reach takeoff thrust at 40 kt ground speed, whilemaintaining stick full forward up to 80 kt. Release stick gradually to reach neutral at 100 kt.

‐ Once the thrust levers are set to FLX or TOGA detent, the captain keeps his hand on thethrust levers until the aircraft reaches V1.

Note: ENG SD page replaces WHEEL SD page on the ECAM lower display.DIRECTIONAL CONTROL......................................................................................... USE RUDDERAt 130 kt (wheel speed), the connection between nosewheel steering and the rudder pedalsis removed. Therefore, in strong crosswinds, more rudder input will be required at this point toprevent the aircraft from turning into the wind.


OPERATING MANUAL




CHRONO.................................................................................................................................STARTPFD/ND..................................................................................................................................... SCAN1. Check the FMA on the PFD. The following modes are displayed: MAN TOGA (or MAN FLX xx)

/SRS/RWY (or blank) / A/THR (in blue).Note: If an ILS that corresponds to the departure runway is tuned, RWY mode appears. If

not, no lateral mode appears until the aircraft lifts off.2. Check the FMS position on the ND (aircraft on runway centerline).Note: If GPS PRIMARY is not available, check the FMS position update.FMA................................................................................................................................ ANNOUNCE


BEFORE REACHING 80 KTTAKEOFF N1......................................................................................................................... CHECKCheck that the actual N1 of the individual engines has reached the N1 rating limit, before theaircraft reaches 80 kt. Check EGT.THRUST SET................................................................................................................. ANNOUNCEPFD and ENG indications.........................................................................................................SCANScan airspeed, N1, and EGT throughout the takeoff.


BEFORE REACHING 80 KTTAKEOFF EPR.......................................................................................................................CHECKCheck that the actual EPR of the individual engines has reached the EPR rating limit, before theaircraft reaches 80 kt. Check EGT.THRUST SET................................................................................................................. ANNOUNCEPFD and ENG indications.........................................................................................................SCANScan airspeed, EPR, and EGT throughout the takeoff.


OPERATING MANUAL




Applicable to: ALL

REACHING 100 KTONE HUNDRED KNOTS............................................................................................... ANNOUNCE‐ The PF crosschecks and confirms the speed indicated on the PFD‐ Below 100 kt the Captain may decide to abort the takeoff, depending on the circumstances‐ Above 100 kt, rejecting the takeoff is a more serious matter.

Applicable to: ALL

AT V1V1....................................................................................................................................ANNOUNCE

Applicable to: ALL

AT VRROTATION ............................................................................................................................ORDERROTATION........................................................................................................................PERFORM‐ At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards a

pitch attitude 15 ° (12.5 °, one engine is failed)‐ Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension‐ In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at

maintaining wings level‐ After lift-off, follow the SRS pitch command bar.CAUTION If a tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin, and

return to the originating airport for damage assessment.

Applicable to: ALL

WHEN POSITIVE CLIMBPOSITIVE CLIMB........................................................................................................... ANNOUNCELDG GEAR UP...................................................................................................................... ORDERLDG GEAR..................................................................................................................... SELECT UPAP.......................................................................................................................................AS RQRDAbove 100 ft AGL, AP 1 or 2 may be engaged.FMA................................................................................................................................ ANNOUNCE


OPERATING MANUAL




Applicable to: ALL

AT THRUST REDUCTION ALTITUDETHRUST LEVERS..........................................................................................................................CLMove the thrust levers to the CL detent, when the flashing LVR CLB prompt appears on the FMA.A/THR is now active.In manual flight, the pilot must anticipate the change in pitch attitude in order to prevent the speedfrom decaying when thrust is reduced.FMA................................................................................................................................ ANNOUNCEPACK 1 and 2 (if applicable)........................................................................................................ ONSelect PACK 1 on after CLB thrust reduction.Select PACK 2 on after flap retraction.Note: 1. Selecting pack on before reducing takeoff thrust would result in an EGT increase.

2. PACK 2 may be selected earlier, but not sooner than 10 s after PACK 1 is selected on,for passenger comfort.

3. If packs are not switched on after the takeoff phase, an ECAM caution will betriggered.

Applicable to: ALL

AT ACCELERATION ALTITUDEFMA................................................................................................................................ ANNOUNCECheck the target speed change from V2 + 10 to the first CLB speed (either preselected ormanaged).Note: 1. When THR RED and ACC ALT are equal, the FMA will change from MAN

FLX/SRS/NAV to THR CLB/CLB/NAV.2. If FCU-selected altitude is equal to or close to the acceleration altitude, then the FMA

will switch from SRS to ALT*.

Applicable to: ALL

ABOVE ACCELERATION ALTITUDE (OR ONCE IN CLIMB PHASE)The following procedure ensures that the aircraft is effectively accelerating toward climb speed. At F speed:

Note: For takeoff in CONF 1 + F, “F” speed does not appear.FLAPS 1.......................................................................................................................... ORDERFLAPS 1......................................................................................................................... SELECT


OPERATING MANUAL




At S speed:FLAPS ZERO.................................................................................................................. ORDERFLAPS ZERO................................................................................................................. SELECTGRND SPLRS................................................................................................................ DISARMEXTERIOR LIGHTS.............................................................................................................. SETSet to OFF the NOSE sw and the RWY TURN OFF sw.The flight crew can maintain the LAND sw set to ON, according to airline policy or regulatoryrecommendations.

Note: The CRUISE SD page replaces the ENG SD page.

Applicable to: ALL

DERATED CLB OPS ..............Refer to FCOM Supplementary Procedures section (Power Plant)


OPERATING MANUAL




Applicable to: ALL


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - AFTER TAKEOFF


AFTER TAKEOFFApplicable to: ALL

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

Applicable to: ALL

ENG MODE selector..............................................................................................................AS RQRDSelect IGN, if severe turbulence or heavy rain is encountered.

Applicable to: ALL

TCAS Mode selector ...........................................................................................................TA/RASelect TA/RA, if the takeoff has been performed with TA only.


ANTI ICE................................................................................................................................ AS RQRDENG ANTI ICE should be ON, when icing conditions are expected with a TAT at, or below, 10 °C.Note: With ENG ANTI ICE ON, the FADEC automatically selects continuous ignition. The

IGNITION memo appears on ECAM.2 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, MSN 5006

ANTI ICE................................................................................................................................ AS RQRDENG ANTI ICE should be ON, when icing conditions are expected with a TAT at, or below, 10 °C.

Applicable to: ALL

AFTER TAKEOFF/CLIMB CHECKLIST down to the line...................................................COMPLETE


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - AFTER TAKEOFF




OPERATING MANUAL


STANDARD OPERATING PROCEDURES - CLIMB


CLIMBApplicable to: B-6156, B-6157, B-6169, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, B-6709, B-6710, B-6723,B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, MSN 5006Impacted by TDU: 00013057 Climb - Initial Climb

Normal vertical mode is CLB or OP CLB with managed speed active.PF MCDU..............................................................................................................................PERF CLB‐ PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will

reach the FCU selected altitude) but he may select other pages such as F-PLN page as may betactically necessary.With the AP engaged, the PF will make any required flight plan revisions.

‐ The MCDU PROG page displays OPT FL and MAX REC FL. It is worth noting that this OPT FL isa function of the cost index (CI).

‐ The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin. The pilot may enter acruise flight level above this level into the MCDU and the FMGS will accept it, provided that it doesnot exceed the level at which the margin is reduced to 0.2 g.

PNF MCDU...................................................................................................................................F-PLNPNF MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisionsto the lateral or vertical flight plan).CLIMB SPEED MODIFICATIONS

If ATC, turbulence or operational considerations lead to a speed change:Select the new speed with FCU SPD knob and pull.Speed target is now “selected”.To return to managed speed mode, push FCU SPD knob.The speed target is now “managed”.Note: The best speed (and rate of climb) for long-term situations lies between green dot

speed and ECON speed. At high altitude, acceleration from green dot to ECONspeed can take a long time.

EXPEDITE CLIMB If ATC requires a rapid climb through a particular level:

Push the EXP pb on the FCU.The target speed is now green dot speed. FMA :THR CLB /EXP CLB/NAV


OPERATING MANUAL




Note: Use EXP only for short-term tactical situations. For the best overall economy flyat ECON IAS.To return to ECON CLB speed:

Push ALT knob.Check FMA: THR CLB/CLB/NAV

BARO REF...................................................................................................................................SETAt transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standbyaltimeter.Cross-check baro settings and altitude readings.CRZ FL...................................................................................................................... SET AS RQRD‐ If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ

FL entered in the INIT A page during cockpit preparation. The FCU will automatically take intoaccount a higher CRZ FL selected with the FCU ALT knob.

‐ If ATC limits CRZ FL to a lower level than the one entered in the INIT A page (or present on thePROG page) the flight crew must insert this lower CRZ FL in the PROG page.Otherwise there is no transition into CRZ phase : the managed speed targets and Mach are notmodified, and SOFT ALT mode is not available. In that case FMA will display: MACH/ALT/NAVinstead of MACH/ALT CRZ/NAV.

Applicable to: B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405,B-6412, B-6413, B-6415, B-6416, B-6417, D-AVYF

Normal vertical mode is CLB or OP CLB with managed speed active.PF MCDU..............................................................................................................................PERF CLB‐ PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will




PNF MCDU...................................................................................................................................F-PLNPNF MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisionsto the lateral or vertical flight plan).


OPERATING MANUAL




CLIMB SPEED MODIFICATIONS If ATC, turbulence or operational considerations lead to a speed change:

Select the new speed with FCU SPD knob and pull.Speed target is now “selected”.To return to managed speed mode, push FCU SPD knob.The speed target is now “managed”.Note: The best speed (and rate of climb) for long-term situations lies between green dot



Push the EXP pb on the FCU.The target speed is now green dot speed. FMA :THR CLB /EXP CLB/NAVNote: Use EXP only for short-term tactical situations. For the best overall economy fly

at ECON IAS.To return to ECON CLB speed:


BARO REF...................................................................................................................................SETAt transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standbyaltimeter.Cross-check baro settings and altitude readings.CRZ FL...................................................................................................................... SET AS RQRD‐ If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ




OPERATING MANUAL




Applicable to: B-6156, B-6157, B-6169, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, B-6709, B-6710, B-6723,B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, MSN 5006Impacted DU: 00010245 Climb - Initial Climb

1Normal vertical mode is CLB or OP CLB with managed speed active.PF MCDU..............................................................................................................................PERF CLB‐ PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the aircraft will




PNF MCDU...................................................................................................................................F-PLNPNF MCDU should be showing the F-PLN page (allowing him to enter any ATC long-term revisionsto the lateral or vertical flight plan).CLIMB SPEED MODIFICATIONS

If ATC, turbulence or operational considerations lead to a speed change:Select the new speed with FCU SPD knob and pull.Speed target is now “selected”.To return to managed speed mode, push FCU SPD knob.The speed target is now “managed”.Note: The best speed (and rate of climb) for long-term situations lies between green dot



Push the EXP pb on the FCU.The target speed is now green dot speed. FMA :THR CLB /EXP CLB/NAV


OPERATING MANUAL




Note: Use EXP only for short-term tactical situations. For the best overall economy flyat ECON IAS.To return to ECON CLB speed:


BARO REF...................................................................................................................................SETAt transition altitude (baro setting flashing on PFD) set STD on the EFIS control panel and standbyaltimeter.Cross-check baro settings and altitude readings.Note: When STD is set on the EFIS control panel, the transponder transmits the last QNH or

QFE baro setting to the Air Traffic Control (ATC).Only the FCU selected altitude, if used by the Air Traffic Control (ATC) on ground may bemisinterpreted.

CRZ FL...................................................................................................................... SET AS RQRD‐ If ATC clears the aircraft to its intended CRZ FL or above, there is no need to modify the CRZ



Applicable to: ALL

AFTER TAKEOFF/CLIMB CHECKLIST below the line...................................................... COMPLETE

Applicable to: ALL

ANTI ICE ENG 1 pb and ANTI ICE ENG 2 pb .....................................................................AS RQRDENG ANTI ICE should be ON when the aircraft encounters icing conditions, unless the SAT is below - 40 °C.

Applicable to: ALLImpacted by TDU: 00013047 Climb - RadarImpacted by TDU: 00013047 Climb - Radar

RADAR.................................................................................................................... AS APPROPRIATE


OPERATING MANUAL




2 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,B-6211, B-6212, B-6215, B-6221, B-6222, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6709, B-6710, B-6723, B-6725,B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006Impacted DU: 00010259 Climb - Radar

RADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying belowFL 200.Note: 1. If the weather is good, or no significant, in order to check that the radar is operating

correctly: down tilt until displaying ground echoes.2. If the weather display is ambiguous or unexpected, in order to better analyze the weather

situation, use manual tilt according to standard technique.3. In particular below FL 200, for situations with low-level weather, weather with low

reflectivity or in front of suspected active cells, the flight crew should switch to Manualmode and adjust the tilt setting downward until the weather is detected or the groundclutter appears on the upper part of the display.

4. In addition, the flight crew may increase the manual gain control to display lowerreflectivity targets. The manual gain control can be increased in both AUTO and Manualmodes to display lower levels of weather. In both cases, ground clutter may also bedisplayed as a result of low settings and/or increased gain.

3 Applicable to: B-6413, B-6415, B-6416, B-6417Impacted DU: 00010259 Climb - Radar

RADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +8 when, MULTISCAN sw is set to AUTO and when flying belowFL 150.Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation

in good or non significant weather conditions, no weather pattern will be displayed onthe ND’s. In this case, the flight crew confirms correct radar operation, using temporarilyMANUAL TILT.

2. The flight crew monitors the weather radar display in AUTO mode, and confirms anyweather display that is ambiguous or unexpected using manual tilt according to standardtechniques.

Applicable to: ALL

AT 10.000FTLAND lights........................................................................................................................ RETRACTSEAT BELTS......................................................................................................................AS RQRDEFIS option.........................................................................................................................AS RQRDSelect CSTR on one side, for grid MORA, and ARPT on the other side.


OPERATING MANUAL




ECAM MEMO....................................................................................................................... REVIEWRAD NAV page...................................................................................................................... CHECKClear manually tuned VORs from MCDU RAD NAV page.SEC F-PLN page............................................................................................................... AS RQRDRecopy the active flight plan in the secondary if an immediate return flight plan has beenconstructed previously.OPT/MAX ALT........................................................................................................................CHECK


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - CRUISE


CRUISEApplicable to: ALL

ECAM MEMO........................................................................................................................... REVIEWECAM SYS PAGES..................................................................................................................REVIEWPeriodically review system display pages and, in particular:

ENG : Oil pressure and temperatureBLEED : BLEED parametersELEC : Parameters, GEN loadsHYD : A slight decrease in quantity is normal.

Fluid contraction during cold soak can be expected.Green system is lower than on ground, following landing gear retraction.

FUEL : Fuel distribution.COND : Duct temperature, compared with zone temperature.

Avoid large differences for passenger comfort.FLT CTL : Note any unusual control surface position.

Applicable to: ALL

FLIGHT PROGRESS................................................................................................................. CHECKMonitor flight progress in the conventional way.When overflying a waypoint:‐ Check track and distance to the next waypoint.When overflying the waypoint, or every 30 min:‐ Check FUEL : Check FOB (ECAM), and fuel prediction (FMGC), and compare with the computer

flight plan or the in-cruise quick-check table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICKCHECK M.78).Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board atdeparture. If the sum is unusually greater than the fuel on board at departure, suspect a frozen fuelquantity indication. Maintenance action is due before the next flight. If the sum is unusually smallerthan the fuel on board at departure, or if it decreases, suspect a fuel leak.

CAUTION This check must also be performed each time a FUEL IMBALANCE procedure isnecessary. Perform the check before applying the FUEL IMBALANCE procedure.If a fuel leak is confirmed, apply the FUEL LEAK procedure.

Applicable to: ALL

STEP FLIGHT LEVEL.............................................................................................AS APPROPRIATE( Refer to PER-CRZ-ECI-10 OPTIMUM MACH NUMBER).


OPERATING MANUAL




Applicable to: ALL

NAVIGATION ACCURACY........................................................................................................ CHECKOn aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPSPRIMARY is available.Otherwise, navigation accuracy must be monitored, at all times but especially when any of thefollowing occurs:‐ IRS only navigation.‐ The PROG page displays LOW accuracy.‐ “NAV ACCUR DOWNGRAD” appears on the MCDU.Note: Methods for checking accuracy:

If the check is positive (error ≤ 3 N.m): FM position is reliable.Use ND (ARC or NAV) and managed lateral guidance.

If the check is negative (error > 3 N.m): FM position is not reliable.Use raw data for navigation and monitor it. If there is a significant mismatch between the display and the real position:

Disengage MANAGED NAV mode and use raw data navigation (possibly switchingto ROSE VOR, so as not to be misled by FM data).

Applicable to: ALLImpacted by TDU: 00013068 Cruise - Radar TiltImpacted by TDU: 00013068 Cruise - Radar Tilt

RADAR ...................................................................................................................AS APPROPRIATE1 Applicable to: B-6413, B-6415, B-6416, B-6417

Impacted DU: 00010291 Cruise - Radar Tilt

RADAR ...................................................................................................................AS APPROPRIATEGain must be manually set to +8, when MULTISCAN sw is set to AUTO and when flying belowFL 150.Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation




OPERATING MANUAL




2 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,B-6211, B-6212, B-6215, B-6221, B-6222, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6709, B-6710, B-6723, B-6725,B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006Impacted DU: 00010291 Cruise - Radar Tilt

RADAR ...................................................................................................................AS APPROPRIATEGain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying belowFL FL 200.Note: 1. If the weather is good, or no significant, in order to check that the radar is operating





Applicable to: ALL

CABIN TEMP......................................................................................................................... MONITORPay regular attention to the CRUISE SD Page, in order to monitor passenger cabin temperatures andadjust them, as necessary.

Applicable to: ALL

If the oxygen mask has been used:OXYGEN MASK ................................................................................................................. CHECKCheck that the oxygen mask has been properly stowed, Refer to DSC-35-20-10 General.


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - DESCENT PREPARATION


DESCENT PREPARATIONApplicable to: ALL

Descent preparation and approach briefing can take approximately 10 min, so they should beginapproximately 80 nm before top of descent.


LDG ELEV..................................................................................................................................CHECKCheck on ECAM CRUISE page that LDG ELEV AUTO is displayed.WEATHER AND LANDING INFORMATION.............................................................................OBTAINCheck weather reports at ALTERNATE and DESTINATION airports. Airfield data should includerunway in use for arrival.


LDG ELEV..................................................................................................................................CHECKCheck on ECAM CRUISE page that LDG ELEV AUTO is displayed.WEATHER AND LANDING INFORMATION.............................................................................OBTAINCheck weather reports at ALTERNATE and DESTINATION airports. Airfield data should includerunway in use for arrival.For RNP AR approach verify that wind and temperature are within limits.


ARRIVAL page...................................................................................................... COMPLETE/CHECKInsert APPR, STAR, APPR VIA and TRANS if applicable. (Access by lateral revision at destination.)F-PLN A page............................................................................................................................ CHECK‐ Ensure that the inserted F–PLN agrees with planned approach and missed approach.‐ Use the scroll key to check the F–PLN thoroughly, using ND in PLAN mode as necessary.Tracks and distances between waypoints are displayed on the second line from the top of theMCDU. Approach and Missed Approach tracks and distances must be checked from the appropriatenavigation charts.‐ Check speed and altitude constraints. Add new speed or altitude constraints if required.‐ In all cases, do not modify the final approach (FAF to runway or MAP), including altitude

constraints.


OPERATING MANUAL




‐ Identify the position and the altitude of Final Descent Point (FDP) and check the value of the FPAafter this FDP (aircraft must be stabilized before the FDP),

‐ Identify the Missed Approach Point.DES WIND................................................................................................................................. CHECKEnter winds for descent starting at cruise flight level.PERF CRUISE page..................................................................................................................CHECKModify the cabin descent rate if different pressure rate is required.PERF DES page........................................................................................................................ CHECKPrior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other thanECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now theone for the descent path and T/D computation, and it will be used for the managed speed descentprofile (instead of ECON).A speed limit of 250 kt below 10 000 ft is the defaulted speed, in the managed speed descent profile.The flight crew may delete or modify it if necessary on the VERT REV at DEST page.PERF APPR page................................................................................................. COMPLETE/CHECKEnter the QNH, temperature, and wind at destination.Note: The entered wind should be the average wind given by the ATC or ATIS. Do not enter gust

values. For example, if the wind is 150/20-25, insert the lower speed 150/20 (ground speedmini-function will cope with the gust).

Insert the minimum.Note: To avoid undershooting the published minimum during go-around, due to aircraft inertia

during pull-up, some Authorities may require Operators to add a specific number of feet tothe published minimum.

CAUTION If the QNH altimeter setting is used for an aircraft with the QFE option, Refer toPRO-SUP-34-D QNH Use for TO/APPR/LDG on QFE/QNH Pin ProgrammedAircraft - General.

Note: Changing the RWY or type of arrival (VOR, ILS) automatically erases the previousminimum.

Check or modify the landing configuration. Always select the landing configuration on the PERF APPpage: CONF FULL in the normal landing configuration. CONF 3 should be considered, dependingon the available runway length and go-around performance, or if windshear/severe turbulence isconsidered possible during approach.GO-AROUND page..................................................................................................... CHECK/MODIFYCheck THR RED ALT and ACC ALT, and modify, if necessary.


OPERATING MANUAL




RAD NAV page.......................................................................................................................... CHECKSet navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DMEexists close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, forNAV ACCY monitoring during descent.SEC F-PLN page................................................................................................................... AS RQRDBefore the top of descent, the SEC F-PLN should either be set to an alternate runway for destination,or to the landing runway in case of circling. In all cases, routing to the alternate should be available.If there is a last-minute runway change, then the flight crew only needs to activate the secondaryF-PLN, without forgetting to set the new minimum and navaids.


ARRIVAL page...................................................................................................... COMPLETE/CHECKInsert APPR, STAR, APPR VIA and TRANS if applicable. (Access by lateral revision at destination.)F-PLN A page............................................................................................................................ CHECK‐ Ensure that the inserted F–PLN agrees with planned approach and missed approach.‐ Use the scroll key to check the F–PLN thoroughly, using ND in PLAN mode as necessary.Tracks and distances between waypoints are displayed on the second line from the top of theMCDU. Approach and Missed Approach tracks and distances must be checked from the appropriatenavigation charts.‐ Check speed and altitude constraints. Add new speed or altitude constraints if required.‐ In all cases, do not modify the final approach (FAF to runway or MAP), including altitude

constraints.‐ Identify the position and the altitude of Final Descent Point (FDP) and check the value of the FPA

after this FDP (aircraft must be stabilized before the FDP),‐ Identify the Missed Approach Point.DES WIND................................................................................................................................. CHECKEnter winds for descent starting at cruise flight level.PERF CRUISE page..................................................................................................................CHECKModify the cabin descent rate if different pressure rate is required.PERF DES page........................................................................................................................ CHECKPrior to descent, access PERF DES page and check ECON MACH/SPD. If a speed other thanECON is required, insert that MACH or SPD into the ECON field. This new MACH or SPD is now theone for the descent path and T/D computation, and it will be used for the managed speed descentprofile (instead of ECON).


OPERATING MANUAL




A speed limit of 250 kt below 10 000 ft is the defaulted speed, in the managed speed descent profile.The flight crew may delete or modify it if necessary on the VERT REV at DEST page.PERF APPR page................................................................................................. COMPLETE/CHECKEnter the QNH, temperature, and wind at destination.Note: The entered wind should be the average wind given by the ATC or ATIS. Do not enter gust

values. For example, if the wind is 150/20-25, insert the lower speed 150/20 (ground speedmini-function will cope with the gust).

Insert the minimum.Note: ‐ To avoid undershooting the published minimum during go-around, due to aircraft inertia

during pull-up, some Authorities may require Operators to add a specific number of feetto the published minimum.

‐ Changing the RWY or type of approach automatically erases the previous minimums.Check or modify the landing configuration. Always select the landing configuration on the PERF APPpage: CONF FULL in the normal landing configuration. CONF 3 should be considered, dependingon the available runway length and go-around performance, or if windshear/severe turbulence isconsidered possible during approach.GO-AROUND page..................................................................................................... CHECK/MODIFYCheck THR RED ALT and ACC ALT, and modify, if necessary.RAD NAV page.......................................................................................................................... CHECKSet navaids, as required, and check idents on the NDs (VOR-ADF) and PFDs (ILS). If a VOR/DMEexists close to the airfield, select it and enter its ident in the BRG/DIST field of the PROG page, forNAV ACCY monitoring during descent.SELECTED NAVAID page..........................................................................................CHECK/MODIFYFor RNP AR approaches, deselect all NAVAIDS through the RADIONAV SELECTED/DESELECTEDprompt.SEC F-PLN page................................................................................................................... AS RQRDBefore the top of descent, the SEC F-PLN should either be set to an alternate runway for destination,or to the landing runway in case of circling. In all cases, routing to the alternate should be available.If there is a last-minute runway change, then the flight crew only needs to activate the secondaryF-PLN, without forgetting to set the new minimum and navaids.

Applicable to: ALL

GPWS LDG FLAP 3 pb-sw....................................................................................................AS RQRDIf the pilot plans on landing in FLAPS 3 configuration, the GPWS LDG FLAP 3 pb-sw should be set toON.


OPERATING MANUAL




Applicable to: ALL

APPROACH BRIEFING........................................................................................................PERFORM

Applicable to: ALL

AUTO BRK.............................................................................................................................AS RQRDUse of autobrake is preferable.Use of MAX mode is not recommended at landing.On short or contaminated runways, use MED mode.On long runways, LO mode is recommended.Note: If, on very long runways, the flight crew anticipates that braking will not be needed, use of

the autobrake is not necessary.Firmly press the appropriate pushbutton, according to the runway length and condition, and checkthat the related ON light comes on.

Applicable to: ALL

DESCENT CLEARANCE...........................................................................................................OBTAINWhen clearance is obtained, set the ATC-cleared altitude (FL) on the FCU (also considering what isthe safe altitude).If the lowest safe altitude is higher than the ATC-cleared altitude, check with the ATC that thisconstraint applies.If it is confirmed, set the FCU altitude to the safe altitude, until it is safe to go to the ATC-clearedaltitude.


ANTI ICE................................................................................................................................ AS RQRDDuring descent, ENG ANTI ICE must be ON when icing conditions are encountered.(Refer to PRO-SUP-30 Icing Conditions)When ENG ANTI ICE is ON, the FADEC automatically controls continuous ignition and selects ahigher idle thrust which gives better protection against flame-out. The IGNITION memo appears onthe ECAM.ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot cancompensate for this by increasing the descent speed, or by extending up to half speedbrakes.


ANTI ICE................................................................................................................................ AS RQRDDuring descent, ENG ANTI ICE must be ON when icing conditions are encountered. .(Refer to PRO-SUP-30 Icing Conditions)


OPERATING MANUAL




When ENG ANTI ICE is ON, the FADEC selects a higher idle thrust which gives better protectionagainst flame-out.ANTI ICE ON reduces the descent path angle (when the engines are at idle). The pilot cancompensate for this by increasing the descent speed, or by extending up to half speedbrakes.


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - DESCENT

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-17 P 1/6FCOM A to B → 07 OCT 11

DESCENT INITIATIONApplicable to: ALL

DESCENT................................................................................................................................ INITIATEThe normal method of initiating the descent is to select DES mode at the FMGS calculated top ofdescent (T/D). If ATC requires an early descent:

Use DES mode which will guide the aircraft down at a lower vertical speed in order to convergeon the required descent path. (The pilot may use a V/S of -1 000 ft/min).

If ATC delays the descent:Beyond T/D, a DECELERATE message comes up on the PFD and MCDU. This suggests to thecrew that it starts reducing speed towards green dot speed (with ATC permission). When clearedto descend, select DES mode with managed speed active.

DESCENT MONITORINGApplicable to: ALL

PF MCDU..................................................................................................................PROG/PERF DESPF MCDU should be set to PROG or PERF DES page:‐ PROG page in order to get VDEV or RQD DIST TO LAND/DIRECT DIST TO DEST information‐ PERF DES in order to get predictions down to any inserted altitude in DES/OP DES modes and

EXP mode .PNF MCDU...................................................................................................................................F-PLNDESCENT.............................................................................................................................. MONITORRefer to PRO-NOR-SRP-01-60-A Descent Monitoring - DES Mode Engaged


OPERATING MANUAL




‐ When flying in NAV mode, use DES mode.The aircraft descends along the descent flight path: the PFD and PROG page display VDEV, andso it can be monitored. All constraints of the flight plan are taken into account for the guidance.

‐ When the aircraft is flying in HDG or TRK mode, and thus out of the lateral F-PLN, DES mode isnot available.The NDs show a level-off symbol along the flight path. Its position is based on the current activemodes .AP/FD and A/THRThe flight crew can use this symbol to monitor the descent.MCDU predictions assume a return to the lateral F-PLN and descent flight path.Note that whenever the lateral mode is changed from NAV to HDG/TRK the vertical mode revertsto V/S at the value pertaining at the time of the mode change.

‐ From time to time during stabilized descent, the flight crew may select FPA to check that theremaining distance to destination is approximately the altitude change required divided by the FPAin degrees.

FPA (°) = ΔFL/DIST (NM)

DESCENT ADJUSTMENTApplicable to: ALL

To increase the rate of descent:‐ Increase descent speed (by use of selected speed) if comfort and ATC permit. It is economically

better (Time/Fuel) than the following procedures.‐ Maintain high speed as long as possible. (SPD LIM may be suspended, subject to ATC

clearance).‐ If the aircraft is high and at high speed, it is more efficient to keep the high speed to ALT* knob

and decelerate, rather than to mix descent and deceleration.‐ If the aircraft goes below the desired profile, use SPEED and the V/S knob mode to adjust the rate

of descent.Note: EXPEDITE DESCENT.

If a high rate of descent is required, push the EXPED pushbutton on the FCU. Thetarget speed for the descent now becomes M 0.8 or 340 kt, whichever is lower. The FMAwill display THRIDLE/EXP DES/NAV.To return to DES mode, push the FCU ALT knob.To return to SPEED/V/S modes, pull the FCU V/S knob.In all cases, monitor the FMA to ensure that the mode engages properly.


OPERATING MANUAL




Applicable to: ALL

SPEED BRAKE lever.............................................................................................................AS RQRDIf engine anti-ice is selected in descent, the flight idle is increased. So, to maintain the rate ofdescent that the airplane had before engine anti-ice selection it may be necessary to use up to halfspeedbrakes to maintain the required rate of descent, in OPEN DES vertical mode. If the rate ofdescent has to be increased, full speedbrakes may be used.In DES mode: If the aircraft is on, or below, the flight path and the ATC requires a higher rate ofdescent, do not use speedbrakes because the rate of descent is dictated by the planned flight path.Thus, the A/THR may increase thrust to compensate for the increase in drag. In this case, use OPENDES with speedbrakes.Note: 1. If speedbrakes are used above 315 kt/M .75, with the AP engaged, their rate of retraction

is low (total time for retraction from full extension is approximately 25 s). The ECAMmemo page displays SPD BRAKES in amber until retraction is complete.

2. In order to avoid overshooting the altitude, due to speedbrake retraction in ALT* mode,retract the speedbrakes at least 2 000 ft before the selected altitude.

Applicable to: ALLImpacted by TDU: 00013353 Descent Adjustment - RadarImpacted by TDU: 00013353 Descent Adjustment - Radar

RADAR knob........................................................................................................... AS APPROPRIATE1 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,

B-6211, B-6212, B-6215, B-6221, B-6222, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6709, B-6710, B-6723, B-6725,B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006Impacted DU: 00011545 Descent Adjustment - Radar

RADAR knob........................................................................................................... AS APPROPRIATEGain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying belowFL 200.Note: 1. If the weather is good, or no significant, in order to check that the radar is operating






OPERATING MANUAL




2 Applicable to: B-6413, B-6415, B-6416, B-6417Impacted DU: 00011545 Descent Adjustment - Radar

RADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +8 when, MULTISCAN sw is set to AUTO and when flying belowFL 150.Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation



Applicable to: ALL

BARO REF.......................................................................................................................................SETSet QNH (or QFE) on the EFIS control panel and on the standby altimeter, when approaching thetransition level and when cleared for an altitude.Crosscheck BARO settings and altitude readings.Note: When operating in low OAT, altitude corrections, as defined in Refer to PER-OPD-GEN

ALTITUDE TEMPERATURE CORRECTION, should be considered.

Applicable to: ALL


on the PNF side only.

Applicable to: ALL

ECAM STATUS..........................................................................................................................CHECK‐ Check that there is no status reminder on the upper ECAM display.‐ If there is a status reminder, check the aircraft STATUS.‐ Check the ECAM status page before completing the approach checks. Take particular note of any

degradation in landing capability, or any other aspect affecting the approach and landing.

Applicable to: ALL

AT 10 000 FTLAND lights....................................................................................................................................ONLAND lights may be switched ON, according to the airline policy/regulatory recommendations.


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SEAT BELTS sw................................................................................................................AS RQRDEFIS option................................................................................................................................CSTRSelect CSTR on both sides.LS pushbutton.................................................................................................................... AS RQRDSelect LS, if an ILS or LOC approach is intended.The PFD displays the LOC and glide scales and deviation symbol, if there is a valid ILS signal.RAD NAVAIDS............................................................................................SELECTED/IDENTIFIEDEnsure that appropriate radio NAVAIDS are tuned and identified.For NDB approaches, manually select the reference NAVAID.NAV ACCURACY................................................................................................................... CHECKOn aircraft equipped with GPS primary, no navigation accuracy check is required, as long as GPSPRIMARY function is available.Otherwise, crosscheck NAV ACCURACY using the PROG page (BRG/DIST computed data), andthe ND (VOR/DME raw data).


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OPERATING MANUAL


STANDARD OPERATING PROCEDURES - PRECISION APPROACH


INITIAL APPROACHApplicable to: ALL

For more information about precision approaches and how to use the FMGS, Refer toPRO-NOR-SRP-01-70-A ILS/MLS/GLS Approach - Intermediate/Final Approach. The approachprocedures described here assume that the flight crew uses managed speed guidance which isrecommended.

Applicable to: ALLImpacted by TDU: 00013098 Initial Approach - Initial ApproachImpacted by TDU: 00013098 Initial Approach - Initial Approach

ENG MODE selector..............................................................................................................AS RQRDSelect IGN if the runway is covered with standing water, or if heavy rain or severe turbulence isexpected during approach or go-around.SEAT BELTS sw.................................................................................................................... ON/AUTOAPPROACH PHASE................................................................................................CHECK/ACTIVATE‐ If the aircraft overflies the DECEL pseudo waypoint in NAV mode, the APPR phase activates

automatically‐ If the aircraft is in HDG/TRK mode, approximately 15 nm from touchdown activate and confirm

APPROACH phase on the MCDU.POSITIONING........................................................................................................................MONITOR‐ In NAV mode, use VDEV information on the PFD and PROG page‐ In HDG or TRK mode, use the energy circle on ND representing the required distance to land.MANAGED SPEED.................................................................................................................... CHECKIf ATC requires a particular speed, then use selected speed. When the ATC speed constraint(“maintain 170 kt to the outer marker”, for example) no longer applies, return to managed speed.SPEED BRAKES lever...........................................................................................................AS RQRDIf the pilot uses speed brakes to increase the rate of deceleration, or to increase the rate of descent,it is important to note that VLS with speed brakes fully extended, in the clean configuration, may behigher than green dot speed and possibly than VFE FLAP 1. The A/THR in speed mode, or the pitchdemand in OPEN DES, will limit the speed to VLS. In this situation, the pilot should begin to retractspeed brakes upon reaching VLS. + 5 kt and should select FLAP 1, as soon as speed is below VFENEXT. The speed brakes may then be extended, if necessary. The landing gear may always beextended out of sequence to facilitate deceleration.RADAR.................................................................................................................... AS APPROPRIATE


OPERATING MANUAL




1 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,B-6211, B-6212, B-6215, B-6221, B-6222, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6709, B-6710, B-6723, B-6725,B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006Impacted DU: 00011573 Initial Approach - Initial Approach



APPROACH phase on the MCDU.POSITIONING........................................................................................................................MONITOR‐ In NAV mode, use VDEV information on the PFD and PROG page‐ In HDG or TRK mode, use the energy circle on ND representing the required distance to land.MANAGED SPEED.................................................................................................................... CHECKIf ATC requires a particular speed, then use selected speed. When the ATC speed constraint(“maintain 170 kt to the outer marker”, for example) no longer applies, return to managed speed.SPEED BRAKES lever...........................................................................................................AS RQRDIf the pilot uses speed brakes to increase the rate of deceleration, or to increase the rate of descent,it is important to note that VLS with speed brakes fully extended, in the clean configuration, may behigher than green dot speed and possibly than VFE FLAP 1. The A/THR in speed mode, or the pitchdemand in OPEN DES, will limit the speed to VLS. In this situation, the pilot should begin to retractspeed brakes upon reaching VLS. + 5 kt and should select FLAP 1, as soon as speed is below VFENEXT. The speed brakes may then be extended, if necessary. The landing gear may always beextended out of sequence to facilitate deceleration.RADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying belowFL 200.


OPERATING MANUAL




Note: 1. If the weather is good, or no significant, in order to check that the radar is operatingcorrectly: down tilt until displaying ground echoes.

2. If the weather display is ambiguous or unexpected, in order to better analyze the weathersituation, use manual tilt according to standard technique.



2 Applicable to: B-6413, B-6415, B-6416, B-6417Impacted DU: 00011573 Initial Approach - Initial Approach



APPROACH phase on the MCDU.POSITIONING........................................................................................................................MONITOR‐ In NAV mode, use VDEV information on the PFD and PROG page‐ In HDG or TRK mode, use the energy circle on ND representing the required distance to land.MANAGED SPEED.................................................................................................................... CHECKIf ATC requires a particular speed, then use selected speed. When the ATC speed constraint(“maintain 170 kt to the outer marker”, for example) no longer applies, return to managed speed.SPEED BRAKES lever...........................................................................................................AS RQRDIf the pilot uses speed brakes to increase the rate of deceleration, or to increase the rate of descent,it is important to note that VLS with speed brakes fully extended, in the clean configuration, may behigher than green dot speed and possibly than VFE FLAP 1. The A/THR in speed mode, or the pitchdemand in OPEN DES, will limit the speed to VLS. In this situation, the pilot should begin to retractspeed brakes upon reaching VLS. + 5 kt and should select FLAP 1, as soon as speed is below VFE


OPERATING MANUAL




NEXT. The speed brakes may then be extended, if necessary. The landing gear may always beextended out of sequence to facilitate deceleration.RADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +8 when, MULTISCAN sw is set to AUTO and when flying belowFL 150.Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation



Applicable to: ALL

3NAV ACCURACY...................................................................................................................MONITORWhen GPS PRIMARY is available, no NAV ACCURACY monitoring is required.When GPS PRIMARY is lost, check the PROG page to verify that the required navigation accuracyis appropriate to the flight phase. Monitor NAV accuracy, and be prepared to change approachstrategy. If NAV ACCURACY DOWNGRAD occurs, use raw data to crosscheck navigation accuracy.Navigation accuracy determines which autopilot modes the flight crew should use, and the type ofdisplays to be shown on the ND.

NDNAVIGATION ACCURACY PF PNF AP/FD mode

GPS PRIMARYNAV ACCUR HIGH

NAV ACCUR LOW and NAVACCURACY check ≤ 1 nm

ARC or ROSE NAV with NAVAID raw data NAV

GPS PRIMARY LOST andNAV ACCUR LOW and NAVACCURACY check > 1 nm

GPS PRIMARY LOSTand Aircraft flying within

unreliable radio NAVAID area

ROSE LS ARC or ROSE NAV or ROSELS with NAVAID raw data HDG or TRK

Applicable to: ALL

APPROACH CHECKLIST................................................................................................... COMPLETE


OPERATING MANUAL




INTERMEDIATE/FINAL APPROACHApplicable to: ALL

The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at1 000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield elevation in visualconditions, after continuous deceleration on the glide slope).To be stabilized, all of the following conditions must be achieved prior to, or upon reaching thisstabilization height:‐ The aircraft is on the correct lateral and vertical flight path‐ The aircraft is in the desired landing configuration‐ The thrust is stabilized, usually above idle, to maintain the target approach speed along the

desired glide path‐ No excessive flight parameter deviation.If the aircraft is not stabilized on the approach path in landing configuration, at 1 000 ft above airfieldelevation in instrument conditions, or at 500 ft above airfield elevation in visual conditions, or asrestricted by Operator policy/regulations, the flight crew must initiate a go-around, unless they thinkthat only small corrections are necessary to rectify minor deviations from stabilized conditions due,amongst others, to external perturbations.

APPR pb on FCU.......................................................................................................................PRESS‐ Press the APPR pb, only when ATC cleares the aircraft for the approach. This arms the LOC and

G/S modes‐ LOC and/or G/S capture modes will engage no sooner than 3 s after being armed.BOTH APs............................................................................................................................... ENGAGEWhen APPR mode is selected, AP1 pb and AP2 pb should be engaged.

AT GREEN DOT SPEEDFLAPS 1.................................................................................................................................ORDERFLAPS 1................................................................................................................................SELECTFLAPS 1 should be selected more than 3 nm before the FAF (Final Approach Fix).Note: The ECAM automatically displays the STATUS page, if it is applicable, and if the flight

crew has not already selected a system page manually.


OPERATING MANUAL




‐ Check deceleration toward “S” speed‐ The aircraft must reach, or be established on, the glideslope with FLAPS 1 and S speed at, or

above, 2 000 ft AGL.‐ If the aircraft speed is significantly higher than S on the glideslope, or if the aircraft does not

decelerate on the glideslope, extend the landing gear to slow it down. It is also possible to usespeed brakes. However, the flight crew should be aware that the use of speed brakes causesan increase in VLS.

TCAS ......................................................................................................................TA or TA/RAThe FAA recommends selecting TA only mode:‐ In case of known nearby traffic, which is in visual contact‐ At particular airports, and during particular procedures, identified by an Operator as having a

significant potential for unwanted or inappropriate resolution advisories (closely-spaced parallelrunways, converging runway, low terrain along the final approach...).

FMA........................................................................................................... CHECK and ANNOUNCELOC CAPTURE..................................................................................................................MONITORThe flight crew must always monitor the capture of LOC beam. During the capture phase, theassociated deviation indications on the PFD and ND must indicate movement towards the centerof the scale.G/S CAPTURE...................................................................................................................MONITOR If above the glideslope:

FCU ALTITUDE............................................................................. SET ABOVE A/C ALTITUDEV/S mode........................................................................................................................SELECT

Note: 1. When reaching VFE, the AP maintains VFE and reduces the V/S without MODEREVERSION.

2. If the aircraft intercepts the ILS above the radio altimeter validity range (no radioaltitude indication available on the PFD), CAT 1 is displayed on the FMA. Check thatthe FMA displays the correct capability for the intended approach, when the aircraft isbelow 5 000 ft.

GO-AROUND ALT....................................................................................................................... SETSet the go around altitude on the FCU.

AT 2 000 FT AGL (MINIMUM)FLAPS 2.................................................................................................................................ORDER


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FLAPS 2................................................................................................................................SELECT‐ Check deceleration towards F speed‐ If the aircraft intercepts the ILS glideslope below 2 000 ft AGL, select FLAPS 2 at one dot below

the glideslope‐ If the aircraft speed is significantly higher than S on the glide slope, extend the landing gear in

order to slow down the aircraft. The use of speed brakes is not recommended‐ When the speed brakes are deployed, extending the flaps beyond FLAPS 1 may induce a

slight roll movement, and in calm conditions a small lateral control asymmetry may remain untildisturbed by a control input or by an atmospheric disturbance.

WHEN FLAPS ARE AT 2LDG GEAR DOWN................................................................................................................ORDERL/G lever...................................................................................................................SELECT DOWNAUTO BRK.........................................................................................................................CONFIRMIf the runway conditions have changed from the approach briefing, consider another braking mode.GROUND SPOILERS................................................................................................................. ARMEXTERIOR LIGHTS.....................................................................................................................SETSet:‐ The NOSE selector to TAXI‐ The RWY TURN OFF sw to ON

WHEN LANDING GEAR IS DOWNFLAPS 3.................................................................................................................................ORDERFLAPS 3................................................................................................................................SELECTSelect FLAPS 3 below VFE next.WHEEL SD page .................................................................................................................. CHECK• WHEEL SD page appears below 800 ft, or at landing gear extension.• Check for three green indications on the landing gear indicator panel. At least one green triangle

on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gearis downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm thatthe landing gear is downlocked.

If residual pressure is indicated on the triple indicator:RESIDUAL BRAKING PROC........................................................................................... APPLY


OPERATING MANUAL




Note: Due to the accomplishment of the alternate braking functional test after the landingis downlocked, brief brake pressure indications may be observed on BRAKE PRESSindicator.

FLAPS FULL..........................................................................................................................ORDERFLAPS FULL.........................................................................................................................SELECTSelect FLAPS FULL below VFE next.Retract the speed brakes before selecting FLAPS FULL to avoid an unexpected pitch down, whenthe speed brakes retract automatically.Check deceleration towards VAPP.

4 A/THR............................................................................................CHECK IN SPEED MODE OR OFFWING ANTI-ICE...............................................................................................................................OFFOnly switch the WING ANTI ICE to ON, in severe icing conditions.SLIDING TABLE ...................................................................................................................STOWLDG MEMO..................................................................................................... CHECK NO BLUE LINECABIN REPORT........................................................................................................................OBTAINCABIN CREW............................................................................................................................ADVISELANDING CHECK LIST......................................................................................................COMPLETEFLIGHT PARAMETERS.............................................................................................................CHECKThe PF announces any FMA modification.The PNF calls out, if:‐ The speed becomes less than the speed target -5 kt , or greater than the speed target +10 kt‐ The pitch attitude becomes less than -2.5 °, or greater than 10 ° nose up‐ The bank angle becomes greater than 7 °‐ The descent rate becomes greater than 1 000 ft/min‐ Excessive LOC or GLIDE deviation occurs.

1/4 dot LOC; 1 dot GSFollowing PNF flight parameter exceedance callout, the suitable PF response will be:‐ Acknowledge the PNF callout, for proper crew coordination purposes‐ Take immediate corrective action to control the exceeded parameter back into the defined

stabilized conditions‐ Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise

initiate a go-around.

AT MINIMUM + 100 FT :ONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-18 P 9/10FCOM ← B to C 07 OCT 11

AT MINIMUM :MINIMUM...............................................................................................MONITOR OR ANNOUNCECONTINUE OR GO AROUND.......................................................................................ANNOUNCEDo not duck under the glideslope. Maintain a stabilized flight path down to the flare. At 50 ft, onedot below the glideslope is 7 ft below the glideslope.

PRECISION APPROACH PATTERNApplicable to: ALL


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OPERATING MANUAL


STANDARD OPERATING PROCEDURES - NON PRECISION APPROACH



GUIDANCE FOR NON PRECISION APPROACHES, OTHER THAN LOC, LOC B\C AND RNAVNON PRECISION APPROACHES

Three different approach strategies are available to perform non-precision approaches:1. Lateral and vertical guidance, selected by the crew: TRK-FPA (or HDG-V/S) modes.2. Lateral guidance, managed by the FM, and vertical guidance selected by the crew: NAV-FPA

(or NAV-V/S) modes.3. Lateral and vertical guidance, managed by the FM: FINAL APP mode. For straight in

approaches, the recommended flying reference is FPV, which should be selected during theinitial approach.


OPERATING MANUAL




‐ Approach procedures including a PI-CF leg (PROC-T indicated on the MCDU F-PLN) are noteligible for the use of NAV and FINAL APP modes.

‐ Lateral managed guidance (NAV) can be used, provided the approach is stored in thenavigation database and the final approach is laterally and vertically monitored, using theadequate raw data (reference NAVAID, altimeter).Lateral and vertical managed guidance (FINAL APP) in IMC conditions can be used, providedthe following conditions are met:• The approach stored in the navigation database has been produced by approved suppliers

compliant with ED76/DO200A requirements, or has been validated and approved by theoperator.

• The effect of low OAT on obstacle clearance needs to be evaluated. A minimum OAT,below which selected vertical guidance should be used, may have to be defined.

• The final approach (FAF to runway or MAP), as extracted from the navigation databaseand inserted in the primary F-PLN including altitude constraints, is not revised by the crew.

• Before starting the approach, the crew must check the lateral and the vertical FM F-PLNagainst the published approach chart, using the MCDU and ND.

• The approach trajectory is laterally and vertically intercepted, before the FAF, or equivalentwaypoint in the FM F-PLN, so that the aircraft is correctly established on the final approachcourse before starting the descent.

• Conventional radio NAVAIDs must be available and monitored during the approach, andmust be considered with altitude as the primary means of navigation.

Note: For additional information on recommended flight crew procedures, and onnavigation database vertical flight path validation, Refer to FCB-FCB23 Use ofManaged Guidance in Approach and NAV Database Validation and the FMGSPilot's Guide (Refer to PRO-NOR-SRP-01-70 Initial Approach).

If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, use selectedguidance to continue the approach with radio NAVAID raw data.If GPS PRIMARY is lost, NAV and FINAL APP mode can be used to continue the approach,provided the radio NAVAID raw date indicates the correct navigation.


GUIDANCE FOR RNAV APPROACHESTwo different approach strategies are available to perform RNAV approaches:1. Lateral guidance, managed by the FM, and vertical guidance selected by the crew: NAV-FPA

(or NAV-V/S) modes.This strategy applies, when LNAV ONLY (Lateral Navigation only) RNAV approach is intended.

2. Lateral and vertical guidance, managed by the FM: FINAL APP mode.


OPERATING MANUAL




This strategy applies, when LNAV/VNAV (Lateral and Vertical Navigation) RNAV approach isintended.For straight in approaches, the recommended flying reference is FPV, which should be selectedduring the initial approach.Before starting a RNAV (GPS) approach, two navigation systems must be operative: 2 FMS and2 GPS.

RNAV approach can be performed in NAV-FPA (or NAV-V/S) modes provided:‐ The approach stored in the navigation database has been produced by approved suppliers

compliant with ED76/DO200A requirements, or has been validated and is approved by theoperator.

‐ Before starting the approach, the crew must check the lateral FM F-PLN against the publishedapproach chart using MCDU and ND.

‐ The final approach is laterally and vertically monitored, using the appropriate data: the distanceto the runway or to the MAP versus altitude is the primary means of vertical navigation, thedeviation on the PFD may be unreliable.

RNAV approach can be performed in FINAL APP mode provided:‐ The approach stored in the navigation database has been produced by approved suppliers

compliant with ED76/DO200A requirements, and the vertical flight path has been validatedby the operator, or, the lateral and vertical flight path has been validated and approved by theoperator.If no minimum OAT is published on the approach chart, the effect of low OAT on obstacleclearance needs to be evaluated.

‐ The final approach (FAF to runway or MAP), as extracted from the navigation database andinserted in the primary F-PLN including altitude constraints, is not revised by the crew.

‐ Before starting the approach, the crew must check the lateral and the vertical FM F-PLN againstthe published approach chart, using the MCDU and ND.

‐ The approach trajectory is laterally and vertically intercepted, before the FAF, or equivalentwaypoint in the FM F-PLN, so that the aircraft is correctly established on the final approachcourse before starting the descent.

‐ The final approach is laterally and vertically monitored, using the VDEV and appropriate rawdata (distance to the runway, altitude, FPV).Note: For additional information on recommended flight crew procedures, and on navigation

database flight path validation: Refer to FCB-FCB23 Use of Managed Guidancein Approach and NAV Database Validation and the FMGS Pilot's guide (Refer toPRO-NOR-SRP-01-70 Initial Approach).


OPERATING MANUAL




For RNAV approach WITH GPS PRIMARYUnless an instrument approach procedure, not requiring GPS PRIMARY, is available atdestination or destination alternate (and at required takeoff alternate, and en route alternate),the GPS PRIMARY availability must be verified before flight.AIME is available worldwide, if 24 GPS satellites or more are operative.If the number of GPS satellites is 23 or less, check AIME availability using the approvedversion of the Litton ground-based AIME prediction software.Before starting the approach, check that GPS PRIMARY is available on both MCDUs.If the GPS PRIMARY LOST indication appears on the ND during the approach, discontinuethe approach, unless:‐ GPS is not required and navigation accuracy is confirmed against the radio NAVAID raw

data, or‐ For RNAV approach not requiring GPS, HIGH accuracy appears on the MCDU with the

appropriate RNP value.‐ If GPS PRIMARY is lost on only one FMGC, the approach can be continued, using the

AP/FD associated to the other FMGC.If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, discontinuethe approach.If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.

For RNAV approach WITHOUT GPS PRIMARYBefore starting the approach, check the FM position accuracy with radio NAVAID raw data.Check, in addition, that HIGH accuracy appears on the MCDU with the specified RNP value.If HIGH accuracy is lost on one FMGC, the approach can be continued with the AP/FDassociated to the other FMGC.If HIGH accuracy is lost on both FMGCs, discontinue the approach.If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.

Applicable to: B-6156, B-6157, B-6169, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222

GUIDANCE FOR RNAV APPROACHESTwo different approach strategies are available to perform RNAV approaches:1. Lateral guidance, managed by the FM, and vertical guidance selected by the crew: NAV-FPA

(or NAV-V/S) modes.


OPERATING MANUAL




This strategy applies, when LNAV ONLY (Lateral Navigation only) RNAV approach is intended.2. Lateral and vertical guidance, managed by the FM: FINAL APP mode.

This strategy applies, when LNAV/VNAV (Lateral and Vertical Navigation) RNAV approach isintended.For straight in approaches, the recommended flying reference is FPV, which should be selectedduring the initial approach.Before starting a RNAV (GPS) approach, two navigation systems must be operative: 2 FMS and2 GPS.

RNAV approach can be performed in NAV-FPA (or NAV-V/S) modes provided:‐ The approach stored in the navigation database has been produced by approved suppliers

compliant with ED76/DO200A requirements, or has been validated and is approved by theoperator.

‐ Before starting the approach, the crew must check the lateral FM F-PLN against the publishedapproach chart using MCDU and ND.

‐ The final approach is laterally and vertically monitored, using the appropriate data: the distanceto the runway or to the MAP versus altitude is the primary means of vertical navigation, thedeviation on the PFD may be unreliable.

RNAV approach can be performed in FINAL APP mode provided:‐ The approach stored in the navigation database has been produced by approved suppliers

compliant with ED76/DO200A requirements, and the vertical flight path has been validatedby the operator, or, the lateral and vertical flight path has been validated and approved by theoperator.If no minimum OAT is published on the approach chart, the effect of low OAT on obstacleclearance needs to be evaluated.

‐ The final approach (FAF to runway or MAP), as extracted from the navigation database andinserted in the primary F-PLN including altitude constraints, is not revised by the crew.

‐ Before starting the approach, the crew must check the lateral and the vertical FM F-PLN againstthe published approach chart, using the MCDU and ND.

‐ The approach trajectory is laterally and vertically intercepted, before the FAF, or equivalentwaypoint in the FM F-PLN, so that the aircraft is correctly established on the final approachcourse before starting the descent.

‐ The final approach is laterally and vertically monitored, using the VDEV and appropriate rawdata (distance to the runway, altitude, FPV).Note: For additional information on recommended flight crew procedures, and on navigation

database flight path validation: Refer to FCB-FCB23 Use of Managed Guidancein Approach and NAV Database Validation and the FMGS Pilot's guide (Refer toPRO-NOR-SRP-01-70 Initial Approach).


OPERATING MANUAL




For RNAV approach WITH GPS PRIMARYUnless an instrument approach procedure, not requiring GPS PRIMARY, is available atdestination or destination alternate (and at required takeoff alternate, and en route alternate),the GPS PRIMARY availability must be verified before flight.AIME is available worldwide, if 24 GPS satellites or more are operative.If the number of GPS satellites is 23 or less, check AIME availability using the approvedversion of the Litton ground-based AIME prediction software.Before starting the approach, check that GPS PRIMARY is available on both MCDUs.If the GPS PRIMARY LOST indication appears on the ND during the approach, discontinuethe approach, unless:‐ GPS is not required and navigation accuracy is confirmed against the radio NAVAID raw

data, or‐ For RNAV approach not requiring GPS, HIGH accuracy appears on the MCDU with the

appropriate RNP value.‐ If GPS PRIMARY is lost on only one FMGC, the approach can be continued, using the

AP/FD associated to the other FMGC.If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, discontinuethe approach.If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.

For RNAV approach WITHOUT GPS PRIMARYBefore starting the approach, check the FM position accuracy with radio NAVAID raw data.Check, in addition, that HIGH accuracy appears on the MCDU with the specified RNP value.If HIGH accuracy is lost on one FMGC, the approach can be continued with the AP/FDassociated to the other FMGC.If HIGH accuracy is lost on both FMGCs, discontinue the approach.If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.

1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727,B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006

Two different approach strategies are available to perform RNAV approaches1. Lateral guidance, managed by the FM, and vertical guidance selected by the crew : NAV-FPA (or

NAV-V/S) modes.This strategy applies, when LNAV ONLY (Lateral Navigation only) RNAV approach is intended.


OPERATING MANUAL




Note: Not applicable to RNP AR.2. Lateral and vertical guidance, managed by the FM : FINAL APP mode.

This strategy applies, when LNAV/VNAV (Lateral and Vertical Navigation) RNAV approach isintended.For straight in approaches, the recommended flying reference is FPV, which should be selectedduring the initial approach.Before starting a RNAV (GPS) approach, two navigation systems must be operative : 2 FMS and 2GPS.

Before using a RNAV approach, the operator must ensure that approved suppliers compliant withED76/D0200A requirements have produced the navigation database.Otherwise, the operator must validate and approve the approach.For RNP AR approaches, as per ACD, the operator must validate and approve the approaches evenif the navigation database provider is ED76/D0200A compliant.To perform a RNAV approach in NAV-FPA (NAV-V/S) mode, the following recommendations apply:‐ Before starting the approach, the flight crew must check the lateral FMS F-PLN against the

published approach chart using MCDU and ND.‐ The flight crew must laterally and vertically monitor the approach, using the distance to the runway

or to the MAP versus altitude.To perform a RNAV approach in FINAL APP mode, the following recommendations apply:‐ If no minimum OAT is published on the approach chart, the operator must evaluate the effect of

low OAT on obstacle clearance.‐ The flight crew must not revise the final approach (FAF to runway or MAP), which was extracted

from the navigation database.‐ Before starting the approach, the flight crew must check the lateral and the vertical FMS F-PLN

against the published approach chart using MCDU and ND.‐ The aircraft must laterally and vertically intercept the approach trajectory before the FAF, so that

the aircraft is correctly established on the final approach course before starting the descent.‐ The flight crew must monitor laterally and vertically the approach, using the VDEV and the

distance to the runway or to the MAP versus altitude.Note: For additional information on recommended flight crew procedures, and on navigation

database flight path validation, Refer to "Use of managed guidance in approach and Navdatabase validation" and the Refer to FMGS Pilot's guide.


OPERATING MANUAL




For RNAV approach WITH GPS PRIMARYUnless an instrument approach procedure, not requiring GPS PRIMARY, is available atdestination or destination alternate (and at required takeoff alternate, and en route alternate), theGPS PRIMARY availability must be verified before flight.RAIM is available worldwide, if 24 or more GPS satellites are operative. If the number of GPSsatellites is 23 or less, check RAIM availability, using the approved version of the Honeywellground-based prediction software. If the GPS PRIMARY availability cannot be verified beforeflight, RAIM availability can be checked in flight, using the PREDICTIVE GPS MCDU pageNote: For RNP AR, before flight, the flight crew must check that the GPS Primary is predicted

available, for the ETA. This prediction should take into account the terrain environment.Before starting the approach, check that GPS PRIMARY is available on both MCDUs.If the GPS PRIMARY LOST indication appears on the ND during the approach, discontinue theapproach, unless:‐ GPS is not required and navigation accuracy is confirmed against the radio NAVAID raw data,

or‐ For RNAV approach not requiring GPS, HIGH accuracy appears on the MCDU with the

appropriate RNP value.‐ If GPS PRIMARY is lost on only one FMGC, the approach can be continued, using the AP/FD

associated to the other FMGC.If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, discontinue theapproach.If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.

For RNAV approach WITHOUT GPS PRIMARY (Not applicable for RNP AR)Before starting the approach, check the FM position accuracy with radio NAVAID raw data.Check, in addition, that HIGH accuracy appears on the MCDU with the specified RNP value.If HIGH accuracy is lost on one FMGC, the approach can be continued with the AP/FDassociated to the other FMGC.If HIGH accuracy is lost on both FMGCs, discontinue the approach.If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.


OPERATING MANUAL




Applicable to: B-6413, B-6415, B-6416, B-6417

Two different approach strategies are available to perform RNAV approaches1. Lateral guidance, managed by the FM, and vertical guidance selected by the crew : NAV-FPA (or

NAV-V/S) modes.This strategy applies, when LNAV ONLY (Lateral Navigation only) RNAV approach is intended.Note: Not applicable to RNP AR.

2. Lateral and vertical guidance, managed by the FM : FINAL APP mode.This strategy applies, when LNAV/VNAV (Lateral and Vertical Navigation) RNAV approach isintended.For straight in approaches, the recommended flying reference is FPV, which should be selectedduring the initial approach.Before starting a RNAV (GPS) approach, two navigation systems must be operative : 2 FMS and 2GPS.

Before using a RNAV approach, the operator must ensure that approved suppliers compliant withED76/D0200A requirements have produced the navigation database.Otherwise, the operator must validate and approve the approach.For RNP AR approaches, as per ACD, the operator must validate and approve the approaches evenif the navigation database provider is ED76/D0200A compliant.To perform a RNAV approach in NAV-FPA (NAV-V/S) mode, the following recommendations apply:‐ Before starting the approach, the flight crew must check the lateral FMS F-PLN against the

published approach chart using MCDU and ND.‐ The flight crew must laterally and vertically monitor the approach, using the distance to the runway

or to the MAP versus altitude.To perform a RNAV approach in FINAL APP mode, the following recommendations apply:‐ If no minimum OAT is published on the approach chart, the operator must evaluate the effect of

low OAT on obstacle clearance.‐ The flight crew must not revise the final approach (FAF to runway or MAP), which was extracted

from the navigation database.‐ Before starting the approach, the flight crew must check the lateral and the vertical FMS F-PLN

against the published approach chart using MCDU and ND.‐ The aircraft must laterally and vertically intercept the approach trajectory before the FAF, so that

the aircraft is correctly established on the final approach course before starting the descent.‐ The flight crew must monitor laterally and vertically the approach, using the VDEV and the

distance to the runway or to the MAP versus altitude.


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Note: For additional information on recommended flight crew procedures, and on navigationdatabase flight path validation, Refer to "Use of managed guidance in approach and Navdatabase validation" and the Refer to FMGS Pilot's guide.

For RNAV approach WITH GPS PRIMARYUnless an instrument approach procedure, not requiring GPS PRIMARY, is available atdestination or destination alternate (and at required takeoff alternate, and enroute alternate), theGPS PRIMARY availability must be verified before flight.AIME is available worldwide, if 24 GPS satellites or more are operative. If the number ofGPS satellites is 23 or less, check AIME availability using the approved version of the Littonground-based AIME prediction software.Note: For RNP AR, before flight, the flight crew must check that the GPS Primary is predicted

available, for the ETA. This prediction should take into account the terrain environment.Before starting the approach, check that GPS PRIMARY is available on both MCDUs.If the GPS PRIMARY LOST indication appears on the ND during the approach, discontinue theapproach, unless:‐ GPS is not required and navigation accuracy is confirmed against the radio NAVAID raw data,

or‐ For RNAV approach not requiring GPS, HIGH accuracy appears on the MCDU with the

appropriate RNP value.‐ If GPS PRIMARY is lost on only one FMGC, the approach can be continued, using the AP/FD

associated to the other FMGC.If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, discontinue theapproach.If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.

For RNAV approach WITHOUT GPS PRIMARYBefore starting the approach, check the FM position accuracy with radio NAVAID raw data.Check, in addition, that HIGH accuracy appears on the MCDU with the specified RNP value.If HIGH accuracy is lost on one FMGC, the approach can be continued with the AP/FDassociated to the other FMGC.If HIGH accuracy is lost on both FMGCs, discontinue the approach.


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If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue theapproach, unless radio NAVAID raw data is available and indicates correct navigation tocontinue the approach by using the AP/FD associated to the non-affected FMGC side.

Applicable to: ALL

GUIDANCE FOR LOC NON PRECISION APPROACHESThe Standard Operating Procedure of this section can be used for flying LOC or LOC B/Capproaches, provided the following approach guidance items are observed.The FM NAV mode can be used down to LOC or LOC B/C interception.For LOC intermediate and final approach, use the LOC or AP/FD mode for lateral navigation,associated with the FPA (or V/S) for vertical navigation.For LOC B/C intermediate and final approach, do not use LOC mode as it would give reversedeviation. Intercept the LOC B/C manually using TRK/FPA modes. Monitor the interception on theND in ROSE LS mode.Vertical navigation must be monitored using raw data (altimeter, distance to the runway given byradio-NAVAID).

Applicable to: ALL

APPROACH SPEED TECHNIQUEIn all cases, the crew should use managed speed.The standard speed technique is to make a stabilized approach using AP/FD and A/THR:The aircraft intercepts the final descent path in landing configuration, and at VAPP. For thispurpose, the flight crew should insert VAPP as a speed constraint at the FAF.If the operator adopts a decelerated approach technique and the crew uses managed guidance,the aircraft should intercept the final descent path at S speed in CONF 1.The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at1 000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield elevation invisual conditions, after continuous deceleration on the final descent path).To be stabilized, all of the following conditions must be achieved prior to, or upon reaching thisstabilization height:‐ The aircraft is on the correct lateral and vertical flight path‐ The aircraft is in the desired landing configuration‐ The thrust is stabilized, usually above idle, to maintain the target approach speed along the

desired final approach path‐ No excessive flight parameter deviation.If the aircraft is not stabilized on the approach path in landing configuration, at 1 000 ft aboveairfield elevation in instrument conditions, or at 500 ft above airfield elevation in visual conditions,or as restricted by Operator policy/regulations, the flight crew must initiate a go-around, unless


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-19 P 12/28FCOM ← A to B → 07 OCT 11

they think that only small corrections are necessary to rectify minor deviations from stabilizedconditions due, amongst others, to external perturbations.

INITIAL APPROACH2 Applicable to: B-6413, B-6415, B-6416, B-6417, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748,

B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006Impacted by TDU: 00013522 Initial Approach - Initial ApproachImpacted by TDU: 00013522 Initial Approach - Initial Approach

ENG START selector.............................................................................................................AS RQRDSelect IGN if the runway is covered with standing water, or heavy rain, or if severe turbulence isexpected in the approach or go-around area.SEATBELTS........................................................................................................................... ON/AUTOAPPROACH PHASE............................................................................................................. ACTIVATE‐ In NAV mode, the APPR phase automatically activates at the DECEL pseudo waypoint.‐ In HDG or TRK mode, manually activate the APPR phase on the PERF APPR page, when the

distance to land is approximately 15 nm. For RNP AR approach:

GPS 1+2 on GPS MONITOR page.............................................................CHECK BOTH IN NAVRNP on PROG page............................................................................................. CHECK/INSERTGPS PRIMARY on PROG page..................................................................... CHECK AVAILABLEHIGH ACCURACY...............................................................................................................CHECKAP.................................................................................................................................... AS RQRD

POSITIONING........................................................................................................................MONITOR‐ In NAV mode, use VDEV information on the PFD and PROG page.‐ In HDG or TRK mode, use the energy circle displayed on ND representing the required distance to

land.MANAGED SPEED.................................................................................................................... CHECKIf the ATC requires a particular speed, use selected speed. When the ATC speed constraint nolonger applies, return to managed speed.SPEEDBRAKES lever............................................................................................................AS RQRDRADAR.................................................................................................................... AS APPROPRIATE


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Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405Impacted by TDU: 00013522 Initial Approach - Initial Approach


distance to land is approximately 15 nm.POSITIONING........................................................................................................................MONITOR‐ In NAV mode, use VDEV information on the PFD and PROG page.‐ In HDG or TRK mode, use the energy circle displayed on ND representing the required distance to


Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412Impacted by TDU: 00013522 Initial Approach - Initial Approach



GPS 1+2 on GPS MONITOR page.............................................................CHECK BOTH IN NAVRNP on PROG page............................................................................................. CHECK/INSERTGPS PRIMARY on PROG page..................................................................... CHECK AVAILABLEHIGH ACCURACY...............................................................................................................CHECK


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RNP pb........................................................................................................................................ONOnly for the RNP AR approach.AP pb...............................................................................................................................AS RQRDNote: AP pb must be engaged for RNP AR < 0.3.



3 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6709, B-6710, B-6723, B-6725, B-6726, B-6727,B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, D-AVYF, MSN 5006Impacted DU: 00011825 Initial Approach - Initial Approach





land.


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MANAGED SPEED.................................................................................................................... CHECKIf the ATC requires a particular speed, use selected speed. When the ATC speed constraint nolonger applies, return to managed speed.SPEEDBRAKES lever............................................................................................................AS RQRDRADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying belowFL 200.1. If the weather is good, or no significant, in order to check that the radar is operating correctly:

down tilt until displaying ground echoes.2. If the weather display is ambiguous or unexpected, in order to better analyze the weather situation,

use manual tilt according to standard technique.3. In particular below FL 200, for situations with low-level weather, weather with low reflectivity or

in front of suspected active cells, the flight crew should switch to Manual mode and adjust the tiltsetting downward until the weather is detected or the ground clutter appears on the upper part ofthe display.

4. In addition, the flight crew may increase the manual gain control to display lower reflectivitytargets. The manual gain control can be increased in both AUTO and Manual modes to displaylower levels of weather. In both cases, ground clutter may also be displayed as a result of lowsettings and/or increased gain.

4 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405Impacted DU: 00011825 Initial Approach - Initial Approach


distance to land is approximately 15 nm.POSITIONING........................................................................................................................MONITOR‐ In NAV mode, use VDEV information on the PFD and PROG page.‐ In HDG or TRK mode, use the energy circle displayed on ND representing the required distance to

land.


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MANAGED SPEED.................................................................................................................... CHECKIf the ATC requires a particular speed, use selected speed. When the ATC speed constraint nolonger applies, return to managed speed.SPEEDBRAKES lever............................................................................................................AS RQRDRADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +4, when MULTISCAN selector is set to AUTO and when flying belowFL 200.1. If the weather is good, or no significant, in order to check that the radar is operating correctly:

down tilt until displaying ground echoes.2. If the weather display is ambiguous or unexpected, in order to better analyze the weather situation,

use manual tilt according to standard technique.3. In particular below FL 200, for situations with low-level weather, weather with low reflectivity or

in front of suspected active cells, the flight crew should switch to Manual mode and adjust the tiltsetting downward until the weather is detected or the ground clutter appears on the upper part ofthe display.

4. In addition, the flight crew may increase the manual gain control to display lower reflectivitytargets. The manual gain control can be increased in both AUTO and Manual modes to displaylower levels of weather. In both cases, ground clutter may also be displayed as a result of lowsettings and/or increased gain.

Applicable to: B-6413, B-6415, B-6416, B-6417Impacted DU: 00011825 Initial Approach - Initial Approach





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land.MANAGED SPEED.................................................................................................................... CHECKIf the ATC requires a particular speed, use selected speed. When the ATC speed constraint nolonger applies, return to managed speed.SPEEDBRAKES lever............................................................................................................AS RQRDRADAR.................................................................................................................... AS APPROPRIATEGain must be manually set to +8, when MULTISCAN selector is set to AUTO and when flying belowFL 150.Note: 1. MULTISCAN AUTO mode provides an efficient ground clutter rejection. During operation

in good or non significant weather conditions, no weather pattern will be displayed onthe ND. In this case, the flight crew confirms correct radar operation, using temporarilyMANUAL TILT.



NAVIGATION ACCURACY....................................................................................................MONITORWhen GPS PRIMARY is available, no accuracy check is required.When GPS PRIMARY is lost, check the PROG page to ensure that the required navigationaccuracy is appropriate to the phase of flight. Perform a navigation accuracy check (Refer toPRO-NOR-SOP-15-A Cruise - Navigation Accuracy) .If the approach is stored in the navigation database, determine the strategy to be used for the finalapproach, according to the table below:

NDNAVIGATION ACCURACY Approach guidance PF PNF AP/FD mode

GPS PRIMARYNAV ACCUR HIGHNAV ACCUR LOW

and NAV ACCURACYcheck ≤ 1 nm

Managed***or selected

ARC or ROSE NAV *With NAVAID raw data

NAV-FPA orAPP-NAV/ FINAL ***

Continued on the following page


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Continued from the previous pageNDNAVIGATION ACCURACY Approach guidance PF PNF AP/FD mode

GPS PRIMARY LOSTand NAV ACCUR LOWand NAV ACCURACY

check > 1 nmGPS PRIMARY LOST

and aircraft flyingwithin unreliable

radio NAVAID area

Selected ROSE VOR **

ARC or ROSENAV or ROSEVOR ** With

NAVAID raw data

TRK-FPA

(*) For VOR approaches, one flight crew may select ROSE VOR.(**) For LOC approaches, select ROSE ILS.(***) Managed vertical guidance can be used, provided that the approach coding in the navigationdatabase was validated.Note: 1. During approach in overlay to a conventional radio NAVAID procedure, monitor raw data.

If raw data indicates unsatisfactory managed guidance, revert to selected guidance.2. The flight crew can continue to fly a managed approach, after they receive a NAV

ACCUR DOWNGRAD message, if raw data indicates that the guidance is satisfactory.5 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


NAVIGATION ACCURACY....................................................................................................MONITORWhen GPS PRIMARY is available, no accuracy check is required.When GPS PRIMARY is lost, check the PROG page to ensure that the required navigationaccuracy is appropriate to the phase of flight. Perform a navigation accuracy check (Refer toPRO-NOR-SOP-15-A Cruise - Navigation Accuracy) .If the approach is stored in the navigation database, determine the strategy to be used for the finalapproach, according to the table below:

NDNAVIGATION ACCURACY Approach guidance PF PNF AP/FD mode

GPS PRIMARYNAV ACCUR HIGHNAV ACCUR LOW

and NAV ACCURACYcheck ≤ 1 nm

Managed***or selected

ARC or ROSE NAV *With NAVAID raw data

NAV-FPA orAPP-NAV/ FINAL ***



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Continued from the previous pageNDNAVIGATION ACCURACY Approach guidance PF PNF AP/FD mode

GPS PRIMARY LOSTand NAV ACCUR LOWand NAV ACCURACY

check > 1 nmGPS PRIMARY LOST

and aircraft flyingwithin unreliable

radio NAVAID area

Selected ROSE VOR **

ARC or ROSENAV or ROSEVOR ** With

NAVAID raw data

TRK-FPA

(*) For VOR approaches, one flight crew may select ROSE VOR.(**) For LOC approaches, select ROSE ILS.(***) Managed vertical guidance can be used, provided that the approach coding in the navigationdatabase was validated. For RNP AR approach, FINAL APP mode is required.Note: 1. During approach in overlay to a conventional radio NAVAID procedure, monitor raw data.

If raw data indicates unsatisfactory managed guidance, revert to selected guidance.2. The flight crew can continue to fly a managed approach, after they receive a NAV

ACCUR DOWNGRAD message, if raw data indicates that the guidance is satisfactory.

Applicable to: ALL

APPROACH CHECKLIST ....................................................................................................PERFORM

INTERMEDIATE/FINAL APPROACHApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

RNAV APPROACHGPS 1+2 on GPS MONITOR page............................................................... CHECK BOTH IN NAVGPS PRIMARY on PROG page........................................................................CHECK AVAILABLE If GPS PRIMARY is not available

RNP for approach...............................................................................................CHECK/ENTERHIGH accuracy.................................................................................................................CHECKNote: RNAV approach without GPS is subject to a specific operational approval.


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RNAV APPROACHGPS 1+2 on GPS MONITOR page............................................................... CHECK BOTH IN NAVGPS PRIMARY on PROG page........................................................................CHECK AVAILABLE If GPS PRIMARY is not available

RNP for approach...............................................................................................CHECK/ENTERHIGH accuracy.................................................................................................................CHECKNote: RNAV approach without GPS is subject to a specific operational approval.

For RNP AR approach only:Altimeters................................................................................................................. SET/CHECKAfter setting the BARO REF and before reaching the FAF, verify current QNH and crosscheckaltimeters are within 75 ft.

Applicable to: ALL

APPR MODE ACTIVATION For approach in managed vertical guidance:

APPR pb on FCU.............................................................................................................PRESSOnce cleared for the approach, press the pushbutton when flying towards the FAF. Check thatAPPR NAV is engaged, FINAL is armed, and the VDEV scale is on the PFD.

Note: For instructions for switching from a non ILS to an ILS approach Refer toPRO-NOR-SRP-01-70 Switching from Non ILS to ILS Approach

Applicable to: ALL

AT GREEN DOT SPEEDFLAPS 1............................................................................................................................... ORDERFLAPS 1................................................................................................................................SELECT‐ Check deceleration toward S speed.‐ If the aircraft speed is significantly higher than S speed on the glideslope, or if the aircraft does

not decelerate on the flight path, extend the landing gear to slow it down. It is also possible touse speedbrakes. However, the flight crew must be aware that the use of speedbrakes causesan increase in VLS.


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TCAS Mode selector....................................................................................................TA OR TA/RA‐ See ILS approach Refer to PRO-NOR-SOP-18-B Intermediate/Final Approach - At Green Dot

SpeedND DISPLAY...............................................................................................SELECT RANGE/MODE

Applicable to: ALL

AT S SPEEDFLAPS 2 ............................................................................................................................... ORDERFLAPS 2 .............................................................................................................................. SELECT‐ Check deceleration toward F speed.‐ If the aircraft speed is significantly higher than F speed on the flight path, or if the aircraft does

not decelerate on the flight path, extend the landing gear in order to slow down the aircraft. Theuse of speedbrakes is not recommended.

‐ When the speedbrakes are deployed, extending the flaps beyond FLAPS 1 may cause a slightroll movement, and in calm conditions a small lateral control asymmetry may remain until it isaffected by control input or an atmospheric disturbance.

Applicable to: ALL

WHEN FLAPS ARE AT 2LDG GEAR DOWN ...............................................................................................................ORDERLDG GEAR lever......................................................................................................SELECT DOWNAUTO BRK ........................................................................................................................CONFIRMIf the runway conditions have changed from the approach briefing, consider another braking mode.GROUND SPOILERS ................................................................................................................ARMEXTERIOR LIGHTS sw............................................................................................................... SETSet NOSE selector to TAXI and RWY TURN OFF sw to ON.

Applicable to: ALL

WHEN LANDING GEAR DOWNFLAPS 3.................................................................................................................................ORDERFLAPS 3................................................................................................................................SELECT‐ Select FLAPS 3 below VFE next.


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WHEEL SD page .................................................................................................................. CHECK‐ The WHEEL SD page appears below 800 ft, or at landing gear extension.‐ Check for three green indications on the landing gear indicator panel. At least one green triangle

on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gearis downlocked. Rely also on the “LDG GEAR DN” green LDG MEMO message to confirm thatthe landing gear is downlocked.

If residual pressure is indicated on the triple indicator:RESIDUAL BRAKING PROC........................................................................................... APPLYNote: Due to the accomplishment of the alternate braking functional test after the landing

gear is downlocked, brief brake pressure indications may be observed on BRAKEPRESS.

FLAPS FULL..........................................................................................................................ORDERFLAPS FULL.........................................................................................................................SELECT‐ Select FLAPS FULL below VFE next.‐ Retract the speedbrakes before selecting FLAPS FULL to prevent a pitch down when the

speedbrakes automatically retract.‐ Check deceleration toward VAPP.‐ Check correct TO waypoint on the ND.


APPROACH STRATEGIESMANAGED VERTICAL GUIDANCE

After the FAF:FMA..............................................................................................................................CHECKCheck FINAL APP green on the FMA.GO AROUND ALTITUDE..................................................................................................SETSet, when below the go-around altitude.


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POSITION/FLIGHT PATH....................................................................................... MONITOR‐ For approach in overlay to a conventional radio NAVAID procedure:

Use radio NAVAID raw data and altitude to monitor the lateral and vertical navigation. Ifthe navigation is not satisfactory, revert to selected guidance.In particular, monitor the vertical guidance, using altitude indication versus radioNAVAID position, and be prepared to revert to NAV-FPA, if the vertical guidance is notsatisfactory.

‐ For RNAV approach:Monitor VDEV and FPV (on the PFD) and XTK error (on the ND).Use altitude indication versus distance to the runway to monitor the vertical navigation. Ifthe vertical guidance is not satisfactory, revert to NAV/FPA or consider the go-around. Ifthe lateral guidance is not satisfactory, perform a go-around.

SELECTED VERTICAL OR SELECTED LATERAL AND VERTICAL GUIDANCE At FAF:

FPA for final approach...................................................................................................... SET After the FAF:

GO AROUND ALTITUDE..................................................................................................SETSet, when below the go-around altitude.POSITION/FLIGHT PATH........................................................................ MONITOR/ADJUST‐ For approach in overlay to a conventional radio NAVAID procedure:

Use radio NAVAID raw data to monitor the lateral navigation.Using altitude indication versus radio NAVAID position, adjust the FPA, as necessary, tofollow the published descent profile, taking into account the minimum altitudes.Do not use the FMGC VDEV on the PFD. If the lateral navigation is not satisfactory,revert to TRK/FPA.

‐ For RNAV approach:Monitor XTK error on ND.Using altitude indication versus distance to the runway, adjust the FPA as necessary tofollow the published descent profile, taking into account the minimum altitudes.If the lateral guidance is not satisfactory, perform a go-around.


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APPROACH STRATEGIESMANAGED VERTICAL GUIDANCE

After the FAF:FMA..............................................................................................................................CHECKCheck FINAL APP green on the FMA.GO AROUND ALTITUDE..................................................................................................SETSet, when below the go-around altitude.POSITION/FLIGHT PATH....................................................................................... MONITOR‐ For approach in overlay to a conventional radio NAVAID procedure:

Use radio NAVAID raw data and altitude to monitor the lateral and vertical navigation. Ifthe navigation is not satisfactory, revert to selected guidance.In particular, monitor the vertical guidance, using altitude indication versus radioNAVAID position, and be prepared to revert to NAV-FPA, if the vertical guidance is notsatisfactory.

‐ For RNAV approach:Monitor VDEV and FPV (on the PFD) and XTK error (on the ND).Use altitude indication versus distance to the runway to monitor the vertical navigation. Ifthe vertical guidance is not satisfactory, revert to NAV/FPA or consider the go-around. Ifthe lateral guidance is not satisfactory, perform a go-around.

SELECTED VERTICAL OR SELECTED LATERAL AND VERTICAL GUIDANCE At FAF:

FPA for final approach...................................................................................................... SET After the FAF:

GO AROUND ALTITUDE..................................................................................................SETSet, when below the go-around altitude.


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POSITION/FLIGHT PATH........................................................................ MONITOR/ADJUST‐ For approach in overlay to a conventional radio NAVAID procedure:

Use radio NAVAID raw data to monitor the lateral navigation.Using altitude indication versus radio NAVAID position, adjust the FPA, as necessary, tofollow the published descent profile, taking into account the minimum altitudes.Do not use the FMGC VDEV on the PFD. If the lateral navigation is not satisfactory,revert to TRK/FPA.

‐ For RNAV approach:Monitor XTK error on ND.Using altitude indication versus distance to the runway, adjust the FPA as necessary tofollow the published descent profile, taking into account the minimum altitudes.If the lateral guidance is not satisfactory, perform a go-around.

Applicable to: ALL

FINAL APPROACHA/THR pb.................................................................................. CHECK IN SPEED MODE OR OFFWING ANTI ICE pb-sw................................................................................................................OFFSwitch WING ANTI ICE pb-sw ON in severe icing conditions only.SLIDING TABLE.......................................................................................................................STOWLDG MEMO................................................................................................. CHECK NO BLUE LINECABIN REPORT....................................................................................................................OBTAINCABIN CREW........................................................................................................................ADVISELANDING CHECKLIST................................................................................................... COMPLETEFLIGHT PARAMETERS......................................................................................................... CHECKPF announces any FMA modification.PNF calls out:‐ ”SPEED”, if the speed decreases below the speed target –5 kt , or increases above the speed

target +10 kt.‐ ”SINK RATE”, when V/S is greater than –1000 ft/min.‐ ”BANK”, when the bank angle goes above 7 °.‐ ”PITCH”, when the pitch attitude goes below –2.5 °, or goes above +10 ° degrees.‐ ”COURSE”, when the course deviation is greater than 1/2 dot or 2.5 ° (VOR), or 5 ° (ADF).‐ ”_ FT HIGH (LOW)” at altitude checkpoints.Following PNF flight parameter exceedance callout, the suitable PF response will be:


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‐ Acknowledge the PNF callout, for proper crew coordination purposes‐ Take immediate corrective action to control the exceeded parameter back into the defined

stabilized conditions‐ Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise

initiate a go-around.

Applicable to: ALL

AT ENTERED MINIMUM+ 100 FTONE HUNDRED ABOVE.......................................................................MONITOR OR ANNOUNCE


AT ENTERED MINIMUMMINIMUM...............................................................................................MONITOR OR ANNOUNCE If ground references are visible:

CONTINUE...............................................................................................................ANNOUNCEAP pb.....................................................................................................................................OFFContinue, as with a visual approach Refer to PRO-NOR-SOP-20-A Visual Approach - Introduction

If ground references are not visible:GO AROUND...........................................................................................................ANNOUNCEInitiate a go-around.Note: 1. When FINAL APP mode is engaged, the AP/FD will disengage under the following

conditions, depending on which one occurs first:‐ At the minimum minus 50 ft (if entered) or at 400 ft AGL (if no minimum is

entered), or‐ At the Missed Approach Point (MAP).

2. In selected guidance, if ground references are not visible when the aircraft reachesminimum, the flight crew should make an immediate go-around. However, if thedistance to the runway is not properly assessed, a step descent approach maybe considered and a level-off at minimum may be performed while searching forvisual references. If the flight crew has no visual reference at MAP, at the latest,they must begin a go-around.


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AT ENTERED MINIMUMMINIMUM...............................................................................................MONITOR OR ANNOUNCENote: When the aircraft reaches minimum minus 50 ft, the autopilot remains engaged and will

automatically disengage at MAP. If ground references are visible:

CONTINUE...............................................................................................................ANNOUNCEAP pb.....................................................................................................................................OFFContinue, as with a visual approach Refer to PRO-NOR-SOP-20-A Visual Approach - Introduction

If ground references are not visible:GO AROUND...........................................................................................................ANNOUNCEInitiate a go-around.Note: In selected guidance, if ground references are not visible when the aircraft reaches

minimum, the flight crew should make an immediate go-around. However, if thedistance to the runway is not properly assessed, a step descent approach may beconsidered and a level-off at minimum may be performed while searching for visualreferences. If the flight crew has no visual reference at MAP, at the latest, they mustbegin a go-around.

CIRCLING APPROACHApplicable to: ALL

CIRCLING APPROACHFor a circling approach, the flight crew should prepare the flight plan as follows:Primary flight plan: Introduce the instrument approachSecondary flight plan:‐ Copy the ACTIVE F-PLN‐ Revise the Landing runwayThe aircraft should circle in CONF 3 at F speed.Upon reaching minimum:‐ Push the V/S/FPA knob to level off.‐ Search for visual reference.


OPERATING MANUAL




If the flight crew finds no visual reference:‐ AT MAP: Initiate go-around

If the flight crew finds sufficient visual references:‐ Select TRK for downwind‐ Early on downwind : Activate SEC F-PLN

CAUTION The PNF should activate the SEC F-PLN.The PF should maintain visual contact during all the circling.

‐ Disengage autopilot before reaching the base leg.‐ Select both FDs OFF.

LOW VISIBILITY CIRCLING APPROACH PATTERN


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - VISUAL APPROACH

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-20 P 1/2FCOM A → 07 APR 11

VISUAL APPROACHApplicable to: ALL

INTRODUCTIONPerform the approach on a nominal 3 ° glideslope using visual references. Approach to bestabilized by 500 ft AGL on the correct approach path, in the landing configuration, at VAPP.Method:‐ The autopilot is not used‐ Both FDs are off‐ FPV use is recommended‐ A/THR use is recommended with managed speed.Bear in mind the possible risk of optical illusions due to hindered night vision.

INITIAL/INTERMEDIATE APPROACHThe flight plan selected on the MCDU should include the selection of the landing runway. Thedownwind leg may also be part of the flight plan. This may be a useful indication of the aircraftposition in the circuit on the ND.However, visual references must be used.Therefore, at the beginning of the downwind leg:Manually ACTIVATE APPR.Select FDs to OFF.Select TRK-FPA to have FPV displayed.Check A/THR active.Extend the downwind leg to 45 s (± wind correction).Turn into base leg with a maximum of 30 ° of bank. Descent with approximate FPA, in FLAPS 2, atF speed.

FINAL APPROACHThe speed trend arrow and FPV help the flight crew make timely and correct thrust settings (if inmanual thrust), and approach path corrections.Avoid descending through the correct approach path with idle thrust. (Late recognition of thissituation without a prompt thrust increase may lead to considerable speed decay and altitudeloss).Ensure that the aircraft is stabilized on the final descent path at VAPP (or ground speed mini)in the landing configuration with the thrust stabilized (usually above idle) at 500 ft above airfieldelevation or as restricted by Operator policy/regulations.


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - VISUAL APPROACH

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-20 P 2/2FCOM ← A 07 APR 11

If the aircraft is not stabilized, the flight crew must initiate a go-around, unless they think that onlysmall corrections are necessary to rectify minor deviations from stabilized conditions due, amongstothers, to external perturbations.Avoid any tendency to “duck under” in the late stages of the approach.Avoid destabilizing the approach in the last 100 ft, in order to have the best chance of performing agood touchdown at the desired position.

VISUAL APPROACH (1 OR 2 ENGINES) PATTERN


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - LANDING


ILS FINAL APPROACH AND LANDING GEOMETRYApplicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222


OPERATING MANUAL




ILS FINAL APPROACH AND LANDING GEOMETRY1 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790,

B-6795, B-6811, B-6837, MSN 5006


OPERATING MANUAL




ILS FINAL APPROACH AND LANDING GEOMETRY2 Applicable to: B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412,

B-6413, B-6415, B-6416, B-6417, D-AVYF


OPERATING MANUAL




MINIMUM VISUAL GROUND SEGMENTS (FLARE PHASE)Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222


OPERATING MANUAL




Note: This drawing shows that, for a CAT III landing (60 m minimum visual segment), theminimum RVR is 100 m at 15 ft.

MINIMUM VISUAL GROUND SEGMENTS (FLARE PHASE)3 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790,

B-6795, B-6811, B-6837, MSN 5006


OPERATING MANUAL






OPERATING MANUAL




MINIMUM VISUAL GROUND SEGMENTS (FLARE PHASE)4 Applicable to: B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412,

B-6413, B-6415, B-6416, B-6417, D-AVYF


OPERATING MANUAL





GROUND CLEARANCE DIAGRAM5 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790,

B-6795, B-6811, B-6837, MSN 5006


OPERATING MANUAL




GROUND CLEARANCE DIAGRAM6 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,


LANDING7 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6790, B-6795,

B-6811

FLAREThe cockpit cut-off angle is 20 °.


OPERATING MANUAL




In stabilized approach conditions, the flare height is approximately 30 ft:FLARE........................................................................................................................ PERFORMATTITUDE................................................................................................................... MONITOR”PITCH, PITCH” auto-callout is available.The PNF should monitor the attitude, and call out:‐ “PITCH, PITCH”, if the pitch angle reaches 10 °.‐ “BANK, BANK”, if the bank angle reaches 7 °.THRUST levers.................................................................................................................... IDLEIf autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers tothe IDLE detent.In manual landing conditions, the “RETARD” callout is triggered at 20 ft Radio Altitude (RA), inorder to remind the pilot to retard the thrust levers.Note: The ground spoilers extension is inhibited if:

‐ Both thrust levers remain above the idle detent, or‐ One thrust lever is above idle and one thrust lever is at idle detent.

GROUND CLEARANCEAvoid flaring high.A tailstrike occurs, if the pitch attitude exceeds 13.5 ° (11 ° with the landing gear compressed).A wingtip or engine scrape occurs, if the roll angle exceeds 20 ° (16 ° with the landing gearcompressed).Be aware of the pitch-up tendency, with ground spoiler extension.

Applicable to: B-6416, B-6417

FLAREThe cockpit cut-off angle is 20 °. In stabilized approach conditions, the flare height is approximately 30 ft:

FLARE........................................................................................................................ PERFORMATTITUDE................................................................................................................... MONITORThe PNF should monitor the attitude, and call out:‐ “PITCH, PITCH”, if the pitch angle reaches 10 °.‐ “BANK, BANK”, if the bank angle reaches 7 °.THRUST levers.................................................................................................................... IDLEIf autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers tothe IDLE detent.


OPERATING MANUAL




In manual landing conditions, the “RETARD” callout is triggered at 20 ft Radio Altitude (RA), inorder to remind the pilot to retard the thrust levers.Note: The ground spoilers extension is inhibited if:

‐ Both thrust levers remain above the idle detent, or‐ One thrust lever is above idle and one thrust lever is at idle detent.

GROUND CLEARANCEAvoid flaring high.A tailstrike occurs, if the pitch attitude exceeds 15.5 ° (13.5 ° with the landing gear compressed).A wingtip or engine scrape occurs, if the roll angle exceeds 18 ° (16 ° with the landing gearcompressed).Be aware of the pitch-up tendency, with ground spoiler extension.

Applicable to: MSN 5006

8FLARE

The cockpit cut-off angle is 20 °. In stabilized approach conditions, the flare height is approximately 30 ft:

FLARE........................................................................................................................ PERFORMATTITUDE................................................................................................................... MONITORThe PNF should monitor the attitude, and call out:‐ “PITCH, PITCH”, if the pitch angle reaches 10 °.‐ “BANK, BANK”, if the bank angle reaches 7 °.THRUST levers.................................................................................................................... IDLEIf autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers tothe IDLE detent.In manual landing conditions, the “RETARD” callout is triggered at 20 ft Radio Altitude (RA), inorder to remind the pilot to retard the thrust levers.Note: If one or both thrust levers remain above the IDLE detent, ground spoilers extension

is inhibited.

GROUND CLEARANCEAvoid flaring high.A tailstrike occurs, if the pitch attitude exceeds 13.5 ° (11 ° with the landing gear compressed).


OPERATING MANUAL




A wingtip or engine scrape occurs, if the roll angle exceeds 20 ° (16 ° with the landing gearcompressed).Be aware of the pitch-up tendency, with ground spoiler extension.

9 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,B-6211, B-6212, B-6215, B-6221, B-6222, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405, B-6412, B-6413, B-6415, D-AVYF

FLAREThe cockpit cut-off angle is 20 °. In stabilized approach conditions, the flare height is approximately 30 ft:

FLARE........................................................................................................................ PERFORMATTITUDE................................................................................................................... MONITORThe PNF should monitor the attitude, and call out:‐ “PITCH, PITCH”, if the pitch angle reaches 10 °.‐ “BANK, BANK”, if the bank angle reaches 7 °.THRUST levers.................................................................................................................... IDLEIf autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers tothe IDLE detent.In manual landing conditions, the “RETARD” callout is triggered at 20 ft Radio Altitude (RA), inorder to remind the pilot to retard the thrust levers.Note: If one or both thrust levers remain above the IDLE detent, ground spoilers extension

is inhibited.GROUND CLEARANCE

Avoid flaring high.A tailstrike occurs, if the pitch attitude exceeds 15.5 ° (13.5 ° with the landing gear compressed).A wingtip or engine scrape occurs, if the roll angle exceeds 18 ° (16 ° with the landing gearcompressed).Be aware of the pitch-up tendency, with ground spoiler extension.

Applicable to: B-6789, B-6837

10FLARE

The cockpit cut-off angle is 20 °. In stabilized approach conditions, the flare height is approximately 30 ft:

FLARE........................................................................................................................ PERFORM


OPERATING MANUAL




ATTITUDE................................................................................................................... MONITOR”PITCH, PITCH” auto-callout is available.The PNF should monitor the attitude, and call out:‐ “PITCH, PITCH”, if the pitch angle reaches 10 °.‐ “BANK, BANK”, if the bank angle reaches 7 °.THRUST levers.................................................................................................................... IDLEIf autothrust is engaged, it automatically disconnects when the pilot sets both thrust levers tothe IDLE detent.In manual landing conditions, the “RETARD” callout is triggered at 20 ft Radio Altitude (RA), inorder to remind the pilot to retard the thrust levers.Note: If one or both thrust levers remain above the IDLE detent, ground spoilers extension

is inhibited.

GROUND CLEARANCEAvoid flaring high.A tailstrike occurs, if the pitch attitude exceeds 13.5 ° (11 ° with the landing gear compressed).A wingtip or engine scrape occurs, if the roll angle exceeds 20 ° (16 ° with the landing gearcompressed).Be aware of the pitch-up tendency, with ground spoiler extension.

Applicable to: ALL

AT TOUCHDOWNDEROTATION...................................................................................................................... INITIATE‐ Lower the nosewheel without undue delay.‐ The PNF continues to monitor the attitude.BOTH THRUST LEVERS...................................................................................................REV MAX‐ Select MAX REV immediately after the main landing gear touches down.

If the airport regulations restrict the use of thrust reversers, select and maintain the thrust leversin reverse idle position until taxi speed is reached.A slight pitch up that can be easily controlled by the pilot, may occur when the thrust reversersare deployed before the nose landing gear touches down.

‐ After reverse thrust is selected, the flight crew must perform a full stop landing.GROUND SPOILERS....................................................................................... CHECK/ANNOUNCECheck that the WHEEL SD page displays the ground spoilers extended after touchdown.


OPERATING MANUAL




If no ground spoilers are extended:‐ Verify and confirm that both thrust levers are set to IDLE or REV detent.‐ Set both thrust reverser levers to REV MAX, and fully press the brake pedals.Note: If ground spoilers are not armed, ground spoilers extend at reverser thrust selection.REVERSERS.................................................................................................... CHECK/ANNOUNCECheck that the ECAM E/WD displays that the reverse deployment is as expected (REV green).DIRECTIONAL CONTROL.................................................................................MONITOR/ENSURE‐ Monitor directional control, if the rollout is automatic.‐ Ensure directional control, if rollout is manual. Use rudder pedals for directional control.‐ Do not use the nosewheel steering control handle before reaching taxi speed.‐ During rollout, the flight crew should avoid sidestick inputs (either lateral or longitudinal).‐ If directional control problems are encountered, the flight crew should reduce thrust to reverse

idle until directional control is satisfactory.BRAKES............................................................................................................................. AS RQRD‐ Monitor the autobrake, if it is ON. When required, brake with the pedals‐ Although the green hydraulic system supplies the braking system, if pedals are pressed rapidly,

a brake pressure indication appears briefly on the BRAKE PRESS indicator.‐ Braking may begin before the nosewheel has touched down, if required for performance

reasons. However, when comfort is the priority, the flight crew should delay braking until thenosewheel has touched down.

Note: If no ground spoilers are extended, the autobrake is not activated.DECELERATION.............................................................................................. CHECK/ANNOUNCEThe deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD.The deceleration may also be confirmed by the DECEL light (if autobrake is ON).

Applicable to: ALL

AT 70 KTBOTH THRUST LEVERS.................................................................................................. REV IDLEIt is better to reduce thrust when passing 70 kt. However, high levels of reverse thrust may beused in order to control aircraft speed in the case of an emergency.CAUTION Avoid the use of high levels of reverse thrust at low airspeed, unless required due

to an emergency. The distortion of the airflow, caused by gases reentering thecompressor, can cause engine stalls that may result in excessive EGT.


OPERATING MANUAL




Applicable to: ALL

AT TAXI SPEEDBOTH THRUST LEVERS..................................................................................................FWD IDLE‐ When reaching taxi speed, and before leaving the runway, deselect the reversers.‐ On snow-covered grounds, the reversers should be stowed when the aircraft speed reaches

25 kt.‐ When deselecting the reversers, be careful not to apply forward thrust by moving the thrust

levers beyond the FWD IDLE position.CAUTION Except in an emergency, do not use the reverse thrust to control the aircraft

speed while on taxiways.On taxiways, the use of reversers, even when restricted to idle thrust, would have the followingeffects:‐ The engines may ingest fine sand and debris that may be detrimental to the engines and

airframe systems.‐ On snow–covered areas, snow will recirculate into the air inlet, and may cause an engine

flameout or rollback.

Applicable to: ALL

BEFORE 20 KTAUTO BRK................................................................................................................... DISENGAGEDisengage the autobrake to avoid some brake jerks at low speed.


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - GO-AROUND


GO AROUND WITH FDApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

Apply the following three actions simultaneously:THRUST levers.............................................................................................................................TOGAIf TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust levers asrequired. This enables to engage the GO-AROUND phase, with associated AP/FD modes.Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the

GO-AROUND phase, and flying over, or close to the airport (less than 5 nm) will sequencethe Destination waypoint in the F-PLN.

ROTATION............................................................................................................................PERFORMInitiate rotation towards 15 ° of pitch with all engines operative (approximately 12.5 ° if one engine isout) to get a positive rate of climb, then follow the SRS Flight Director pitch bars orders.GO AROUND ....................................................................................................................ANNOUNCEFLAPS lever............................................................................................................SELECT AS RQRDRetract one step of flaps.FMA............................................................................................................. CHECK AND ANNOUNCECheck the FMA on the PFD. The following modes are displayed: MAN TOGA / SRS / GA TRK / A/THR (in blue).POSITIVE CLIMB ..............................................................................................................ANNOUNCELDG GEAR UP .........................................................................................................................ORDERL/G lever............................................................................................................................. SELECT UPNAV or HDG mode................................................................................................................ AS RQRDReselect NAV or HDG, as required (minimum height 100 ft).AP...........................................................................................................................................AS RQRDNote: Go-around may be flown with both autopilots engaged. Whenever any other mode

engages, AP 2 disengages.


Apply the following three actions simultaneously:THRUST levers.............................................................................................................................TOGAIf TOGA thrust is not required, set the thrust levers to TOGA detent then retard the thrust levers asrequired. This enables to engage the GO-AROUND phase, with associated AP/FD modes.


OPERATING MANUAL




Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not engage theGO-AROUND phase, and flying over, or close to the airport (less than 5 nm) will sequencethe Destination waypoint in the F-PLN.

ROTATION............................................................................................................................PERFORMInitiate rotation towards 15 ° of pitch with all engines operative (approximately 12.5 ° if one engine isout) to get a positive rate of climb, then follow the SRS Flight Director pitch bars orders.GO AROUND ....................................................................................................................ANNOUNCEFLAPS lever............................................................................................................SELECT AS RQRDRetract one step of flaps.FMA............................................................................................................. CHECK AND ANNOUNCECheck that the following modes are displayed : MAN TOGA / SRS / NAV / A/THR (in blue).For RNP AR, check that NAV mode engages immediately (minimum height 100 ft).POSITIVE CLIMB ..............................................................................................................ANNOUNCELDG GEAR UP .........................................................................................................................ORDERL/G lever............................................................................................................................. SELECT UPNAV or HDG mode................................................................................................................ AS RQRDSelect NAV or HDG, as required (minimum height 100 ft).AP...........................................................................................................................................AS RQRDNote: Go-around may be flown with both autopilots engaged. Whenever any other mode

engages, AP 2 disengages.

Applicable to: ALL

AT GO-AROUND THRUST REDUCTION ALTITUDETHRUST levers.............................................................................................................................. CLLVR CLB flashing on FMA.

2 Applicable to: ALL

3 AT GO-AROUND ACCELERATION ALTITUDEMonitor that the target speed increases to green dot. If the target speed does not increase to green dot:

ALT knob........................................................................................................CHECK and PULL At F speed:

FLAPS 1.......................................................................................................................... ORDERFLAPS 1......................................................................................................................... SELECT


OPERATING MANUAL




At S speed:FLAPS ZERO.................................................................................................................. ORDERFLAPS ZERO................................................................................................................. SELECTGRND SPLRS................................................................................................................ DISARMEXTERIOR LIGHTS.............................................................................................................. SETSet to OFF the NOSE sw and the RWY TURN OFF sw.The flight crew can maintain the LAND sw set to ON, according to airline policy or regulatoryrecommendations.

Note: Consider the next step:‐ Engage NAV mode, to follow the published missed approach procedure, or‐ Prepare for a second approach by selecting the ACTIVATE APP PHASE, and

CONFIRM on the PERF page.

AFTER TAKEOFF/CLIMB CHECKLIST DOWN TO THE LINE......................................COMPLETE


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - AFTER LANDING


AFTER LANDINGApplicable to: ALL

LAND lights............................................................................................................................ RETRACTRetract landing lights, unless they are needed.STROBE selector..........................................................................................................................AUTOWhen leaving the runway, set the STROBE lights to AUTO.OTHER EXT LIGHTS............................................................................................................ AS RQRDExternal lights can be turned off, unless they are needed.Set the NAV & LOGO to ON, as required, to turn on the navigation and logo lights .

Applicable to: ALL

GROUND SPOILERS............................................................................................................... DISARM

Applicable to: ALL

RADAR.................................................................................................................................. OFF/STBY

Applicable to: ALL

PREDICTIVE WINDSHEAR SYSTEM .....................................................................................OFFSwitching the radar and predictive windshear system OFF after landing avoids risk of radiatingpersons at the gate area.

Applicable to: ALL

ENG MODE selector....................................................................................................................NORM

Applicable to: ALL

FLAPS.................................................................................................................................... RETRACTSet the FLAPS lever to position 0.If the approach was made in icing conditions, or if the runway was contaminated with slush or snow,do not retract the flaps and slats until after engine shutdown and after the ground crew has confirmedthat flaps and slats are clear of obstructing ice.On ground, hot weather conditions may cause overheating to be detected around the bleed ductsin the wings, resulting in “AIR L (R) WING LEAK” warnings. Such warnings may be avoided duringtransit by keeping the slats in Configuration 1 when the OAT is above 30 °C.

Applicable to: ALL

TCAS.............................................................................................................................SET on standby


OPERATING MANUAL




Applicable to: ALL

ATC........................................................................................................................................ AS RQRDDepending on local regulation, ATC transponder may be operated in mode S Refer to DSC-34-50-10Description

Applicable to: ALL

APU............................................................................................................................................. STARTAPU START may be delayed until just prior to engine shutdown.


ANTI ICE................................................................................................................................ AS RQRDIf engine anti-ice is used, take care to control taxi speed, especially on wet or slippery surfaces. (N1ground idle is increased).


ANTI ICE................................................................................................................................ AS RQRD‐ If engine anti-ice is used, take care to control taxi speed, especially on wet or slippery surfaces.

(N1 ground idle is increased).‐ During ground operation, when in icing conditions and the OAT is plus 3 °C or less, the following

procedure should be applied for ice shedding:CAUTION If, during thrust increase, the aircraft starts to move, immediately retard the thrust

levers to IDLE.If ground surface conditions and the environment permit, the flight crew should accelerate theengines to minimum 50 % of N1 at intervals not greater than 15 min. There is no requirement tomaintain the high thrust settings.


OPERATING MANUAL




Applicable to: ALL

BRAKE TEMPERATURE........................................................................................................... CHECK‐ Check brake temperature on the WHEEL SD page for discrepancies and high temperature.‐ If brake fans are installed :

Brake fans selection should be delayed for a minimum of about 5 min, or done just before stoppingat the gate (whichever occurs first), to allow thermal equalization and stabilization and thus avoidoxidation of brake surface hot spots. Selecting the brake fans before reaching the gate preventsthe brake fans from blowing carbon brake dust on the ground personnel.However, when turnaround times are short, or brake temperatures are likely to exceed 500 °C, usethe brake fans, disregarding possible oxidation phenomenon.

‐ Refer to PRO-SUP-32 Brake Temperature Limitations Requiring Maintenance Actions for thebrake temperature limitations requiring maintenance actions.

Applicable to: ALL

AFTER LANDING CHECKLIST.......................................................................................... COMPLETEEnsure that the after-landing checks are completed, once the aircraft has cleared the runway.


OPERATING MANUAL






OPERATING MANUAL


STANDARD OPERATING PROCEDURES - PARKING


PARKINGApplicable to: ALL

Prior to performing this check, consider “GROUND OPERATIONS IN HEAVY RAIN” (Refer toPRO-SUP-30 Ground Operations in Heavy Rain).

Applicable to: ALL

PARKING BRAKE ACCU PRESS............................................................................................. CHECKThe ACCU PRESS indication must be in the green band. In case of low accumulator pressure,chocks are required before engine 1 shutdown.PARK BRK handle............................................................................................................................ ONWhen one brake temperature is above 500 °C (or 350 °C with brake fans ON), avoid applyingthe parking brake, unless operationally necessary.Check the brake pressure on Triple Indicator for the left and right brakes.CAUTION If the aircraft starts to move with the parking brake ON: Immediately release the

PARK BRK handle, to restore braking with the pedals.

Applicable to: ALL

ANTI-ICE..........................................................................................................................................OFF

Applicable to: ALL

APU BLEED pb-sw............................................................................................................................ONSelect APU bleed ON, just before engine shutdown, to prevent engine exhaust fumes from enteringthe air conditioning.


ENG 1 MASTER sw and ENG 2 MASTER sw...............................................................................OFFCAUTION If JP4 fuel is used at ambient temperatures higher than 10 °C, dry motor the engines

for 2 min after engine shutdown. This dry motor period should start approximately90 s after the master lever is selected OFF.

After landing, operate the engine at idle for 3 min before shutdown in order to thermally stabilize thehot section of the engine. This 3 min period includes operational time at idle (e.g. taxiing).If APU is not available, set EXT PWR pb to ON, then set ENG MASTERS to OFF.Check that engine parameters decrease.The DOOR/OXY SD page is displayed on the lower ECAM display.


OPERATING MANUAL





ENG 1 MASTER sw and ENG 2 MASTER sw...............................................................................OFFAfter operation above REV IDLE thrust, or after operation at power level above normal taximaneuvering power: Operate the engine at, or near, idle for a 3 min cooling period, to avoid rotorcase interactions that cause performance degradation of the engine, and possible HPC bladedamage.If APU is not available, set EXT PWR pb to ON, then set ENG MASTERS to OFF.Check that engine parameters decrease.The DOOR/OXY SD page is displayed on the lower ECAM display.

Applicable to: ALL

GROUND CONTACT..........................................................................................................ESTABLISHEstablish ground communication.Check chocks in place.

Applicable to: ALL

SLIDE DISARMED..................................................................................................................... CHECKCheck slides disarmed on the DOOR/OXY SD page. Warn the cabin crew, if any slide is notdisarmed.

Applicable to: ALL

BEACON sw LT...............................................................................................................................OFFTurn off the BEACON lights, when all engines are spooled down.OTHER EXTERIOR LIGHTS................................................................................................. AS RQRD

Applicable to: ALL

SEAT BELTS................................................................................................................................... OFF

Applicable to: ALL

ELAPSED TIME .................................................................................................................... STOP

Applicable to: ALL

FUEL PUMPS..................................................................................................................................OFF

Applicable to: ALL

ATC...............................................................................................................................SET on standby


OPERATING MANUAL




Applicable to: ALL

IRS PERFORMANCE.................................................................................................................CHECKDrift check‐ Call up the POSITION MONITOR page. Check that the drift does not exceed the following:

Residual ground speed check:‐ CAPT and F/O NDs display the IRS 1 and 2 residual ground speeds respectively. The IRS 3

residual ground speed can be read on the CAPT ND by switching the ATT HDG selector to CAPTON 3.• If ground speed ≥ 15 kt : Report (The IR part of the ADIRU must be considered as failed, if the

excessive deviation occurs after two consecutive flights).• If ground speed ≥ 21 kt : Report (The IR part of the ADIRU must be considered as failed).

Note: On aircraft equipped with LITTON IRS, the ground speed check must be performed withinthe 2 min following aircraft stop. (Ground speed reset to 0 after 2 min).

Applicable to: ALL

FUEL QUANTITY....................................................................................................................... CHECKCheck that the sum of the fuel on board and the fuel used is consistent with the fuel on board atdeparture. If an unusual discrepancy is found, maintenance action is due.

Applicable to: ALL

STS pb (ECAM Control panel)...................................................................................................PRESSCheck the STATUS page.


OPERATING MANUAL




If maintenance status messages are displayed, Refer to MMEL/MI-00-08 ECAM andMAINTENANCE STATUS.

Applicable to: ALL

(BRAKE FAN ).......................................................................................................................... OFFSwitch off, when not required.

Applicable to: ALL

PARKING BRAKE..................................................................................................................AS RQRDThe parking brake should be released after chocks are in place, if one brake temperature is above300 °C (or above 150 °C with brake fans ON).Releasing the parking brake prevents the critical structures from being exposed to high temperaturelevels for an extended time. However, if operational conditions dictate (e.g. slippery tarmac), theparking brake may remain applied.When parking with a flat tire on the nose gear, keep the parking brake on, to avoid aircraft yawing atparking brake release.

Applicable to: ALL

DUs...................................................................................................................................................DIMDim EFIS, ECAM and MCDU display units.

Applicable to: ALL

PARKING CHECKLIST.......................................................................................................COMPLETE3 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, MSN 5006

REPORT SEVERE ICING CONDITIONSReport severe icing conditions in the log book, requiring inspections of the fan accoustic panels ofthe engines during the walkaround.


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - SECURING THE AIRCRAFT


SECURING THE AIRCRAFTApplicable to: ALL

GENERALPrior to performing this check, COLD WEATHER should be taken into account (Refer toPRO-SUP-91-30 General).

Applicable to: ALL

PARKING BRAKEPRK BRK handle.............................................................................................................CHECK ONTo reduce hydraulic leak rate in the brake accumulator, keep the parking brake on.

Applicable to: ALL

OXYGEN CREW SUPPLYOXYGEN CREW SUPPLY pb.....................................................................................................OFF

1 Applicable to: B-6156, B-6157, B-6169, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215, B-6221, B-6222, B-6709, B-6710, B-6723,B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790, B-6795, B-6811, B-6837, MSN 5006

ADIRS (1+2+3)ADIRS (1+2+3)............................................................................................................................ OFFADIRS should not be switched off during transits at latitudes above 73 °N, to avoid their requiringexcessive alignment time.After having switched off the ADIRS, wait at least 10 s before switching off the electrical supply toensure that the ADIRS memorize the latest data.

2 Applicable to: B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6245, B-6400, B-6401, B-6402, B-6403, B-6405,B-6412, B-6413, B-6415, B-6416, B-6417, D-AVYF

ADIRS (1+2+3)ADIRS (1+2+3)............................................................................................................................ OFFADIRS should not be switched off during transits at latitudes above 82 °N, to avoid their requiringexcessive alignment time.After having switched off the ADIRS, wait at least 10 s before switching off the electrical supply toensure that the ADIRS memorize the latest data.

Applicable to: ALL

EXTERIOR LIGHTSEXTERIOR LIGHTS.....................................................................................................................OFF


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - SECURING THE AIRCRAFT


Applicable to: ALL

MAINTENANCE BUSMAINT BUS sw.................................................................................................................. AS RQRDShould electrical power be required for the crew or servicing personnel, consider setting theoverhead MAINT BUS sw (in the forward cabin) to the ON position, prior to setting aircraft powerto off.

Applicable to: ALL

APUAPU BLEED pb-sw......................................................................................................................OFFAPU MASTER SW pb-sw............................................................................................................OFFSwitch off the APU after the passengers have disembarked.

Applicable to: ALL

EMER EXIT LT selector.................................................................................................................. OFFSIGNS selector................................................................................................................................ OFF

Applicable to: ALL

EXTERNAL POWEREXT PWR pb......................................................................................................................AS RQRD

Applicable to: ALL

BAT 1 AND 2BAT 1 pb-sw and BAT 2 pb-sw.................................................................................................. OFFWait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes out), beforeswitching off the batteries. Switching the batteries off before the APU flap is closed may causesmoke in the cabin during the next flight.If the batteries are off while the APU is running, APU fire extinguishing is not available.

Applicable to: ALL

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


OPERATING MANUAL


STANDARD OPERATING PROCEDURES - STANDARD CALLOUTS

CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-90 P 1/10FCOM A to C → 07 OCT 11

COMMUNICATIONS AND STANDARD TERMSApplicable to: ALL

Standard phraseology is essential to ensure effective crew communication. The phraseology shouldbe concise and exact. The following Chapter lists the callouts that should be used as standard. Theysupplement the callouts identified in the SOP.These standard Airbus callouts are also designed to promote situational awareness, and to ensurecrew understanding of systems and their use in line operation.

CHECKLIST CALLOUTSApplicable to: ALL

‐ “CHECK”: A command for the other pilot to check an item.‐ “CHECKED”: A response that an item has been checked.‐ “CROSSCHECKED”: A callout verifying information from both pilot stations.If a checklist needs to be interrupted, announce: “HOLD CHECKLIST AT ___” and “RESUMECHECKLIST AT ___” for the continuation.Upon completion of a checklist announce: “__CHECKLIST COMPLETE”.

ACTIONS COMMANDED BY PFApplicable to: ALL

GENERALThe following commands do not necessarily initiate a guidance mode change, eg.: selected tomanaged/managed to selected. The intent is to ensure clear, consistent, standard communicationbetween crewmembers.All actions performed on the FCU and MCDU must be checked on the PFD and ND (eg.: “FL 350blue”, “FL 200 magenta"). Ensure that the correct FCU knob is used, then verify indications on thePFD/ND.

SETThe “SET” command means using an FCU knob to set a value, but not to change a mode.SET is accomplished by only rotating the appropriate selection knob.Example:‐ ”SET GO AROUND ALTITUDE__”‐ ”SET QNH __”‐ “SET FL __”‐ “SET HDG __”


OPERATING MANUAL




MANAGE/PULLThe “MANAGE” command means pushing an FCU knob to engage, or arm, a managed mode ortarget.The “PULL” command means pulling an FCU knob to engage a selected mode or target. Example:‐ "PULL HDG 090” (HDG/TRK knob is pulled and turned).‐ “MANAGE NAV” (HDG/TRK knob is pushed).‐ “FL 190 PULL” (ALT knob is turned and pulled).‐ “FL 190 MANAGE” (ALT knob is turned and pushed).‐ “PULL SPEED 250 KNOTS” (SPD/MACH knob is pulled and turned).‐ “MANAGE SPEED” (SPD/MACH knob is pushed).Note: If the value was previously set, there is no requirement to repeat the figure.

Simply call e.g. PULL HDG: PULL SPEED: FL PULL.The VS/FPA knob has no managed function. The standard callouts for the use of this knob are asfollows:V/S Plus (or Minus) 700 PULL, orFPA Minus 3 ° PULL (V/S/FPA knob is turned and pulled)PUSH TO LEVEL OFF (V/S/FPA knob is pushed)

ARMThe “ARM __” command means arming a system by pushing the specified FCU button.e.g. : “ARM APPROACH”e.g. : “ARM LOC.”

ON/OFFThe simple ON or OFF command is used for the autopilot, flight directors, autothrust and the bird(flight path vector).e.g.: BIRD ON (The HDG-V/S / TRK-FPA pb is pushed.)

FMAApplicable to: ALL

The PF should call out any FMA change, unless specified differently (e.g. CAT II & III task sharing).Therefore, the PF should announce:‐ All armed modes with the associated color (e.g. blue, magenta): “G/S blue”, “LOC blue”.‐ All active modes without the associated color (e.g. green, white): “NAV”, “ALT”.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-90 P 3/10FCOM ← D to F 07 OCT 11

The PNF should check and respond, “CHECKED” to all FMA changes called out by the PF.

ALTITUDEApplicable to: ALL

The PNF calls out “one thousand to go” when passing 1 000 ft before the cleared altitude or FL, andthe PF calls out “checked”.

FLAPS OR GEAR CALLOUTSApplicable to: ALL

FLAPS' CALLOUTSFLAPS' CONFIGURATION CALLOUT

1 "FLAPS ONE"1 + F "FLAPS ONE"

0 "FLAPS ZERO"

The reply will be given when selecting the new flap position.e.g.:

CALLOUT REMARKPF "FLAPS ONE"

"SPEED CHECKED" PNF checks the speed:‐ Above the S or F speed and accelerating (Takeoff)‐ Below VFE next and decelerating (Approach)PNF

"FLAPS ONE" PNF selects the FLAPS lever position and replies after checking the bluenumber on the ECAM flaps indicator to confirm the correct selection has beenmade.

GEAR CALLOUTSCALLOUT REMARKS

PF "GEAR UP (DOWN)"PNF "GEAR UP (DOWN)" The PNF selects the L/G lever position and

replies after checking the red lights on the LDGGEAR indicator to confirm gear operation.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-90 P 4/10FCOM G → 07 OCT 11

FLIGHT PARAMETERS IN APPROACHApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

PNF will make callouts for the following conditions during final approach. Attitude callouts also to bemade through to landing.‐ “SPEED” if the speed decreases below the speed target - 5 kt or increases above the speed target

+ 10 kt.‐ “SINK RATE” when V/S is greater than -1 000 ft/min.‐ “BANK” when bank angle becomes greater than 7 °.‐ “PITCH” when pitch attitude becomes lower than -2.5 ° or higher than +10 °.‐ "LOC” or “GLIDE” when either localizer or glide slope deviation is:

• ¼ dot LOC; 1 dot GS.‐ “COURSE” when greater than ½ dot or 2.5 ° (VOR) or 5 ° (ADF).‐ “__ FT HIGH (LOW)” at altitude checks points.

FLIGHT PARAMETERS IN APPROACH1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


PNF will make callouts for the following conditions during final approach. Attitude callouts also to bemade through to landing.‐ “SPEED” if the speed decreases below the speed target - 5 kt or increases above the speed target

+ 10 kt.‐ “SINK RATE” when V/S is greater than -1 000 ft/min.‐ “BANK” when bank angle becomes greater than 7 °.‐ “PITCH” when pitch attitude becomes lower than -2.5 ° or higher than +10 °.‐ "LOC” or “GLIDE” when either localizer or glide slope deviation is:

• ¼ dot LOC; 1 dot GS.‐ “COURSE” when greater than ½ dot or 2.5 ° (VOR) or 5 ° (ADF).‐ “__ FT HIGH (LOW)” at altitude checks points. For RNP AR approach:

The PNF will make callouts for the following conditions during final approach:‐ ”LDEV”, when LDEV is at half of RNP or 1 dot.‐ ”VDEV”, when ½ dot deviation above or below path.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-90 P 5/10FCOM ← G to J → 07 OCT 11

‐ ”SINK RATE”, when V/S is greater that -1 200 ft/min.‐ ”BANK”, when the bank angle goes above 30 °.

FLIGHT PARAMETERS IN GO-AROUNDApplicable to: ALL

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

PF/PNF DUTIES TRANSFERApplicable to: ALL

To transfer control, flight crewmembers must use the following callouts:‐ To give control: The pilot calls out “YOU HAVE CONTROL”. The other pilot accepts this transfer

by calling out “I HAVE CONTROL”, before assuming PF duties.‐ To take control: The pilot calls out “I HAVE CONTROL”. The other pilot accepts this transfer by

calling out “YOU HAVE CONTROL”, before assuming PNF duties.

ABNORMAL AND EMERGENCY CALL OUTSApplicable to: ALL

ECAM PROCEDURES1. “ECAM ACTION” is commanded by PF when required.2. “CLEAR __ (title of the system) ?” is asked by the PNF for confirmation by the PF, that all

actions have been taken/reviewed on the present WARNING/CAUTION or SYSTEM PAGE.e.g.: CLEAR HYDRAULIC ?

3. “CLEAR __ (title of the system)” is the command by the PF that the action and review isconfirmed. For status page; REMOVE STATUS will be used.

4. “ECAM ACTIONS COMPLETE” is the announcement by the PNF that all APPLICABLEACTIONS have been completed.

5. Should the PF require an action from the PNF during ECAM procedures, the order “STOPECAM” will be used. When ready to resume the ECAM the order “CONTINUE ECAM” will beused.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-90 P 6/10FCOM ← J to K → 07 OCT 11

MEMORY ITEMSThe aim of such callouts is to callout the appropriate procedure by calling out, in most cases,the title of the procedure. This will allow the crew to be aware of the situation and be prepared toproperly react (crew coordination, task sharing and communication).GPWS

As soon as avoidance manoeuver is envisaged."PULL UP TOGA"

REACTIVE WINDSHEAR"WINDSHEAR TOGA"

UNRELIABLE SPEED INDICATION"UNRELIABLE SPEED"

TCASAs soon as "TRAFFIC" warning is triggered"TCAS, I have control"

EMERGENCY DESCENT"EMERGENCY DESCENT"

LOSS OF BRAKING"LOSS OF BRAKING"

SUMMARY FOR EACH PHASEApplicable to: ALL

EVENT PF or PNF GND MechInitial ground contact GROUND (from) COCKPIT

COCKPIT (from) GROUNDExternal __ disconnection REMOVE EXTERNAL __

EXTERNAL__ REMOVED

TO REMOVE GROUND SUPPLY

EVENT PF PNFBefore start up clearance received BEFORE START C/L

DOWN TO THE LINEContinued on the following page


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-90 P 7/10FCOM ← K → 07 OCT 11

Continued from the previous pageEVENT PF PNF

After start up clearance received BELOW THE LINEBEFORE START C/L COMPLETE

BEFORE ENGINE START/PUSH BACK

EVENT PF GND Mech.When ready for pushback, and pushbackclearance received from ATC

GROUND (from) COCKPIT,CLEARED FOR PUSH

COCKPIT (from) GROUND, RELEASEBRAKES

Start of push BRAKES RELEASED READYTO PUSH

When ready to start engines CLEAR TO START ?CLEAR TO START

STARTING ENG(S)—When pushback completed SET BRAKES

BRAKES SETWhen ready to disconnect (after enginestarted, and parameters are stabilized)

CLEAR TO DISCONNECT(hand signals on left/right)

DISCONNECTING (hand signals on left/right)

PUSH BACK/ENGINE START

EVENT PF PNFAll engines started and stabilized andGND is disconnected

AFTER START C/L

AFTER START C/L COMPLETE

AFTER ENGINE START

EVENT PF PNFWhen taxi clearance obtained CLEAR LEFT (RIGHT) SIDE

CLEAR RIGHT (LEFT) SIDEBrake check BRAKE CHECKFlight control check in the followingsequence (the check is possible beforethe start of taxi)

FLIGHT CONTROL CHECK

1. Elevators FULL UP, FULL DOWN, NEUTRAL2. Ailerons/Spoilers FULL LEFT, FULL RIGHT, NEUTRAL3. Rudder(1) RUDDER FULL LEFT, FULL RIGHT, NEUTRALDuring taxi BEFORE TAKEOFF C/L

DOWN TO THE LINEContinued on the following page


OPERATING MANUAL




Continued from the previous pageEVENT PF PNF

Line up on the runway BELOW THE LINEBEFORE TAKEOFF C/L COMPLETE

(1) The PNF should follow pedal movement with his/her feet

TAXI

EVENT PF PNFSetting thrust levers to initial stabilizationvalue

TAKEOFF

Before passing 80 kt THRUST SETAt 100 kt ONE HUNDRED KNOTS

CHECKEDAt V1 V1At VR ROTATEGear retraction POSITIVE CLIMB

GEAR UPGEAR UP

If AP is engaged by PNF AP 1(2) ONChecklist AFTER TAKEOFF/CLIMB C/L

DOWN TO THE LINEAt transition altitude BELOW THE LINE

AFTER TAKEOFF/CLIMB C/L COMPLETE

TAKEOFF

EVENT CAPT F/OIf GO decision GOIf RTO decision

‐ REV green on EWD‐ Deceleration

STOP

REVERSE GREEN(1)

DECEL(2)

(1) In case of failure or no positive deceleration, NO REVERSE ENGINE__or NO REVERSE(2) In case of failure or no positive deceleration, NO DECEL

DECEL callout means that the deceleration is felt by the crew, and confirmed by the speed trend on the PFD. It canalso be confirmed by the DECEL light.

MALFUNCTION BEFORE V1 AT TAKEOFF


OPERATING MANUAL




EVENT PF PNFSET STANDARD(SET QNH/QFE)

Barometric setting change andsubsequent altimeter cross-check

CHECKED

STANDARD CROSS-CHECKED (QNH/QFE)PASSING FL__(__FT) NOW

ALTIMETER SETTING CHANGES TO/FROM QNH/QFE-STD

EVENT PF PNFApproach checklist APPROACH C/L

APPROACH C/L COMPLETEActivation of approach Phase ACTIVATE APPROACH

PHASEAPPROACH PHASE ACTIVATED

RA alive RADIO ALTIMETER ALIVE(1)(2)

CHECKEDAt “GS*” or below GO altitude for NPA SET GA ALTITUDE __FT

GA ALTITUDE — SET,FAF PASSING__(Fix Name),__FT,

CHECKEDLanding checklist LANDING C/L

LANDING C/L COMPLETE1 000 ft RA ONE THOUSAND(2)

CHECKED100 ft above MDA/DH ONE HUNDRED ABOVE

CHECKEDMDA/DH visual reference MINIMUM

CONTINUEMDA/DH no visual reference MINIMUM

GO AROUND-FLAPSONE HUNDRED FIFTY(2)

SPOILERS(3)After touchdownGround spoilers extendedREV green on EWD

REVERSE GREEN(4)

Deceleration DECEL (5)

At 70 kt SEVENTY KNOTSCHECKED

(1) Crew awareness, crew should now keep RA in scan to landing(2) PNF monitors pin-programmed auto callout, or announces if inoperative.(3) If the spoilers are not extended, call NO SPOILER(4) If no reverse deployment, call NO REVERSE ENGINE__ or NO REVERSE, as appropriate.(5) DECEL Callout means that the deceleration is felt by the crew, and confirmed by the speed trend on the PFD. It can

also be confirmed by the DECEL light. If no positive deceleration, NO DECEL.

APPROACH AND LANDING


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SOP-90 P 10/10FCOM ← K 07 OCT 11

EVENT PF PNFGO AROUND decision GO AROUND – FLAPSFlaps retraction FLAPS—

POSITIVE CLIMBGear retractionGEAR UP

GEAR UPChecklist AFTER TAKEOFF/CLIMB C/L

DOWN TO THE LINEAt transition altitude BELOW THE LINE

AFTER TAKEOFF/CLIMB C/L COMPLETE

GO AROUND

EVENT PF PNFChecklist AFTER LANDING C/L

AFTER LANDING C/L COMPLETE

AFTER LANDING

EVENT PF PNFChecklist PARKING C/L

PARKING C/L COMPLETE

PARKING

EVENT PF PNFChecklist SECURING THE AIRCRAFT

C/LSECURING THE AIRCRAFT C/L COMPLETE

SECURING THE AIRCRAFT


OPERATING MANUAL


SYSTEMS RELATED PROCEDURES - FMS

CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-05 P 1/2FCOM A → 20 AUG 10

Introduction


Note: This chapter is an amplification of the SOP. Anytime it was feasible, the same chapters andthe same titles of paragraph were retained.

The following discussion of the FMGS uses this flight plan as an example.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-05 P 2/2FCOM ← A 20 AUG 10


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 1/34FCOM A → 07 OCT 11

Cockpit Preparation

FMGS INITIALIZATIONApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

CHECKING THE DATABASE CYCLECHECK the CLOCK DATE and ADJUST, if necessary.If the date in the active database does not match the clock date, the MCDU displays “CHECKDATA BASE CYCLE”. If this message appears, check the period of validity in the seconddatabase and select it, if required.

CAUTION Cycling the navigation database deletes the active and secondary flight plans. Donot cycle it while airborne because doing so will delete the flight plan, eliminate allspeed predictions, and blank the ND. If the aircraft is in managed speed, GreenDot becomes the speed target.

CHECKING PILOT'S WAYPOINTS, NAVAIDS, RUNWAYS, OR ROUTESPRESS the DATA key.PRESS the next page key.SELECT, successively, as required:‐ PILOTS WAYPOINTS‐ PILOTS NAVAIDS‐ PILOTS RUNWAYS‐ PILOTS ROUTESCHECK the contents of each of these data storages and DELETE items, as appropriate.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 2/34FCOM ← A → 07 OCT 11

NAVAIDS DESELECTION If NOTAMS indicate that selected NAVAIDs are unreliable or unserviceable, deselect

them as follows:PRESS the DATA key.SELECT the POSITION MONITOR page.SELECT the SELECTED NAVAIDS page.Under “DESELECT”, INSERT the NAVAID identifier in the brackets.The pilot can only make six deselections.

Note: When a NAVAID is deselected, it is no more used for navigation by the FMGC duringthe rest of the flight. However a deselected NAVAID can still be manually tuned onthe RAD NAV page and displayed on ND.


OPERATING MANUAL




FMGS INITIALIZATION1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


CHECKING THE DATABASE CYCLECHECK the CLOCK DATE and ADJUST, if necessary.If the date in the active database does not match the clock date, the MCDU displays “CHECKDATA BASE CYCLE”. If this message appears, check the period of validity in the seconddatabase and select it, if required.

CAUTION Cycling the navigation database deletes the active and secondary flight plans. Donot cycle it while airborne because doing so will delete the flight plan, eliminate allspeed predictions, and blank the ND. If the aircraft is in managed speed, GreenDot becomes the speed target.

CHECKING PILOT'S WAYPOINTS, NAVAIDS, RUNWAYS, OR ROUTESPRESS the DATA key.PRESS the next page key.SELECT, successively, as required:‐ PILOTS WAYPOINTS‐ PILOTS NAVAIDS‐ PILOTS RUNWAYS‐ PILOTS ROUTESCHECK the contents of each of these data storages and DELETE items, as appropriate.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 4/34FCOM ← A 07 OCT 11

NAVAIDS DESELECTION The flight crew can manually deselect all the RADIO NAVAIDs as follows:

PRESS the DATA key.SELECT the POSITION MONITOR page.SELECT the SELECTED NAVAIDS page.Press [ 5L ] to DESELECT all the Radio NAVAIDs.

If NOTAMS indicate that selected NAVAIDs are unreliable or unserviceable, deselectthem as follows:PRESS the DATA key.SELECT the POSITION MONITOR page.SELECT the SELECTED NAVAIDS page.Under “DESELECT”, INSERT the NAVAID identifier in the brackets.The flight crew can only make four deselections.

Note: When a NAVAID is deselected, it is no more used for navigation by the FMGC duringthe rest of the flight. However a deselected NAVAID can still be manually tuned onthe RAD NAV page and displayed on ND.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 5/34FCOM B → 07 OCT 11

FLIGHT PLAN INITIALIZATIONApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

GENERALFollow SOP instructions, when the route is a company route stored in the database.Check COST INDEX. If the company route is unknown, proceed as follows:

WRITE a “FROM/TO” city pair, then ENTER it:If one or more company routes run between the cities, the ROUTE SELECTION page appearsand defines them.INSERT the preferred company route.Check COST INDEX.

If the database does not contain a company route:The flight plan must be constructed manually:PRESS the INIT keyENTER a city pair in the FROM/TO field.The ROUTE SELECTION page comes up with “NONE”SELECT RETURN [6L] key then construct the flight plan manually.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 6/34FCOM ← B → 07 OCT 11

If waypoints, NAVAIDs or airports are not in the NAV database, the crew must define andstore them manually, using the “data stored” function.


GENERALFollow SOP instructions, when the route is a company route stored in the database. If the company route is unknown, proceed as follows:

WRITE a “FROM/TO” city pair, then ENTER it:If one or more company routes run between the cities, the ROUTE SELECTION page appearsand defines them.INSERT the preferred company route.Check COST INDEX.Check/modify GND TEMP.


OPERATING MANUAL




If the database does not contain a company route:The flight plan must be constructed manually:PRESS the INIT keyENTER a city pair in the FROM/TO field.The ROUTE SELECTION page comes up with “NONE”SELECT RETURN [6L] key then construct the flight plan manually.

If waypoints, NAVAIDs or airports are not in the NAV database, the crew must define andstore them manually, using the “data stored” function.


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


OPERATING MANUAL




If the “CHECK IRS/AIRPORT POS” message is displayed:CHECK the departure airport on INIT A page and CORRECT it if necessary.RE-ALIGN the IRS per the procedure described previously.

If a new FROM or a new CO RTE is entered after IRS alignment is already completed,the “RESET IRS TO NAV” message will be triggered. In this case:CHECK IRS alignmentIf alignment is not correct, RE-ALIGN the IRS per the procedure described previously.


ALIGNING IRSPRESS the INIT key, and then the IRS INIT prompt.IRS INIT page is displayed with the airport reference point as default coordinates.If necessary, PRESS [1L] and/or [1R] and use scroll keys to adjust the latitude and/or longitudevalues.For example, this can be used to enter the gate precise coordinates when the aircraft is intendedto fly without GPS on long segments without radio coverage.PRESS the ALIGN ON REF prompt and CONFIRM ALIGN* prompt.The displayed coordinates are sent to ADIRS for initialization.The alignment status changes to ALIGNING ON REF. If the “CHECK IRS/AIRPORT POS” or "REF/GPS POS DIF" or "REF/LAST IRS POS DIF"

message is displayed:CHECK the departure airport on INIT A page and CORRECT it if necessary.REALIGN the IRS per the procedure described previously.


OPERATING MANUAL




If a new FROM or a new CO RTE is entered after IRS alignment is already completed,the ALIGN ON REF prompt is displayed in [6R]:REALIGN the IRS per the procedure described previously.


ALIGNING IRSThe alignment phase is completed, when the ADIRS is initialized to an appropriate position. If theGPS is available, initialization is automatic, using the GPS position. Flight crew intervention is notnecessary.However, automatic initialization may be manually overriden by flight crew entry, at any momentduring the alignment phase. In this case, perform the following procedure as soon as possible, toprevent delays if an alignment error occurs:PRESS the INIT key, and then the IRS INIT prompt.IRS INIT page is displayed with the airport reference point as default coordinates.If necessary, PRESS [1L] and/or [1R] and use scroll keys to adjust the latitude and/or longitudevalues.For example, this can be used to enter the gate precise coordinates when the aircraft is intendedto fly without GPS on long segments without radio coverage.PRESS the ALIGN ON REF prompt and CONFIRM ALIGN* prompt.The displayed coordinates are sent to ADIRS for initialization.The alignment status changes to ALIGNING ON REF. If the “CHECK IRS/AIRPORT POS” or "REF/GPS POS DIF" or "REF/LAST IRS POS DIF"

message is displayed:CHECK the departure airport on INIT A page and CORRECT it if necessary.REALIGN the IRS per the procedure described previously.

If a new FROM or a new CO RTE is entered after IRS alignment is already completed,the ALIGN ON REF prompt is displayed in [6R]:REALIGN the IRS per the procedure described previously.


OPERATING MANUAL





LATERAL FLIGHT PLANSELECTING A DEPARTURE

You may use the “←” or “→” keys to gain access to the listings of runways, or the one of SIDs, andtransitions.

ProcedurePRESS the F-PLN key on MCDUSELECT the DEPARTURE prompt [1L] keySELECT the RWY in USE, SID and TRANSCHECK and INSERT the TMPY F-PLN or continue with next revision.


OPERATING MANUAL





LATERAL FLIGHT PLANSELECTING A DEPARTURE

You may use the “←” or “→” keys to gain access to the listings of runways, or the one of SIDs, andtransitions.

ProcedurePRESS the F-PLN key on MCDUSELECT the DEPARTURE prompt [1L] keySELECT the RWY in USE, SID and TRANSCHECK and INSERT the TMPY F-PLN or continue with next revision.


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VERTICAL FLIGHT PLANENTERING/MODIFYING A SPEED LIMIT

PRESS the F-PLN key on the MCDU.SELECT VERTICAL REVISION at the FROM waypoint.WRITE a new speed limit/altitude and ENTER.The crew can insert one climb speed limit and one descent speed limit into the vertical flightplan, or modify or clear the limits that are already in it.The speed limit is defined by a speed and an altitude (for example, 230/9 000), which meansthat the managed speed target will be limited by the speed limit when the aircraft flies below thespecified altitude.In both climb and descent, 250 kt at 10 000 ft is the default speed limit in the vertical flight plan.The vertical revision page presents the climb speed (CLB SPD) limit if the revised waypoint isbetween departure and top of descent.The vertical revision page shows the descent speed (DES SPD) limit, if the revised waypoint isbetween top of descent and destination.It can be deleted by a clear action, the field reverts to brackets. It can also be cleared directly onthe F-PLN A page by clearing the SPD LIM pseudo-waypoint.CHECK and INSERT the TMPY F-PLN or continue with next revision.


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Note: The speed limit cannot be cleared in the temporary flight plan. If the crew inadvertlytries to clear the SPD LIM in the TMPY F-PLN, the message “NOT ALLOWED” isdisplayed in the scratchpad.

ENTERING A SPEED CONSTRAINT

ProcedurePRESS the F-PLN key on the MCDU.SELECT the VERT REV page at the revised waypoint.WRITE the speed constraint value into the scratchpad and ENTER it in 3L.CHECK and INSERT the TMPY F-PLN or continue with next revision.


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Note: A speed constraint can also be entered directly on F-PLN page, without using VERTREV page.

When predictions are not yet available, the constraints are displayed on the F-PLN A page inmagenta.When predictions are available, the speed constraint is highlighted by a star (*).

* If the predicted speed matches the constraint, the star is magenta.* If the prediction is that the aircraft will miss the speed constraint, the star is amber.If a speed constraint cannot be met (by more than 10 kt), the FMGS generates themessage “SPD ERROR AT WPT XX”.

A speed constraint may be assigned to any waypoint in the climb or the descent phaseexcept the FROM, origin, or destination waypoints, and any pseudo waypoint.When a speed constraint is assigned to a waypoint, the constraint will limit the managedspeed target as follows:‐ In takeoff or climb phase until you pass the constrained waypoint.‐ In descent an approach phase, after passing the constrained waypoint.Speed constraints are observed by the FMGS when NAV mode and speed managed areactive.

ENTERING A SPEED CONSTRAINT THROUGH F-PLN A PAGEYou may also enter a speed constraint through the F-PLN A page.


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Note: You may delete the constraint using the clear key on the relevant right hand key.However if there is an altitude constraint assigned at that point, the clear action deletesit too.

ENTERING AN ALTITUDE CONSTRAINT

ProcedurePRESS the F-PLN key on the MCDU.SELECT the “VERT REV” page at the revised waypoint.WRITE an altitude constraint in the scratchpad and ENTER it in 3R.If ← CLB and DES → prompt are displayed, SELECT the type of constraint.The system displays the ← CLB or DES → prompt, when the predictions are not yet available,or when the waypoint is part of the cruise phase as originally defined.


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CHECK and INSERT the TMPY F-PLN or continue with next revisionNote: 1. In case of QFE operations, the altitude constraints defined in heights (QFE) must

be converted and entered in the FMS as altitudes (QNH).2. An altitude constraint can also be entered directly on F-PLN page, without using

VERT REV page.You or the database may assign an altitude constraint to any waypoint in the climb or descentphases except the FROM, origin, or destination waypoints, or any pseudo waypoint.An altitude constraint may be defined as an “at”, an “at or above”, or an “at or below”constraint. In certain procedures, the database may define an altitude constraint as a windowin which the aircraft should fly.Enter “AT” constraints with no sign.Enter “AT or ABOVE” constraints preceded by a + sign (+FL 130, for example).Enter “AT or BELOW” constraints preceded by a – sign (-15 000, for example).enter four or five-digit number when entering altitude. Include the lead zero (0 500 ft , forexample).For flight level, enter a two- or three-digit number, with or without the letters “FL”. The leadzero is optional. (Examples : +FL 120 or + 120 ; -FL 090 or -90 or - 090)Enter the altitude value as either altitude or flight level ; the MCDU displays the selected valueas an “ALT” or “FL,” as appropriate for the transition altitude.The constraint must be higher than the thrust reduction altitude and lower than the cruiseflight level.Once inserted in the flight plan, the altitude constraint (ALT CSTR) is displayed in magenta aslong as predictions are not available.When predictions are available, the altitude constraints are replaced by the predicted altitudeat relevant waypoints highlighted by a star.* If the predicted altitude matches the constraint the star is magenta. If the predicted altitudeis missed (by more than 250 ft), the star is amber.


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The vertical revision page displays “ALT ERROR”, along with the difference between theconstraint and the predicted altitude at the revised waypoint.

ND Display

An altitude-constrained waypoint is marked by a circle ( ) on the navigation display.This circle is white when the guidance does not take the altitude constraint into account. It ismagenta if the guidance system takes the altitude constraint into account and predicts that itwill be matched.It is amber if the guidance system takes the altitude constraint into account and predicts that itwill not be matched.

The aircraft should be at or below FL 120 at AGN and above FL 180 at LACOU.


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Entering an Altitude Constraint Through F-PLN A PageThe pilot may also enter an altitude constraint directly through the F-PLN A page.When entering the value into the scratchpad do not forget the slash e.g. /- 120 or /-FL 120.If the slash is omitted the value will be considered as a speed constraint if it is within therange value.

Use CLR to delete them directly from the flight plan page, as well. However, if there is also aspeed constraint assigned at that waypoint, the clear action deletes it too.

ENTERING AN ESTIMATED TAKEOFF TIME (ETT)In Preflight Phase:

SELECT the SEC F-PLN key on the MCDU.SELECT a VERT REV at any waypoint.SELECT the Required Time of Arrival (RTA) prompt (2R).The MCDU displays the RTA page.ENTER the Estimated Takeoff Time in the [ 5R ] field.The format is HHMMSS (entry of seconds is not mandatory).


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If the aircraft has not taken off by the time entered as estimated takeoff time, the MCDUdisplays the “CLK IS TAKE OFF TIME” message, meaning that the system will replace yourestimated takeoff time with the actual time.When beginning the takeoff roll, the system automatically adopts that clock time as thetakeoff time.If the origin airport is changed, or the clock time is invalid, the system automatically deletesthe estimated takeoff time.

Applicable to: ALL

FLIGHT PLAN CHECKCHECK the EOSID on the ND plan mode (yellow line).Note: If the details of the EOSID require review, select the EOSID as a TMPY F-PLN and

review it as TMPY. Then ERASE it.

Applicable to: ALL

SECONDARY F-PLNFor details : Refer to DSC-22_20-60-50 Secondary Flight Plan.

Applicable to: ALL

RADIO NAVWhenever a NAVAID IDENT is correctly decoded, in agreement with that published, no audiocheck is necessary.Morse decoding is displayed on the ND for VOR/DME, VOR/TAC, DME, ADF, and on the PFD forILS.Preferably use the identifier for NAVAID entry.If the ADF IDENT is not in the database, be sure to include a decimal point when tuning thefrequency (e.g 315. or 325.7).


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 20/34FCOM ← B to C → 07 OCT 11

Note: Whenever, the runway ILS is intented to be retained for guidance after the takeoff phase,it is recommended to manually tune the ILS by its identifier.

FMGS DATA INSERTIONApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

WEIGHT/CG INSERTION AND FUEL PLANNINGThe flight crew must enter the Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of Gravity(ZFWCG) values on the INIT B page, to allow the FMS to perform the fuel planning computations.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 21/34FCOM ← C → 07 OCT 11

PROCEDUREPRESS the INIT key, and the Next (“→”) key to access the INIT B page.ENTER the ZFW and ZFWCG value in the [ 1R ] field.The “FUEL PLANNING →” prompt appears in the [ 3R ] field.Note: As long as the final load sheet is not available, the crew should insert the estimated

ZFW/ZFWCG in order to get fuel estimates. The ZFW and ZFWCG values must beupdated with the final load sheet values.

CHECK/MODIFY the TAXI [ 1L ], RTE RSV [ 3L ] and FINAL TIME [ 5L ] values.The TAXI, RTE RSV and FINAL TIME fields display the default values specified in the AMI file(for example, “0.4 t” for TAXI, “5.0 %” for RTE RSV and "0045" for FINAL TIME). The flight crewmay modify these values.Note: At takeoff, the RTE RSV field will automatically be reset to 0. The RTE RSV fuel is

then added to the EXTRA fuel, which ensures that the EXTRA fuel and MIN DESTFOB values are consistent in flight.

ENTER an ALTN fuel value in the [4L] field, as necessary.The flight crew may enter the ALTN fuel value planned on the Computerized Flight Plan (CFP),as necessary.


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ENTER the TRIP WIND value in the [ 6R ] field, as necessary.In no wind profile has been entered in the F-PLN, the crew may enter an average TRIP WIND inthis field, to obtain more realistic fuel/time predictions before departure.Note: 1. The flight crew should only enter a TRIP WIND to obtain realistic fuel/time

predictions, on ground. Then, the flight crew should enter a wind profile using theWIND pages, for fuel/time predictions in flight. As soon as flight crew has entered awind profile on the WIND pages, the TRIP WIND will be erased.

2. If the crew has already defined a wind profile, even partially (such as climb wind), itis not possible to enter a TRIP WIND.

ENTER the planned BLOCK fuel, as indicated in the computerized flight plan (CFP).If the planned BLOCK fuel is not available, the crew may obtain a prediction of the minimumBLOCK fuel required for the flight by pressing the FUEL PLANNING prompt [3R].Pressing this prompt makes the FMS compute the minimum required BLOCK fuel, which is theBLOCK fuel required to have EXTRA fuel = 0, based on the parameters entered on the INIT andF-PLN pages.The computed BLOCK fuel value is displayed in the [2R] field, and a BLOCK CONFIRM promptappears in the [3R] field.Note: In order to obtain a realistic BLOCK fuel computation, the flight crew should ensure

that the F-PLN initialization has been completed (including insertion of the ALTNF-PLN and/or ALTN fuel, if necessary), and that flight parameters, such as CRZFL, steps climbs (if any), and winds, have been inserted, before using the FUELPLANNING function.

When the final Load and Trim Sheet (LTS) data are available:

ENTER the final ZFW/ZFWCG [1R], and the required BLOCK fuel [2R].The FMS computes the predictions, based on the entered BLOCK fuel, and estimates theEXTRA fuel value.


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CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTERSV fuel, ALTN fuel, FINAL and EXTRA fuel values.If necessary, the flight crew may modify the ALTN or FINAL fuel values.PRINT the PREFLIGHT REPORT, if necessary.When the final load sheet values (ZFW/ZFWCG/BLOCK) have been entered, the crew mayprint the pre-flight report, which provides a copy of the F-PLN with the associated FMSpredictions.


WEIGHT/CG INSERTION AND FUEL PLANNINGThe flight crew must enter the Zero Fuel Weight (ZFW) and Zero Fuel Weight Center of Gravity(ZFWCG) values on the INIT B page, to allow the FMS to perform the fuel planning computations.

PROCEDUREPRESS the INIT key, and the Next (“→”) key to access the INIT B page.ENTER the ZFW and ZFWCG value in the [ 1R ] field.The “FUEL PLANNING →” prompt appears in the [ 3R ] field.Note: As long as the final load sheet is not available, the crew should insert the estimated

ZFW/ZFWCG in order to get fuel estimates. The ZFW and ZFWCG values must beupdated with the final load sheet values.

CHECK/MODIFY the TAXI [ 1L ], RTE RSV [ 3L ] and FINAL TIME [ 5L ] values.The TAXI, RTE RSV and FINAL TIME fields display the default values specified in the AMI file(for example, “0.4 t” for TAXI, “5.0 %” for RTE RSV and "0045" for FINAL TIME). The flight crewmay modify these values.


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Note: At takeoff, the RTE RSV field will automatically be reset to 0. The RTE RSV fuel isthen added to the EXTRA fuel, which ensures that the EXTRA fuel and MIN DESTFOB values are consistent in flight.

ENTER an ALTN fuel value in the [4L] field, as necessary.The flight crew may enter the ALTN fuel value planned on the Computerized Flight Plan (CFP),as necessary.ENTER a MIN DEST FOB value in the [6L] field, as necessary.Note: MIN DEST FOB (equal to ALTN + FINAL) can be increased at flight crew discretion

(e.g. when HOLD is expected at destination).ENTER the TRIP WIND value in the [ 5R ] field, as necessary.In no wind profile has been entered in the F-PLN, the crew may enter an average TRIP WIND inthis field, to obtain more realistic fuel/time predictions before departure.Note: 1. The flight crew should only enter a TRIP WIND to obtain realistic fuel/time

predictions, on ground. Then, the flight crew should enter a wind profile using theWIND pages, for fuel/time predictions in flight. As soon as flight crew has entered awind profile on the WIND pages, the TRIP WIND will be erased.

2. If the crew has already defined a wind profile, even partially (such as climb wind), itis not possible to enter a TRIP WIND.

ENTER the planned BLOCK fuel, as indicated in the computerized flight plan (CFP)If the planned BLOCK fuel is not available, the crew may obtain a prediction of the minimumBLOCK fuel required for the flight by pressing the FUEL PLANNING prompt [3R].Pressing this prompt makes the FMS compute the minimum required BLOCK fuel, which is theBLOCK fuel required to have EXTRA fuel = 0, based on the parameters entered on the INIT andF-PLN pages.The computed BLOCK fuel value is displayed in the [2R] field, and a BLOCK CONFIRM promptappears in the [3R] field.Note: In order to obtain a realistic fuel computation, the flight crew should ensure that the

F-PLN initialization has been completed (including insertion of the ALTN F-PLN and/orALTN fuel and/or MIN DEST FOB if necessary), and that flight parameters, such asCRZ FL, steps climbs (if any), and winds, have been inserted.


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When the final Load and Trim Sheet (LTS) data are available:

ENTER the final ZFW/ZFWCG [1R], and the required BLOCK fuel [2R].The FMS computes the predictions, based on the entered BLOCK fuel, and estimates theEXTRA fuel value.CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTERSV fuel, ALTN fuel, FINAL and EXTRA fuel values.If necessary, the flight crew may modify the ALTN or FINAL fuel values.PRINT the PREFLIGHT REPORT, if necessary.When the final load sheet values (ZFW/ZFWCG/BLOCK) have been entered, the crew mayprint the pre-flight report, which provides a copy of the F-PLN with the associated FMSpredictions.

Applicable to: ALL

TAKEOFF WITH NO WEIGHT/CG DATAIf the crew does not enter ZFW/ZFWCG data prior takeoff, or if the FMGC looses these values dueto a power interruption, the following will occur:‐ At takeoff, the Speed Reference System (SRS) mode is available (provided a V2 has been

inserted)‐ When the aircraft leaves the SRS mode, the target speed becomes the current speed and

reverts to selected.Note: If the AP/FD has reverted to ALT or V/S (FPA) mode, the associated A/THR mode is

SPEED. In this case, the system will probably reduce thrust, because the speed will beequal to, or greater than, the target speed.

When appropriate, to regain FMS predictions and associated managed modes:INSERT the ZFW/ZFWCG values on the FUEL PRED page.


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Applicable to: ALL

INSERTING WEIGHT/CG DATA AFTER ENGINE STARTThe flight crew must enter the ZFW/ZFWCG values on INIT B page prior to engine start. If thesedata have not been entered at engine start, the MCDU displays the “INITIALIZE WEIGHTS” ambermessage in the scratchpad. After engine start, the crew should enter the ZFW/ZFWCG values onthe FUEL PRED page.PRESS to the FUEL PRED key.INSERT the ZFW/ZFWCG values in the [4R] field.This allows predictions and performance computation.CHECK the resulting computed data, against the data planned on the CFP: TRIP fuel, RTE RSVfuel, ALTN fuel, FINAL and EXTRA fuel values.If necessary, the flight crew may modify the ALTN or FINAL fuel values.PRINT the PREFLIGHT REPORT, if necessary.When the final load sheet values (ZFW/ZFWCG/BLOCK) have been entered, the crew may printthe pre-flight report, which provides a copy of the F-PLN with the associated FMS predictions.


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Applicable to: ALL

TAKEOFF DATA INSERTION

PROCEDUREPRESS the PERF key on the MCDU.WRITE successively and ENTER : V1, VR, V2.WRITE successively and ENTER T.O. SHIFT and FLX TEMP or DRT TO CHECK/MODIFY the THR RED ALT (Thrust reduction altitude) See *.CHECK/MODIFY the ACC ALT (acceleration altitude) See *.CHECK/MODIFY the ENG OUT ACC (engine out acceleration altitude) See *.CHECK/MODIFY the TRANS ALT (transition altitude) See *CHECK V1, V2 on PFD See *** Altitudes less than 400 ft above airfield elevation cannot be selected.** If the PFD does not display V2 at the top of its speed scale, check that at least one FD is

ON.


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ENTERING A FLEX TEMPERATUREWRITE the desired flex temperature in the scratchpad and ENTER using the [4R] key.


CLIMB SPEED PRESELECTIONIf the managed speeds for the initial climb are not suitable, the pilot can preselect an appropriateclimb speed on the “PERF CLB” page, as long as the climb phase is not active.The CLB SPD preselection applies, when the:‐ ATC specifies an initial climb speed.‐ Initial climb speed must be lower than normal because:

• There are to be turns greater than 120 ° in the initial climb out.• Obstacle clearance, or some other situation, requires a high climb angle.• The airfield has a risk area to be quickly cleared (birds reported, for example).


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


CLIMB SPEED PRESELECTIONIf the managed speeds for the initial climb are not suitable, the pilot can preselect an appropriateclimb speed on the “PERF CLB” page, as long as the climb phase is not active.The CLB SPD preselection applies, when the:‐ ATC specifies an initial climb speed.‐ Initial climb speed must be lower than normal because:

• There are to be turns greater than 120 ° in the initial climb out.• Obstacle clearance, or some other situation, requires a high climb angle.• The airfield has a risk area to be quickly cleared (birds reported, for example).


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

Applicable to: ALL

CRUISE MACH (SPEED) PRESELECTIONThe pilot preselects a cruise Mach, when a Mach number other than the ECON cruise Machnumber is required.When the aircraft transitions to the cruise phase, the speed target symbol goes to the preselectedvalue and “SELECTED” becomes the active speed mode (blue target on PFD, target MACHshown in the speed/Mach window of the FCU).


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PROCEDUREPRESS the PERF key on the MCDU.PRESS the “NEXT PHASE” [6R] key on the MCDU, until the CRZ page is accessed.WRITE a cruise Mach (or speed) in the scratchpad and ENTER it in [4L].To revert to managed speed, PRESS [3L].When the cruise phase is active, you cannot preselect a cruise Mach or speed.

Applicable to: ALL

ENTERING A HEADING/TRACK PRESET FUNCTIONThe heading/track preset allows the pilot to preset a takeoff or go-around heading or track beforecommanding the aircraft to take up that heading or track (manual activation).The flight crew can enter a heading or a track preset while the aircraft is on the ground and untiltakeoff.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 32/34FCOM ← C to D → 07 OCT 11

PROCEDURE Before takeoff :

SET the appropriate HDG or TRK in the FCU window.This disarms the navigation mode and allows the runway mode to remain engaged aftertakeoff.

After takeoff :PULL HDG/TRK selector knob.The heading or track mode engages on the preset value.

The direction in which the pilot rotates the HDG/TRK selection knob usually determines thedirection of the turn. A left rotation (decreasing heading) produces a left turn ; a right rotationproduces a right turn.However, when a heading has been preset before takeoff or go-around, the direction of theturn will be such as to cause the shortest turn at the moment of engagement.

CANCELLING THE HEADING/TRACK PRESET FUNCTIONThe pilot can cancel the heading preset by pushing the HDG/TRK selector knob back in again.This engages or arms the NAV mode.

FMGS RE-INITIALIZATION AFTER A CANCELED FLIGHTApplicable to: ALL

If the flight crew initially prepared a flight with all the data associated with this flight (takeoff speeds,winds, etc.), and if this flight is later canceled and replaced by another flight, the flight crew may usethe following procedure to initialize the FMGS again:


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 33/34FCOM ← D 07 OCT 11

PREPARE the new flight data in the secondary flight plan, using SEC INIT A, SEC INIT B, and SECPERF pagesACTIVATE the secondary flight plan.Note: When the flight crew activates the secondary flight plan, the following data of the primary

flight plan is lost if the secondary flight plan does not include any replacement data:‐ Alternate data‐ Winds and cruise TEMP at waypoints as inserted on CRZ WIND pages‐ Departure and arrival selection (STAR, APP, RWY) and approach parameters (QNH,

TEMP, WIND, TRANS ALT, VAPP, minimum, LDG CONF)‐ Altitude, speed, and time constraints‐ Steps‐ CMS‐ Offsets‐ Flaps/THS‐ Preselected cruise and descent speeds.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-10 P 34/34FCOM 07 OCT 11


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-15 P 1/2FCOM A → 07 APR 11

Before Pushback or Start

CHANGE OF RUNWAYApplicable to: ALL

PRESS the F-PLN key on the MCDU.SELECT the LAT REV at origin.SELECT the DEPARTURE prompt [1L].SELECT the new RWY in use.The "CHECK TAKE-OFF DATA" message is displayed.CHECK/SELECT the appropriate SID and TRANS.CHECK and INSERT the TMPY F-PLN, or continue with next revision.PRESS the PERF key to access PERF TAKEOFF page.CHECK the V1, VR, V2 and FLEX values displayed after the amber boxes. If these values arecorrect, PRESS [6R] to confirm and insert them. Else, ENTER new values.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-15 P 2/2FCOM ← A to B 07 APR 11

ENTER the new V1, VR, V2, FLEX TEMP or CONF, as appropriate.The previously-entered values, adjacent to the boxes, may be re-selected by pressing the CONFIRMTO DATA* on [6R].Note: In case of a runway change, any previous lateral modification performed on the active

DEPARTURE procedure may lead to additional waypoint stacking in the temporary F-PLN.The crew has to check and revise it, as necessary.Refer to DSC-22_20-30-10-18 Changing the Departure/Arrival.

TAKEOFF FROM INTERSECTIONApplicable to: ALL

Use RTOW or FCOM to revise takeoff parameters :PRESS the [PERF] key on MCDUENTER the takeoff shiftENTER the new V1, VR, V2, FLX TEMP, or CONF, as appropriateNote: The insertion of the shift in takeoff position permits the system to make an accurate revision

to its navigation data at takeoff.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-20 P 1/4FCOM A to B → 07 OCT 11

Taxi

FCU SELECTION FOR TAKEOFFApplicable to: ALL

PROCEDUREENSURE that HDG – V/S modes are selected (change over pb).CONFIRM or SELECT the first cleared altitudeCROSS CHECK on PFD the target altitudeCONFIRM both FDs ON

FMA MODE CHECKApplicable to: ALL

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

Note: ALT (in blue or magenta) may be displayed instead of CLB if the FCU altitude or aconstraint is set at or below the acceleration altitude.

Note: If a radar-vector standard instrument departure (SID) has been selected, a F-PLNdiscontinuity immediately follows the departure runway, and NAV mode is not armed. Aftertakeoff, RWY TRK mode engages until the crew selects a HDG or performs a DIR TO.

If a HDG/TRK was preset, NAV is disarmed.


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SELECTING A NAVIGATION DISPLAYApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

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


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-20 P 3/4FCOM ← C to D 07 OCT 11

SELECTING A NAVIGATION DISPLAY1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


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

SELECTING TAKEOFF DISPLAYS FOR PILOT'S AND COPILOT'S MCDUApplicable to: ALL


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Takeoff

MONITORING THE TAKEOFFApplicable to: ALL

At power set (thrust levers in FLX or TOGA position)CHECK that the navigation is updated to the runway threshold by verifying that the aircraftsymbol is centered on the runway threshold of the navigation display.CHECK the FMA for appropriate mode selectionNote: ‐ RWY mode appears if an ILS is tuned to a station corresponding to the departure

runway. Otherwise no lateral mode comes up until the aircraft has lifted off.

At 30 ft If NAV is armed, it engages automatically.

If NAV is not armed, RWY TRK mode engages and remains displayed until the crewselects another lateral mode.


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At 100 ftEngage AP1 or AP2.The FMGS has an internal delay that prevents the AP from engaging 5 s after liftoff and if theaircraft is below 100 ft.

At thrust reduction altitude“LVR CLB” flashes in the first column of the FMA

ProcedureSET the thrust levers to the CL detentA/THR activates automaticallyCHECK that A/THR turns to white in the 5th FMA column.CHECK that THR CLB appears in green in the first column.

Depending on the next level off altitude, CLB or ALT is armed and displayed in the secondcolumn.ALT is armed:‐ in blue if the next predicted level-off is the FCU-selected altitude (target altitude blue at the top

of the ALT scale)‐ in magenta if the next predicted level-off is an ALT CSTR (target altitude magenta at the top of

the ALT scale)


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-30 P 3/8FCOM ← A to B 07 OCT 11

At acceleration altitudeThe vertical phase automatically switches to climb.CLB mode engages. The target speed jumps to initial climb speed on the PFD.

ProcedureCHECK that “CLB” appears in green in the second FMA column.‐ The speed reference system (SRS) mode remains engaged until CLB phase is engaged,

which occurs at ACCEL ALT or at any other vertical mode engagement, whichever comesfirst.

‐ If during takeoff the FCU altitude is set below the current aircraft altitude, the system ignoresthe FCU altitude and the aircraft remains in SRS mode until the pilot selects an altitude abovethe aircraft altitude or engages any other mode.

PRESELECTING A HDG OR A TRKApplicable to: ALL

PROCEDURE If a HDG or a TRK was preselected on the ground :

PULL OUT the HDG/TRK selector knob when requiredCHECK that the HDG/TRK mode is active and displayed on the FMAWhen a HDG or TRK is preset, OP CLB mode will engage at the acceleration altitude. (CLBmode is not available in HDG/TRK mode).


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-30 P 4/8FCOM C to D → 07 OCT 11

NORMAL TAKEOFF PROFILEApplicable to: ALL

NO FLIGHT DIRECTOR TAKEOFFApplicable to: ALL

If a takeoff is initiated without FDs, the system responds as follow:‐ There are no FD bars.‐ There is no A/THR arming.‐ There is no guidance available.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-30 P 5/8FCOM ← D → 07 OCT 11

‐ The target speed on the PFD is that selected on the FCU or is defaulted to 100 kt.‐ Setting the thrust levers to the CL detent does not activate A/THR.

Note: Do not engage the autothrust prior to selecting a target speed on the FCU.

PROCEDUREEstablish initial climb of 15 ° When reaching the thrust reduction altitude (THR RED ALT):

SELECT a climb speed.SET the thrust levers to CL detent.ACTIVATE the autothrust.TURN ON the FDs (basic modes engage).SELECT appropriate mode.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-30 P 6/8FCOM ← D to F → 07 OCT 11

Failure of both FDs after the start of takeoff:‐ The FD bars disappear.‐ The FCU window displays the target speed, which synchronizes on V2, or the current speed

(if it is higher).‐ The autothrust remains armed.‐ At thrust reduction altitude, LVR CLB flashes. If the pilot set the thrust levers to the CLB

detent, the autothrust becomes active in selected SPD mode (no FDs selected).If the current speed is greater than the target speed, the thrust decreases.

‐ At acceleration altitude the target speed does not change, since it is selected.

TAKEOFF WITH NO V2 ENTRYApplicable to: ALL

If V2 is not inserted, the speed reference system (SRS) will not engage for takeoff.Five seconds after lift off, V/S mode will engage. When V/S engages the current airspeed becomesthe FCU target speed.To regain a normal speed target, the pilot must :SELECT the appropriate climb speed on the FCU and PULL out the knob. At ACC ALT :

PUSH the A/THR pushbutton on the FCU.SET the thrust levers to CL detent.PUSH in the SPD selector knob to get a managed speed target.

TAKEOFF USING THE LOCALIZER OF THE OPPOSITE RUNWAYApplicable to: ALL

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


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-30 P 7/8FCOM ← F 07 OCT 11

If the ILS is not in the database:SET the appropriate frequency, and SET the ILS front course in the CRS field.

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


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Climb

MONITORING THE CLIMB PHASEApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

The PF MCDU should display the PERF CLB page allowing him to monitor the climb.The PNF MCDU should display the F-PLN page to allow the pilot to monitor time, speed and altitudepredictions. This page also displays matched or missed information for constraints.

CHECK vertical mode CLB if NAV is engaged.CHECK vertical mode OP CLB if HDG/TRK is engaged.MONITORING THE ND (ROSE NAV OR ARC)

Displays the lateral and vertical paths, in the current AP/FD active modes.


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MONITORING THE AP/FD MODES AND FMAIf CLB mode is engaged, the flight mode annunciator (FMA) and the navigation display (ND) showthe tactical situation as follows:CASE 1

The FCU selected altitude is set above the next altitude constraint


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CASE 2The FCU selected altitude is set at the next altitude constraintThe aircraft will automatically levels off at this altitude.


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


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RECOMMENDATION:To ensure that you will not miss the next constraint, it is recommended to select the FCUaltitude to the next constraint as described above.

MONITORING THE CONSTRAINTSSPEED, ALTITUDE and TIME constraint can be checked using MCDUs. Each constraint ispreceded by a star that indicates if the constraint is matched (magenta star) or missed (amberstar).


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ALTITUDE CONSTRAINT If an altitude constraint is predicted as missed, use the following procedure:

SET the FCU ALT to the next ALT CSTRCHECK the position of the level off symbol on the ND (blue arrow) with respect to thewaypoint with the constraint.DECREASE the target speed until the constraint is met.

SPEED CONSTRAINTCHECK the SPD CSTR predictions on the MCDU.A magenta or amber star (*) indicates that the aircraft will match or miss the constraint.If the aircraft is to miss the constraint by more than 10 kt, the MCDU scratchpad displays “SPDERROR AT WPT ---- ”.

“CHECK WEIGHT” MESSAGE.Refer to PRO-SUP-22-10-C Other Abnormal Procedures - "CHECK WEIGHT" Message

HDG/TRK MODE ENGAGEMENT If HDG/TRK is engaged, the guidance does not consider any F-PLN constraint. Therefore if

the flight crew disengages NAV, CLB mode reverts to OP CLB.

SPEED SELECTION If a specific speed is required:

TURN and PULL the SPD selector knob. (This changes the target speed to blue on the PFDspeed scale).Predictions on the F-PLN page assume that the speed remains selected until the nextSPD LIM or SPD CSTR, or the next phase, whichever comes first.


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MONITORING THE CLIMB PHASE1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


The PF MCDU should display the PERF CLB page allowing him to monitor the climb.The PNF MCDU should display the F-PLN page to allow the pilot to monitor time, speed and altitudepredictions. This page also displays matched or missed information for constraints.

CHECK vertical mode CLB if NAV is engaged.CHECK vertical mode OP CLB if HDG/TRK is engaged.MONITORING THE ND (ROSE NAV OR ARC)

Displays the lateral and vertical paths, in the current AP/FD active modes.


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MONITORING THE AP/FD MODES AND FMAIf CLB mode is engaged, the flight mode annunciator (FMA) and the navigation display (ND) showthe tactical situation as follows:CASE 1

The FCU selected altitude is set above the next altitude constraint

CASE 2The FCU selected altitude is set at the next altitude constraint


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The aircraft will automatically levels off at this altitude.

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


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RECOMMENDATION:To ensure that you will not miss the next constraint, it is recommended to select the FCUaltitude to the next constraint as described above.

MONITORING THE CONSTRAINTSSPEED, ALTITUDE and TIME constraint can be checked using MCDUs. Each constraint ispreceded by a star that indicates if the constraint is matched (magenta star) or missed (amberstar).


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ALTITUDE CONSTRAINT If an altitude constraint is predicted as missed,

use the following procedure:SET the FCU ALT to the next ALT CSTRCHECK the position of the level off symbol on the ND (blue arrow) with respect to thewaypoint with the constraint.DECREASE the target speed until the constraint is met.

SPEED CONSTRAINTCHECK the SPD CSTR predictions on the MCDU.A magenta or amber star (*) indicates that the aircraft will match or miss the constraint.If the aircraft is to miss the constraint by more than 10 kt, the MCDU scratchpad displays “SPDERROR AT WPT ---- ”.

“CHECK WEIGHT” MESSAGE.Refer to PRO-SUP-22-10-C Other Abnormal Procedures - "CHECK WEIGHT" Message

HDG/TRK MODE ENGAGEMENT If HDG/TRK is engaged, the guidance does not consider any F-PLN constraint. Therefore if

the flight crew disengages NAV, CLB mode reverts to OP CLB.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-40 P 12/14FCOM ← A to B → 07 OCT 11

SPEED SELECTION If a specific speed is required:

TURN and PULL the SPD selector knob. (This changes the target speed to blue on the PFDspeed scale).Predictions on the F-PLN page assume that the speed remains selected until the nextSPD LIM or SPD CSTR, or the next phase, whichever comes first.

EXPEDITE CLIMBApplicable to: ALL

The flight may use the expedite mode temporarily to clear a specified altitude or to match aconstraint.PRESS EXPED pb on the FCU.The AP acquires and maintains Green Dot speed. There is no benefit to use expedite mode aboveFL 250. The mach corresponding to green dot is too low to maintain an increased vertical speed.

To revert to normal climb:PUSH ALT knob CLB mode will engage.


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Note: Pulling ALT knob or V/S knob or SPD/MACH knob also disengages EXPEDITE.PRESSING EXPED pb never disengages the mode.

IMMEDIATE RETURN TO ORIGIN AIRPORTApplicable to: ALL

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

If the SEC F-PLN has not been prepared for an immediate return to the airport of origin:

PERFORM a lateral revision at TO waypointENTER the departure airport ident in the NEW DEST field.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-40 P 14/14FCOM ← C 07 OCT 11

PERFORM a lateral revision at the new destinationSELECT: APPR – STAR – VIA – TRANS and INSERTCHECK and INSERT the TMPY F-PLN or continue with next revision.

When cleared to divert :PERFORM a DIR TO the suitable waypoint.ENTER QNH, WIND, minimum, LDG CONF.CHECK RAD NAV page.


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Cruise

REACHING CRUISE FLIGHT LEVELApplicable to: ALL

On reaching the cruise flight level, the flight crew should be sure that the FMA displays “ALT CRZ”in its second column, which ensures that the aircraft is at cruise flight level and at Economy CruiseMach (ECON CRZ MACH).

The FMGS engages the “soft altitude” (SOFT ALT) mode 2 min after the cruise flight level is capturedand Mach stabilized. (SOFT ALT) mode allows the aircraft to deviate ± 50 ft from the target altitudeto minimize the thrust variation and reduce the fuel consumption. If the FMA does not display ALT CRZ at the assigned flight level, soft altitude mode will

not engage and the predictions will be computed at the preplanned flight level. This will occurwhen the ATC assigned flight level is lower than the preplanned flight level entered on the PROGpage.

If the FMA does not display ALT CRZ at the assigned FL (as may occur when theATC-assigned FL is lower than the preplanned FL selected initially):PRESS the [PROG] key.ENTER the current cruise flight level.Note: If the current cruise flight level is above the preplanned FL, selecting the FCU updates

it automatically.“SET SPD AUTO” (OR “SET MANAGED SPD”)

If the climb phase was flown in selected speed and if the cruise phase is planned to beflown in managed speed (ECON MACH/SPEED) , “SET SPD AUTO” (or “SET MANAGEDSPEED”) appears on the PFD and MCDU as a reminder.


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PRESS the FCU speed selector knob to activate the managed Mach.

MONITORING THE NAVIGATION ACCURACYApplicable to: ALL

GENERALOn aircraft equipped with GPS PRIMARY, the navigation accuracy check is not required as longas GPS PRIMARY is available.Otherwise, navigation accuracy shall be checked periodically in cruise.The PROG page displays an estimated accuracy as being high or low (center of sixth line):‐ “HIGH” means that the FMGS estimates the FM position accurate enough to meet the EN

ROUTE criteria‐ “LOW” means that the pilot must compare raw data from tuned navaids with corresponding data

computed by FM and shown on the ND or MCDU PROG page. The appearance of the message“NAV ACCUR DOWNGRAD” on the MCDU calls for a similar crosscheck.

Note: The pilot should make such a comparison periodically, even if the PROG page isdisplaying “HIGH” and navaids are available: this allows him to quantify the FM positionerror.

The method for checking the accuracy is explained in the SOP and in Evaluation of positionaccuracy chapter (Refer to DSC-22_20-20-20 General).A quick check is explained here below when the TO waypoint is a DME type. (VOR/DME orVOR/TAC or DME or TAC)


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POSITION DISCREPANCY If there is a discrepancy between the raw data position and the FM position:

PRESS the DATA key on the MCDU.SELECT the POSITION MONITOR page.SELECT “FREEZE”.On the other MCDU: Select the GPS MONITOR page.

MONITORING THE FUEL PREDICTIONSApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

The F-PLN and FUEL PRED pages display fuel and time predictions throughout the flight. Thesepredictions are meaningful if the lateral and vertical flight plan, and the entered winds are keptaccurate enough as the flight progresses.PROCEDURE

In addition to the Fuel Management procedure described in the SOPs (Refer toPRO-NOR-SOP-15-A Cruise - Flight Progress), periodically apply the following actions:KEEP ACCURATE FMS PREDICTIONSPeriodically UPDATE the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds).CHECK the ALTN and the MIN DEST FOB value on the FUEL PRED pageThe MIN DEST FOB value is computed by the FMS and equals ALTN + FINAL.At the beginning of the CRZ phase, and/or after any change of destination or alternate airport,check that the ALTN and MIN DEST FOB values are meaningful. Otherwise, update the ALTN fuelvalue, as appropriate.CHECK the DEST EFOB value on the F-PLN or FUEL PRED pageMONITOR the EFOB at destination on the F-PLN or FUEL PRED page. If necessary, ADAPT theflight strategy.


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"DEST EFOB BELOW MIN" MESSAGEIf the predicted EFOB at destination becomes less than the MIN DEST FOB value displayed onthe FUEL PRED page:‐ The destination EFOB turns to amber on the F-PLN, FUEL PRED and PERF (CLB, CRZ, DES)

pages, and REPORT page.‐ The “DEST EFOB BELOW MIN” amber message is displayed on the MCDU scratchpad, after

2 min (if the FMS is in CRZ or DES phase).Note: If the flight crew has cleared the “DEST EFOB BELOW MIN” message, and if the

predicted EFOB at destination is still less than the MIN DEST FOB value, the “DESTEFOB BELOW MIN” message will appear again at the beginning of the descent phase.

PROCEDURE If the “DEST EFOB BELOW MIN” message is triggered on the MCDU:

CHECK the DEST EFOB value on the F-PLN or FUEL PRED page,CHECK the hypothesis used by the FMS to compute the fuel predictions,Check that the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds) areup-to-date, to ensure that the FMS predictions are accurate.Check that the ALTN and FINAL fuel values are meaningful and correspond to the plannedfuel strategy.ADAPT the flight strategy as required.

MONITORING THE FUEL PREDICTIONS1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


The F-PLN and FUEL PRED pages display fuel and time predictions throughout the flight. Thesepredictions are meaningful if the lateral and vertical flight plan, and the entered winds are keptaccurate enough as the flight progresses.PROCEDURE

In addition to the Fuel Management procedure described in the SOPs (Refer toPRO-NOR-SOP-15-A Cruise - Flight Progress), periodically apply the following actions:KEEP ACCURATE FMS PREDICTIONSPeriodically UPDATE the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds).CHECK the MIN DEST FOB value on the FUEL PRED pageThe MIN DEST FOB value is computed by the FMS and by default it is equals to ALTN + FINAL.ALTN, FINAL and MIN DEST FOB can be modified by the flight crew.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-50 P 5/16FCOM ← C to D → 07 OCT 11

At the beginning of the CRZ phase, and/or after any change of destination or alternate airport,check that the MIN DEST FOB value is meaningful. Otherwise, update the MIN DEST FOB value,as appropriate.CHECK the DEST EFOB value on the F-PLN or FUEL PRED pageMONITOR the EFOB at destination on the F-PLN or FUEL PRED page. If necessary, ADAPT theflight strategy.

"DEST EFOB BELOW MIN" MESSAGEIf the predicted EFOB at destination becomes less than the MIN DEST FOB value displayed onthe FUEL PRED page:‐ The destination EFOB turns to amber on the F-PLN, FUEL PRED and PERF (CLB, CRZ, DES)

pages, and REPORT page.‐ The “DEST EFOB BELOW MIN” amber message is displayed on the MCDU scratchpad, after

2 min (if the FMS is in CRZ or DES phase).Note: If the flight crew has cleared the “DEST EFOB BELOW MIN” message, and if the

predicted EFOB at destination is still less than the MIN DEST FOB value, the “DESTEFOB BELOW MIN” message will appear again at the beginning of the descent phase.

PROCEDURE If the “DEST EFOB BELOW MIN” message is triggered on the MCDU:

CHECK the DEST EFOB value on the F-PLN or FUEL PRED page,CHECK the hypothesis used by the FMS to compute the fuel predictions,Check that the F-PLN elements (F-PLN waypoints, step altitudes, predicted winds) areup-to-date, to ensure that the FMS predictions are accurate.Check that the MIN DEST FOB fuel value is meaningful and corresponds to the plannedfuel strategy.ADAPT the flight strategy as required.

ENTERING A STEP CLIMB OR A STEP DESCENTApplicable to: ALL

The crew may use the STEP ALTS page to enter up to four geographic step points or one optimalstep (computed by the FMGS) at any waypoint of the cruise.PROCEDURE

PRESS the F-PLN key on the MCDU.SELECT the VERT REV page at any waypoint.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-50 P 6/16FCOM ← D → 07 OCT 11

SELECT “STEP ALTS” prompt.The PERF PAGE displays this prompt in cruise phase. The crew may also call up the STEP ALTSpage using a vertical revision at any cruise waypoint.

ENTERING AN OPTIMAL STEP (ONLY STEP CLIMB)WRITE the desired step altitude into the scratchpad.ENTER it in the [1L] fieldThe FMGS automatically computes the optimal location of the step and inserts it in the TMPYF-PLN.CHECK the FUEL and TIME SAVINGS predictions on the [ 5R ].After insertion, the optimum step location is regularly updated, until the aircraft is within 20 nm ofthe step point.The ND shows symbols for the start of climb (S/C) and the top of climb (T/C). The MCDU showsthe associated pseudo-waypoints.It is possible to convert an optimum step to a geographic step by overwriting the [1L] field (seegeographic step).

When reaching the step climb pseudo-waypoint (S/C):REQUEST climb clearance to ATC.ADJUST the FCU altitude to the STEP ALT, and PUSH the FCU knob.

Note: The step will be deleted from the F-PLN after having sequenced the start of climb for thestep.

ENTERING A GEOGRAPHIC STEP (STEP CLIMB OR STEP DESCENT)WRITE a step altitude and waypoint into the scratchpad.The format is :‐ Altitude (or FL)/waypoint (Ex: FL 350/BERAD)‐ Altitude (or FL)/waypoint/distance (Ex: FL 350/BERAD/-20)


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-50 P 7/16FCOM ← D 07 OCT 11

The waypoint must be in the flight plan.ENTER it in [1L] to [4L] field.It is possible to independently modify either the location or the altitude of an existing stepaltitude. It is not possible to modify with a single entry both the location and the altitude : An entry“waypoint/xxx” will be taken by the system as an along track offset of xxx nautical miles.CHECK the predictions (distance, time). When reaching the step climb or descent pseudo-waypoint (S/C or S/D):

REQUEST climb or descent clearanceADJUST the FCU altitude to the STEP ALT, and PUSH the FCU knob.

The DIST/TIME field may display the following messages:‐ ABOVE MAX if the step altitude exceeds the MAX ALT.‐ IGNORED if the step end point is less than 50 nm from the top of descent or if the step

climb is located prior to the top of climb or after the top of descent.‐ STEP AHEAD when the aircraft is within 20 nm of the step point.

If the aircraft overflies the step pseudo-waypoint without commencing a climb or a descent,the system deletes the step from the vertical F-PLN automatically (a “STEP DELETED”message is displayed on the MCDU scratchpad), and recomputes the predictions.The step is not deleted if the FCU altitude is moved only partially towards the step altitude.The flight phase remains “cruise” whenever a step is initiated.

Note: For an altitude restriction defined at a waypoint less than 50 nm before the top ofdescent and lower than the CRZ FL, it is recommended to enter an altitude constraintrather than a step.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-50 P 8/16FCOM E to F → 07 OCT 11

IMMEDIATE CHANGE OF LEVEL IN CRUISEApplicable to: ALL

When the flight crew changes the flight level through a FCU altitude selection:‐ If the FCU-selected altitude is above the previous CRZ FL, the CRZ FL on the PROG page

changes to the new flight level.‐ If the FCU-selected altitude is lower than the previous CRZ FL and if the distance to DEST is more

than 200 nm, the CRZ FL on the PROG page changes.In that case Mach target is managed as follows:• At the start of the descent, the Mach target is the managed Mach number at the initial cruise

flight level.• When the aircraft reaches the new flight level, the Mach target switches either to the Mach

number for the lower CRZ FL, or to the speed for the lower CRZ FL if the aircraft reaches thecrossover altitude. This logic prevents the aircraft from exceeding VMO during descent.

‐ If the FCU-selected altitude is lower than the previous CRZ FL and the aircraft is within 200 nm ofits destination, the system activates the descent phase.

The pilot may reactivate the cruise phase by entering a new cruise flight level in the PROG page.CAUTION If the pilot modifies the CRZ FL on the PROG page without setting the FCU altitude,

the FMS may target a Speed/Mach above VMO/MMO.Changing the FCU altitude makes the FMS behavior become correct again.

PREPARATION FOR DESCENT AND APPROACHApplicable to: ALL

GENERALThe preparation for descent and approach consists of :‐ Entering PERF and WIND data‐ Defining the lateral and vertical F-PLN‐ Checking the tuning (auto or manual) of the appropriate navaidsAfter receiving the arrival information, the flight crew should use the following procedure.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-50 P 9/16FCOM ← F → 07 OCT 11

Applicable to: ALL

REVISION OF LATERAL F-PLN

PERFORM a lateral revision at destinationSELECT an ARRIVAL prompt.SELECT an APPROACH.SELECT A STAR.If a desired, call up VIA subpage by pressing [2L] prompt on STAR page and SELECT a VIA.


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Note: When the pilot selects successive items, the page are automatically sequenced. Butpressing "→" key brings up the APPR and STAR page successively.

CHECK and INSERT the TMPY F-PLN or continue with next revision.

Applicable to: ALL

REVISION OF VERTICAL FLIGHT PLANCHECK that the speed and altitude constraints as displayed on the ND. (Use the CSTRpusbutton).ENTER any additional speed or altitude constraints using the vertical revision page.In order not to be too fast when commencing the approach, you may insert a speed constraint atthe FAF (Final Approach Fix).When all computations are completed.REVIEW the flight plan, using the approach chart.Note: : When the crew changes the approach or the destination runway, and if the previously

selected approach procedure is compatible with the new one, the system automaticallyinserts it in the temporary F-PLN.For further details, Refer to DSC-22_20-30-10-18 Changing the Departure/Arrival.

Applicable to: ALL

ENTERING THE WINDS FOR DESCENTRefer to DSC-22_20-30-20-28-B Wind - Temperature - QNH - General.


PRESELECTING A MANAGED SPEED/MACHAs long as the descent phase is not active, the PERF DES page may either be used to select aspeed, or a Mach number, or both, to replace the optimum descent speed.


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The Flight Guidance Computer then uses the entered speed, instead of the optimum speed forcomputing the descent profile.When the system switches to the descent phase, it sets the MANAGED target speed to theentered speed. From there, the speed may only be modified by using the FCU selector knob.Once in descent phase, the pilot cannot modify the MANAGED speed again.

PROCEDUREPRESS the PERF key on MCDU.SELECT the “NEXT PHASE” prompt.WRITE the descent speed into the scratchpad and ENTER it.The 3L field displays the imposed managed speed value.


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


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PROCEDUREPRESS the PERF key on MCDU.SELECT the “NEXT PHASE” prompt.WRITE the descent speed into the scratchpad and ENTER it.The 3L field displays the imposed managed speed value.

Applicable to: ALL

MODIFICATION OF THE CABIN RATE

PROCEDUREPRESS the MCDU's PERF key.WRITE the new cabin rate in the scratchpad.ENTER it in the [5R] field.


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ENTERING THE APPROACH DATAFrom PERF DES page, SELECT “NEXT PHASE” [ 6R ] key to display the APPR page.ENTER QNH, TEMP, WIND at destination (magnetic north reference), DH or MDA (MDHdepending on the OPC option).(The PFD displays the MDA/MDH or DH value, only when the distance to destination is less than250 nm).CHECK and, if necessary, MODIFY the LDG CONF (landing configuration)CHECK, and if necessary MODIFY the VAPPThe FMS-computed value may be modifiedCHECK the TRANS FL value(see note 1 below)

Note: 1. The default TRANS FL value is computed by the FMS based on:‐ The Transition Altitude of the destination airport (extracted from the NAV Database)‐ The QNH value entered on PERF APPR page. Due to the internal FMS computation

of altitude constraints, it is rounded to the upper multiple of 5.The crew should not modify this default TRANS FL value, if it slightly differs from theTransition Level specified on the approach chart or reported by ATC.

2. The scratchpad displays “ENTER DEST DATA” if the PERF APPR page has not beencompleted when the aircraft is less than 180 nm from destination.

SELECT “NEXT PHASE” in order to display the GO AROUND page.


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CHECK and, if necessary, MODIFY the THR RED ALT and the ACC ALT.


ENTERING THE APPROACH DATAFrom PERF DES page, SELECT “NEXT PHASE” [ 6R ] key to display the APPR page.ENTER QNH, TEMP, WIND at destination (magnetic north reference), minimum in the RADIO orBARO fields.(The PFD displays the entered BARO or RADIO minimum value, only when the distance todestination is less than 250 nm).CHECK and, if necessary, MODIFY the LDG CONF (landing configuration)CHECK, and if necessary MODIFY the VAPPThe FMS-computed value may be modifiedCHECK the TRANS FL value(see note 1 below)


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Note: 1. The default TRANS FL value is computed by the FMS based on:‐ The Transition Altitude of the destination airport (extracted from the NAV Database)‐ The QNH value entered on PERF APPR page. Due to the internal FMS computation

of altitude constraints, it is rounded to the upper multiple of 5.The crew should not modify this default TRANS FL value, if it slightly differs from theTransition Level specified on the approach chart or reported by ATC.

2. The scratchpad displays “ENTER DEST DATA” if the PERF APPR page has not beencompleted when the aircraft is less than 180 nm from destination.

SELECT “NEXT PHASE” in order to display the GO AROUND page.CHECK and, if necessary, MODIFY the THR RED ALT and the ACC ALT.

Applicable to: ALL

SELECTING THE RADIO NAVAIDSCHECK or SELECT the NAVAIDS appropriate for the approach.For an ILS procedure, the ILS will be autotuned.NDBs must be manually entered.Note: When the destination has a VOR/DME, ENTER it manually in the VOR field. ENTER

its identifier in the BRG/DIST field of the PROG page. This allows you to perform apermanent NAV accuracy check.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-50 P 16/16FCOM ← F 07 OCT 11


COST INDEX FOR LONG-RANGE CRUISEThe flight crew can use the table below to find an approximate Cost Index value that is calculatedfor cruise at long-range cruise speed. This value is valid for CRZ FL = OPT ALT ± 10 000 ft.

CILRCAIRCRAFT ENGINE kg/min 100 lb/hCFM 56-5-A1/A3 45 60CFM 56-5-A4/A5 40 55

CFM 56-5-B1/B2/B3 65 85CFM 56-5-B4 (A321) 65 85CFM 56-5-B4 (A320) 55 75

CFM 56-5-B4/P 25 35CFM 56-5-B5/B6/B7 25 35

CFM 56-5-B5/2P CFM56-5-B6/2P CFM 56-5-B7/2P 30 40

CFM 56-5-B8/B9 15 20PW6122/PW6124 20 30

V2500-A1 45 60V2522-A5/V2524-A5/ V2527M-A5 50 70

V2530-A5/V2533-A5 50 70

A318/A319/A320/A321

V2527-A5/V2527E-A5 40 55


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-60 P 1/10FCOM A to B → 07 APR 11

Descent

DESCENT INITIATIONApplicable to: ALL

The top of descent, displayed on the F-PLN page (T/D) and on the ND ( ), is a position that thesystem calculates, assuming that the aircraft will begin its descent in DES mode with managedspeed, and that the system will guide the aircraft along the descent profile computed with all thevertical F-PLN data (ALT CSTR, ECON or AUTO MACH/SPD, SPD CSTR, SPD LIMIT) to reachVAPP at 1 000 ft AGL.Note: The ND does not display the top of descent when HDG (or TRACK) mode is engaged.PROCEDURES

When the aircraft reaches the top of descent (F/D) :SELECT the altitude target.PUSH the ALT selector knob. DES mode engages.CHECK the FMA annunciators.

DESCENT MONITORINGApplicable to: ALL

DES MODE ENGAGEDWhen DES mode is engaged, NAV mode is engaged, and the system takes into account allaltitude and speed constraints.The key parameter for monitoring the descent is the vertical deviation (VDEV) displayed on thePFD and on the PROG page, which indicates whether the aircraft is on, above, or below thedescent profile.PROCEDURE

SET the ATC-cleared altitude on the FCU (considering also what is the safe altitude).If the lowest safe altitude is higher than the ATC-cleared altitude, check with ATC that thisconstraint applies.If it is confirmed, SET the FCU altitude to the safe altitude until it is safe to go to theATC-cleared altitude.MONITOR vertical deviation (VDEV) on the PFD and the PROG page.MONITOR the speed change that occurs, when the aircraft reaches a speed change symbol(magenta ball) under managed speed.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-60 P 2/10FCOM ← B → 07 APR 11

MONITOR the FMA (ALT*, ALT CST*, ALT, ALT CST), when the aircraft reaches level symbols. If the aircraft is on the descent profile:

The aircraft is considered to be on the vertical profile, when it is within 50 ft of it. VDEV isclose to zero, and the system predicts that it will match constraints until the aircraft levels offat the next FCU altitude.MONITOR the predicted descent point after the next level-off.A/THR adjusts thrust for the particular segment. The first FMA column may display “THRIDLE” or “SPEED”.

If the aircraft is above the descent profile:VDEV is down on the PFD and positive on the PROG page.A/THR sets IDLE thrust and the AP increases speed by calling for down elevator. If theaircraft reaches the upper limit of the managed speed range, the aircraft diverges andmaintains the upper limit speed.


OPERATING MANUAL




ProcedureSELECT a descent speed higher than the upper limit when possible.MONITOR the intercept symbol .When this symbol reaches the next ALT CSTR waypoint, “MORE DRAG” appears on thePFD, indicating that speedbrakes must be extended in order to match the next altitudeconstraint. This is an advisory message.Note: When DES mode is engaged, speed brake extension will not necessarily increase

the descent rate. It does so, if the aircraft is above the profile.If the aircraft is on or below the profile: The system will add thrust to keep theaircraft on profile and within the speed target range.


OPERATING MANUAL




If an altitude constraint is predicted to be missed by more than 250 ft the verticalrevision page shows ALT ERROR at the waypoint.

If a speed constraint is predicted to be missed by more than 10 kt:SELECT an appropriate speed.RESUME managed speed when the aircraft is back on the descent profile.

If the aircraft is below the descent profileVDEV is up on the PFD and negative on the PROG page. The system maintains the targetspeed (managed or selected speed).


OPERATING MANUAL




MONITOR the intercept symbol ([ ]) on the ND and any leveling off at the next ALT CSTR. If the aircraft is flying at an altitude that is higher than both the descent speed

limit altitude and the destination elevation +5 000 ft:The FMGS maintains the V/S at -1 000 ft/min and the target speed, until the aircraftreaches the altitude constraint or intercepts the descent profile.

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

If the rate of descent has to be increased (ATC requirement):SELECT OP DES modeIncrease the target speed or extend the speedbrakes.


OPERATING MANUAL




OP DES, V/S OR FPA MODE ENGAGED‐ In either case, the aircraft is no longer guided on the descent profile and altitude constraints

are disregarded. If NAV mode is engaged the ND displays a white circle on waypoint with analtitude constraint. If NAV mode is disengaged, the circle is removed.

‐ The PFD still shows VDEV for reference purposes.‐ The target altitude is always the FCU selected altitude (shown in blue).

On the ND, level-off symbol is blue (no constraint). If NAV mode is engaged and the speedtarget managed, speed constraints are considered.

When HDG or TRK mode is engaged, vertical position may also be assessed on the ND usingthe energy circle. It is displayed as a green arc oriented on the current track and centered on theaircraft current position.Note: Altitude and speed predictions displayed on the F-PLN page assume an immediate

return to DES mode.PROCEDURE

SET the FCU altitude as cleared by ATC, while considering the applicable safe altitude.If the next safe altitude is higher than the ATC-cleared altitude, check with the ATC to verify thatthis constraint applies.If confirmed, set the FCU altitude to the safe altitude, until it is safe to fly at the cleared altitude.MONITOR the speed target, when the aircraft reaches the speed change symbol.MONITOR the FMA ALT*, ALT, upon reaching the level symbol.When in HDG/TRK mode, MONITOR the energy circle on the ND.The MCDU F-PLN page presents SPD/ALT constraint-matching predictions, which assume thatDES mode is immediately re-engaged.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-60 P 7/10FCOM ← B to E → 07 APR 11

CHECK the predictions before re-engaging DES mode (in order to resume the descent profile).Note: VDEV is available on the PFD even in HDG mode; it is a valuable tool for monitoring

the descent, as long as crosstrack error (XTK) is less than 5 nm.The aircraft automatically decelerates for approach, only if it flies over the DECELpseudo waypoint with NAV mode engaged (or LOC*, LOC).

EXPEDITE DESCENT (IF INSTALLED)Applicable to: ALL

When ATC requires a rapid descent :DEPRESS THE EXPED pushbuttonFlight guidance (FG) pitches the aircraft to acquire and maintain 0.80/340. FG orders a pitchrate that produces no more than 0.15 g. The pilot can use this mode to initiate an emergencydescent. To resume normal descent, PUSH the ALT selection knob or engage any other verticalmode.

MONITORING THE NAVIGATION IN THE TERMINAL CONTROL AREAApplicable to: ALL

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

TOO STEEP PATHApplicable to: ALL

“TOO STEEP PATH AHEAD” appears on the MCDU scratchpad, when the system predicts thissituation, and TOO STEEP PATH is displayed on the F-PLN page.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-60 P 8/10FCOM ← E to F → 07 APR 11

When the aircraft is crossing the first waypoint of a TOO STEEP PATH, the system computes aflyable descent profile (with an idle segment). The VDEV makes a jump because it is related to a newprofile.

PROCEDURE When passing the first waypoint of the TOO STEEP PATH:

MONITOR VDEV and predictions at the next CSTR waypoint.If required, EXTEND the speedbrakes before seeing the “MORE DRAG” message.CONSIDER using a holding pattern, if necessary.

HOLDING PATTERNApplicable to: ALL

A hold may be required during the descent, and may be manually inserted.PROCEDURE

PRESS the F-PLN key.SELECT the lateral revision page.SELECT the HOLD prompt.CHECK the HOLDING data, and MODIFY it if necessary.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-60 P 9/10FCOM ← F to G 07 APR 11

CHECK the temporary flight plan and INSERT the holding pattern in it.Note: If the holding fix is close to the DECEL pseudo waypoint and the speed is managed,

manually activate the approach phase to change the managed target speed to approachspeed (VAPP). This will avoid having an increase of speed not appropriate.

MANUAL TERMINATIONApplicable to: ALL

You should not use DES mode when entering a leg with manual termination. Manual termination,which is defined as a track or a heading with no termination, is always part of a database procedure.The computed descent flight profile may not be adequate when flying this type of leg.


OPERATING MANUAL




CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-60 P 10/10FCOM 07 APR 11


OPERATING MANUAL




Approach

INITIAL APPROACHApplicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

UPON REACHING THE INITIAL APPROACH AREA‐ Approach phase will activate automatically when flying over the DECEL pseudo waypoint with

NAV, APPR NAV or LOC* or LOC mode engaged.‐ You will activate manually the approach phase on the PERF page if:

• HDG or TRK mode is engaged, or• You are flying a go around, or• An early deceleration is required


OPERATING MANUAL




MANAGED SPEEDCHECK that managed speed is active: MONITOR the target speed.During the approach, the autothrust limits the speed of the current configuration. (GD, S, F,VAPP).


OPERATING MANUAL




If ATC requires a specific speed:SWITCH to selected speed (turn and pull the speed selector knob on the FCU).ADJUST the aircraft configuration accordingly.

If ATC orders successive step descents down to the final approach flight path:Use the V/S or FPA mode.MONITOR VDEV.

NAV ACCURACYAs required by the SOP.Without installed GPS and when no DME is available for the accuracy check, use HIGH/LOW onthe PROG page.In this case, consider a “HIGH” to be equivalent to a positive crosscheck.

ATC CLEARANCEMODIFY the F-PLN, RAD NAV, and PERF APPR data to agree with the latest clearance andlanding information.


OPERATING MANUAL




INITIAL APPROACH1 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


UPON REACHING THE INITIAL APPROACH AREA‐ Approach phase will activate automatically when flying over the DECEL pseudo waypoint with

NAV, LOC*, LOC, F-LOC* or F-LOC mode engaged.‐ You will activate manually the approach phase on the PERF page if:

• HDG or TRK mode is engaged, or• You are flying a go around, or• An early deceleration is required


OPERATING MANUAL




MANAGED SPEEDCHECK that managed speed is active: MONITOR the target speed.During the approach, the autothrust limits the speed of the current configuration. (GD, S, F,VAPP).

If ATC requires a specific speed:SWITCH to selected speed (turn and pull the speed selector knob on the FCU).ADJUST the aircraft configuration accordingly.

If ATC orders successive step descents down to the final approach flight path:Use the V/S or FPA mode.MONITOR VDEV.

NAV ACCURACYAs required by the SOP.For Non Precision Approaches flown with the FLS function, the flight crew must check the FLScapability.Without installed GPS and when no DME is available for the accuracy check, use HIGH/LOW onthe PROG page.


OPERATING MANUAL




In this case, consider a "HIGH" to be equivalent to a positive crosscheck.ATC CLEARANCE

MODIFY the F-PLN, RAD NAV, and PERF APPR data to agree with the latest clearance andlanding information.

ILS/MLS/GLS/FLS APPROACHApplicable to: ALL

INTERMEDIATE/FINAL APPROACH (ILS APPROACH ENTERED IN THE F-PLN)The preferred technique for flying an ILS approach is to fly a decelerated approach using theAP/FDs, the LOC and G/S modes, A/THR in the SPEED mode, managed speed target isrecommended.DECELERATED APPROACH

The decelerated approach technique brings the aircraft down to 1 000 ft, at VAPP. In mostcases, the interception of the final descent path is achieved with CONF 1 at S speed.

(*) The approach must be stabilized at approach speed (minimum ground speed) in thelanding configuration before reaching 1 000 ft AGL.


OPERATING MANUAL




Applicable to: ALL

APPROACH MODE ACTIVATION (LOC-G/S) When cleared by ATC and when appropriate:

DEPRESS the APPR pushbutton to arm the APPR mode for the approach entered in the flightplan.Note: If a NON PRECISION approach is selected in the active flight plan and if the flight

crew manually tunes an ILS on the RAD NAV page, the MCDU and the PFD display"CHECK APPR SELECTION". This message is a reminder to the flight crew that,although an ILS is tuned on RAD NAV page, the available approach guidance modesare APP NAV-FINAL when the APPR pushbutton is pressed in on the FCU.

The FCU APPR pushbutton arms or engages LOC and G/S modes, if:‐ An ILS approach is entered in the flight plan, or‐ No approach, or only a runway, is entered in the flight plan, and an ILS is manually-tuned on

the RAD NAV page, or‐ Both RMPs are set to NAV, and an ILS is selected.

2 Applicable to: B-6709, B-6710, B-6723, B-6725, B-6726, B-6727, B-6743, B-6746, B-6747, B-6748, B-6763, B-6765, B-6789, B-6790,B-6795, B-6811, B-6837, MSN 5006

AUTOLANDCHECK that the FMA displays the aircraft capability (CAT 2 or CAT 3) for the intended ILSapproach.MONITOR the radio automatic callout. At 350 ft RA:

CHECK that “LAND” is displayed on the FMA.CHECK ILS course.If LAND is not displayed or if the ILS course is not correct, do not perform an autoland. Theflight crew should perform a go-around, if visual references are not sufficient.

Between 50 and 40 ft RA:CHECK that “FLARE” is displayed on the FMA.

At approximately 30 ft RA:CHECK that “IDLE” is displayed on the FMA, and that autothrust starts to reduce thrust towardIDLE.

At 10 ft, “RETARD” callout comes up:MOVE the thrust levers to IDLE.Autothrust disconnects.


OPERATING MANUAL




At touchdown:CHECK that “ROLL OUT” appears on the FMA.Note: In the case of tailwind during an automatic rollout, it is recommended to use manual

braking without delay or automatic braking for an optimised runway centerlinetracking.

At the end of the Rollout:Disconnect the autopilot.If the flight crew does not disconnect the AP at the end of the rollout, and uses the nosewheelsteering handwheel to taxi the aircraft off the runway, the following will occur:‐ The AP will try to steer the aircraft back to the runway centerline, if the nosewheel steering

handwheel is released and the aircraft heading is less than 20 ° off the runway centerline.‐ The AP will automatically disconnect, if the aircraft heading is 20 ° or more off the runway

centerline.3 Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6181, B-6182, B-6192, B-6193, B-6198, B-6199, B-6210,


AUTOLANDCHECK that the FMA displays the aircraft capability (CAT 2 or CAT 3) for the intended ILSapproach.MONITOR the radio automatic callout. At 350 ft RA:

CHECK that “LAND” is displayed on the FMA.CHECK ILS course.If LAND is not displayed or if the ILS course is not correct, do not perform an autoland. Theflight crew should perform a go-around, if visual references are not sufficient.

Between 50 and 40 ft RA:CHECK that “FLARE” is displayed on the FMA.

At approximately 30 ft RA:CHECK that “IDLE” is displayed on the FMA, and that autothrust starts to reduce thrust towardIDLE.

At 10 ft, “RETARD” callout comes up:MOVE the thrust levers to IDLE.Autothrust disconnects.


OPERATING MANUAL




At touchdown:CHECK that “ROLL OUT” appears on the FMA.

At the end of the Rollout:Disconnect the autopilot.If the flight crew does not disconnect the AP at the end of the rollout, and uses the nosewheelsteering handwheel to taxi the aircraft off the runway, the following will occur:‐ The AP will try to steer the aircraft back to the runway centerline, if the nosewheel steering

handwheel is released and the aircraft heading is less than 20 ° off the runway centerline.‐ The AP will automatically disconnect, if the aircraft heading is 20 ° or more off the runway

centerline.

Applicable to: ALL

MANUAL LANDING At DH:

DISCONNECT the APs. SPEED mode remains engaged. At 20 ft “RETARD” automatic call out comes up:

MOVE the thrust levers to IDLE if they are not there already. (The A/THR disconnects). At touch down:

“ROLL OUT” appears on the FMA and the yaw bar comes up on the PFD.Note: The retard call out is only a reminder when a manual landing is performed.


OPERATING MANUAL





STANDARD ILS AUTOMATIC APPROACH


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STANDARD ILS AUTOMATIC APPROACH

Applicable to: ALL

EARLY SELECTION OF APPROACH MODE LOC-G/SPressing the APPR pushbutton arms LOC and G/S.The RA signal is not valid above 8 200 ft AGL (TRT), or 5 000 ft AGL (Collins) or 7 900 ft AGL(Honeywell).


OPERATING MANUAL




If the aircraft is cleared for an ILS approach, when it is higher than 8 200 ft AGL (TRT),or 5 000 ft AGL (Collins), or 7 900 ft AGL (Honeywell), proceed as follows:PRESS the APPR pushbutton on the FCU.

When aligned on the localizer, check LOC and G/S engagement:CAT 1 is displayed on the FMA. (Radio altimeters not yet valid).Check that the FMA displays the correct capability for the intended approach, when the aircraftis below 5 000 ft AGL.

Applicable to: ALL

GLIDESLOPE INTERCEPTION FROM ABOVEIf the aircraft is above the glideslope, the system will not capture the G/S automatically.The pilot must bring the aircraft onto the glideslope beam, and select an appropriate V/S tointercept it. Refer to PRO-NOR-SOP-18-A Initial Approach - General.

Applicable to: ALL

DATA LOCKWhen the aircraft reaches 700 ft RA with APPR mode (LOC and G/S) armed or engaged, the ILSFREQ and course are frozen in the receiver.This function (ILS tune inhibit) is available, when at least one AP/FD is engaged. Any attempt tochange the ILS frequency or CRS, via the MCDU or RMP, does not affect the receiver.If the speed is managed, the system does not accept any modifications the pilot may enter on thePERF APPR page (surface wind, selected landing configuration, or VAPP) for speed guidancepurposes below this altitude.When the aircraft reaches 400 ft RA, LAND mode engages. The flight crew can only disengagethis mode by engaging the GO AROUND mode.

Applicable to: ALL

USE OF RMPS FOR ILS/DMEIf both FMGCs fail, the flight crew can use the RMPs (Radio Management Panels 1 and 2) forback up tuning. Either RMP controls ILS. Prior to select an ILS frequency on one of the RMPs, theflight crew has to select “NAV” button from RMP 1 and RMP 2.If the ILS has a DME, the PFD will not display the DME distance. In this situation, the flight crewwill fly without DME information. If necessary, increase the Decision height (DH) accordingly.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 13/42FCOM ← B 07 OCT 11

Applicable to: ALL

LOCALIZER (LOC) BEAM CAPTUREThe flight crew must always monitor the capture of a LOC beam. During this evolution, the PFDand ND must indicate that associated deviation indications move toward the centre of the scale.To avoid performing a false capture, the flight crew must be careful not to arm the LOC to early.The following graph shows the angle of interception versus distance to the runway threshold thatensures that the aircraft will not overshoot the axis by more than one and a half dot.

The capture begins when the deviation is two dots or less. It is programmed to line the aircraft upon the beam with a single overshoot, even if the intercept angle is large.Note: ICAO requires LOC beam to ensure a normal capture within 10 nm and plus or minus

35 ° from the course centerline. Some ILS systems just meet the requirement and aresubject to false capture outside these limits.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 14/42FCOM C 07 OCT 11

SWITCHING FROM NON ILS TO ILS APPROACHApplicable to: ALL

If an ILS approach is possible when a non ILS was previously scheduled, use one of the followingprocedures:USE OF SECOND FLIGHT PLAN

Use a secondary flight plan to prepare the alternate ILS approach, time permitting.COPY the ACTIVE flight plan.REVISE the ARRIVAL: insert the ILS approach and the applicable STAR/VIA.On the RAD NAV page, TUNE in the ILS manually.REVISE the PERF APPR page.

CHANGE OF THE CLEARANCEATC changes the clearance from the non-ILS to the ILS approach. If a secondary flight plan has been prepared:

ACTIVATE the SEC F-PLN and adjust.Follow subsequent standard procedures.

If a secondary flight plan has not been prepared:REVISE the ARRIVAL on the primary F-PLN, inserting the ILS approach.REVISE the PERF APPR page.Follow subsequent standard procedures.CAUTION If the pilot decides to fly the ILS approach without revising the arrival of the

primary flight plan (a non ILS approach is in the F-PLN), LOC and G/S modeswill not be available when he presses the APPR pushbutton.Consequently, he should:• Manually TUNE in the ILS on the RAD NAV page: CHECK that the

"CHECK APPR SELECTION" message comes up.• Press the ILS pushbutton and select ROSE ILS on the EIS CONTROL

panel.• Use HDG, V/S or TRK, FPA modes to fly the ILS.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 15/42FCOM D 07 OCT 11

TASK SHARING DURING CAT I, CAT II AND CAT III APPROACH AND LANDINGApplicable to: ALL

LIM-22-20 section of this FCOM provides all limitations regarding CAT I, CAT II, and CAT IIIapproaches and landings. This includes precautions to be taken when performing autoland on CAT IILS beam with good visibility.Anytime a precision approach is performed the PNF must announce that a flight parameter is beingexceeded, if:‐ During glide beam capture:

• Pitch attitude becomes less than -2.5 ° or greater than +10 ° (nose up).• Vertical speed exceeds + 500 ft/min or -1 250 ft/min.

‐ During final approach:• Speed goes below speed target - 5 kt or above speed target + 10 kt ( “SPEED”)• Pitch attitude goes below -2.5 ° or above 10 ° (“PITCH”)• Bank angle becomes greater than 7 ° (“BANK”)• Descent rate becomes greater than 1 000 ft/min (“SINK RATE”)• There is too much LOC or GLIDE deviation (“LOCALIZER” or “GLIDE”).

If the flight crew suspects that autopilot guidance is not effective, they should:‐ Use the instinctive disconnect pushbutton to disconnect the autopilot, or‐ Perform an automatic go-around.The flight crew may perform a CAT II/CAT III approach, if:‐ The FMA displays the corresponding category‐ The required systems and functions are operative‐ The airport is approved for the intended operations‐ They are qualified to perform the specific approach.CAT III APPROACH

AUTO CALL OUT RA is mandatory.A/THR in SPEED MODE is mandatory.Note: AUTO CALL OUT is not mandatory for CAT 2 approach: The PNF may perform this

function.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 16/42FCOM E → 07 OCT 11

TASK SHARING FOR CAT I APPROACH (OR BETTER)Applicable to: B-6156, B-6157, B-6169, B-6177, B-6178, B-6179, B-6180, B-6192, B-6198, B-6199, B-6210, B-6211, B-6212, B-6215,B-6221, B-6222, B-6400, B-6405

PF PNF•At 350 ft AGL (or RA)Check ILS course on PFD″LAND″ when displayed on FMA•At Decision Altitude (or Decision height, if QFE is used) + 100 ft

Monitor or announce ″HUNDRED ABOVE" (1)

•At Decision Altitude (or Decision Height, if QFE is used)Monitor or announce ″MINIMUM″ (1)

•If external visual references are sufficient″CONTINUE″•If automatic landing not performedDisconnect the APs and perform the landing Monitor CALL OUT or announce as appropriate:

300 ft200 ft100 ft50 ft30 ft20 ft10 ft

At ″RETARD″ annunciation, retard thrust levers to IDLEif not yet performed•If automatic landing performedRefer to PRO-NOR-SRP-01-70 Task Sharing for CAT III Approach/Landing without DH : From 40 ft RA to Touchdown•If external visual references are not sufficient″GO AROUND, FLAPS″ and execute(1) ‐ CAT I minimum (DH or DA) is always BARO-referenced and should be entered in the MDA/MDH field of the PERF

APPR page.‐ Pin programming enables operators to select the required callouts.

TASK SHARING FOR CAT I APPROACH (OR BETTER)5 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


PF PNF•At 350 ft AGL (or RA)Check ILS course on PFD″LAND″ when displayed on FMA



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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 17/42FCOM ← E to F → 07 OCT 11

Continued from the previous pagePF PNF

•At Decision Altitude (or Decision height, if QFE is used) + 100 ftMonitor or ″HUNDRED ABOVE" (1)

•At Decision Altitude (or Decision Height, if QFE is used)Monitor or ″MINIMUM″ (1)

•If external visual references are sufficient″CONTINUE″•If automatic landing not performedDisconnect the APs and perform the landing Monitor CALL OUT or announce as appropriate:

300 ft200 ft100 ft50 ft30 ft20 ft10 ft

At ″RETARD″ annunciation, retard thrust levers to IDLEif not yet performed•If automatic landing performedRefer to PRO-NOR-SRP-01-70 Task Sharing for CAT III Approach/Landing without DH : From 40 ft RA to Touchdown•If external visual references are not sufficient″GO AROUND, FLAPS″ and execute(1) ‐ CAT I minimum (DH or DA) is always BARO-referenced and must be entered in the BARO field of the PERF APPR

page.‐ Pin programming enables operators to select the required callouts.

TASK SHARING FOR CAT II APPROACHApplicable to: ALL

PF PNF•At 350 ft RACheck ILS course on PFDCommence outside scanning″LAND″ when displayed on FMA•At Decision Height + 100 ft

Monitor auto callout ″HUNDRED ABOVE″•At Decision Height

Monitor auto callout ″MINIMUM″.•If external visual references are sufficient″CONTINUE″



OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 18/42FCOM ← F to G → 07 OCT 11


•If Automatic landing not performedDisconnect the AP's and perform the landing Monitor auto callouts or announce as appropriate:

200 ft100 ft50 ft30 ft20 ft

At ″RETARD″ annunciation, retard thrust levers to IDLEif not yet performed

10 ft ″RETARD″ auto callout (1)

•If Automatic landing is performedRefer to PRO-NOR-SRP-01-70 Task Sharing for CAT III Approach/Landing without DH : From 40 ft RA to Touchdown•If external visual references are not sufficient″GO-AROUND, FLAPS″ and execute(1) “RETARD” auto callout comes up at 10 ft if LAND mode is engaged with one or two APs engaged. Otherwise it is

announced at 20 ft.

TASK SHARING FOR CAT III APPROACH WITH DHApplicable to: ALL

PF PNF•At 350 ft RACheck ILS course on PFDCommence outside scanning″LAND″ when displayed on FMA•At Decision Height + 100 ft

Monitor auto callout ″HUNDRED ABOVE″•At Decision Height

Monitor auto callout ″MINIMUM″.•If external visual references are sufficient″CONTINUE″•At 40 ft RA

Check FLARE on FMA and announce•At 30 ft RAMonitor thrust reduction and flare by flight instruments Monitor auto callouts•At 10 ft RAAuto callout ″RETARD″RETARD both thrust levers to IDLEMonitor lateral guidance by external reference

Monitor engines parameters

•At TOUCH DOWNCheck ROLL OUT on FMA and announce



OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 19/42FCOM ← G to I → 07 OCT 11


Select and control reverse thrust Check reverse green and announceAnnounce 70 kt

Disengage the APs at the end of the Roll out (when leavingthe runway at the latest)•If external visual references are not sufficient″GO-AROUND, FLAPS″ and execute

TASK SHARING FOR CAT III APPROACH/LANDING WITHOUT DHApplicable to: ALL

PF PNF•At 350 ft RACheck ILS course on PFD″LAND″ when displayed on FMA•At 100 ft RAIf no failure is detected, ″CONTINUE″ Monitor auto callout (1)

•At 40 ft RACheck FLARE on FMA and announce

•At 30 ft RAMonitor thrust reduction and flare by flight instruments Monitor auto callout (1)

•At 10 ft RAAUTO CALL OUT ″RETARD″RETARD both thrust levers to IDLEMonitor lateral guidance by external reference

Monitor engines parameters

•At TOUCH DOWNCHECK ROLL OUT on FMA and announce

Select and control reverse thrust Check reverse green and announceAnnounce 70 kt

Disengage the APs at the end of the Roll out (when leavingthe runway at the latest)(1) In case of CAT III without DH, the pilot should enter “NO” in the DH field of the MCDU to avoid false “HUNDRED

ABOVE” or “MINIMUM” auto callouts which would not be applicable.

LANDING CATEGORIESApplicable to: ALL

Each FMGC computes its own landing category : CAT1, CAT2, CAT3 single, and CAT3 dual anddisplays the corresponding landing category on the FMAs.Each category depends upon the availability of aircraft systems and functions.When the landing category downgrades, a triple clic aural warning is activated.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 20/42FCOM ← I to J → 07 OCT 11

FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEMAn automatic landing system is fail-operational if, in the event of a failure below alert height, theremaining part of the automatic system allows the aircraft to complete the approach, flare, andlanding. A CAT 3 DUAL system is a fail-operational automatic landing system.Note: In the event of a failure, the automatic landing system operates as a fail-passive system.

FAIL-PASSIVE AUTOMATIC LANDING SYSTEMAn automatic landing system is fail-passive if, in the event of a failure, there is no significantout-of-trim condition or deviation of flight path or attitude, but the landing is not completedautomatically. A CAT3 single system is a fail-passive automatic landing system.Note: With a fail-passive automatic landing system the pilot assumes control of the aircraft after

a failure.Below 100 ft (radio altimeter), the FMGS freezes the landing capability until LAND mode isdisengaged or both APs are off.Therefore a failure occurring below 100 ft does not change the category of the system.

ALERT HEIGHTThe alert height is the height above touch down, above which a CAT3 autoland would bediscontinued and a missed approach executed, if a failure occurred in either the airplane systemsor the relevant ground equipments.Below the alert height, if such a failure occurs, the flare, touchdown and roll out may beaccomplished using the remaining automatic system.

WARNINGS FOR ILS APPROACHApplicable to: ALL

AUTOLAND WARNINGWith “LAND” or “FLARE” green on the FMA and at least one AP engaged, the AUTOLAND redlight appears on the glareshield when the aircraft is below 200 ft RA and one of the followingevents occurs:‐ The autopilots are lost, or‐ The aircraft gets too far off the beam (LOC or G/S flash on PFD), or‐ Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft (transmitter or receivers).‐ The difference between both radio altimeter indications is greater than 15 ft.When the Autoland light comes on, Autoland must be discontinued (Refer toPRO-NOR-SRP-01-70 FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT DURING ACAT II APPROACH,


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 21/42FCOM ← J 07 OCT 11

Refer to PRO-NOR-SRP-01-70 FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CATIII WITH DH,Refer to PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft for CAT III withoutDH).WARNING OF EXCESSIVE BEAM DEVIATION

This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE ILS. It occurswhenever:‐ G/S deviation is greater than 1 dot (above 100 ft RA).‐ LOC deviation is greater than 1/4 dot (above 15 ft RA).

WARNING ASSOCIATED WITH ILS "LANDING CAPABILITY"Any downgrading in the aircraft’s capability for automatic approach and landing sounds atriple-click aural warning.

FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERSThe PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS pushbutton hasbeen pressed green). LOC and G/S scales disappear from the PFD.If LOC or G/S modes are engaged and at least one AP/FD is engaged‐ The AP disengages.‐ The FD reverts to its HDG-V/S or TRK-FPA modes.

FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN CAPTURED)‐ The corresponding index is lost.‐ The LOC and G/S scales flash.‐ The corresponding FD bar flashes.Above 200 ft RA, if the transmitter failure lasts less than 7 s, the FMA retains the LOC and G/Smodes (or the LAND mode) and the APs are able to regain these modes. If the failure lastslonger than 7 s, the AP disengages and the FD reverts to its basic modes. Below 200 ft RA, ifthe transmitter failure occurs, the AUTOLAND warning appears, indicating that the crew mustperform a GO AROUND (if insufficient visual references) with one or 2 APs engaged.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 22/42FCOM K 07 OCT 11

FAILURES AND ASSOCIATED ACTIONS ABOVE 1 000 FT FOR CAT II OR CAT IIIApplicable to: ALL

FAILURE(for multiple failures, the

most limiting applies)

ACTION TO BE PERFORMEDABOVE 1 000 ft LANDING CATEGORY

ONE ENGINE OUT Complete ECAM procedure. CAT III SINGLELANDING CAPABILITY DECREASE Try to recover As displayed on FMALOSS OF A/THR Switch AP, and try to reengage CAT II

(if A/THR not recovered)NOSE WHEEL STEERING CAT III SINGLE

(DH = 50 ft)Disengage AP at touch down

ANTI SKID CAT III SINGLEDisengage AP at touch down

AMBER "CHECK ATT" ON TWOPFDs

Check with standby horizon, use switchingto recover (no switching below 1 000 ft)

AMBER "CHECK HDG" ON TWOPFDs AND TWO NDs

Check with standby compass, useswitching to recover (no switching below1 000 ft)

RED "HDG" ON ONE PFD AND ONENDRED "ATT" ON ONE PFDRED "SPD" ON ONE PFD

Use switching to recover (no switchingbelow 1 000 ft)

CAT III SINGLE(if the warning disappears)

CAT I(if not)

"INVALID DATA" ON ONE PFD ANDONE ND

Use switching to recover (no switchingbelow 1 000 ft)

CAT III DUAL (if thediagonal line disappears)

CAT I (if not)RED "RA" ON TWO PFDs

AP and FD not availableCAT I

(minimum RVRas per regulation)

SLATS/FLAPS FAILURE (LESS THANCONF 3)

CAT IDisengage AP ator above 500 ft


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 23/42FCOM L 07 OCT 11

FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT DURING A CAT II APPROACHApplicable to: ALL


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 24/42FCOM M 07 OCT 11

FAILURES AND ASSOCIATED ACTIONS BELOW 1000 FT CAT III WITH DHApplicable to: ALL


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 25/42FCOM N to O → 07 OCT 11

FAILURES AND ASSOCIATED ACTIONS BELOW 1 000 FT FOR CAT III WITHOUT DHApplicable to: ALL

BACK-COURSE LOCALIZER APPROACH - PROCEDUREApplicable to: ALL

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

PRESS the RAD NAV key.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 26/42FCOM ← O 07 OCT 11

ENTER the ILS IDENT.If the ILS is in the database, the system tunes the proper frequency and the front course.Note: This may trigger the “RWY/ILS MISMATCH” message. Disregard it. If the ILS is not in the database:

SET the appropriate frequency and SET the FRONT CRS in the CRS field.On the EFIS control panel, SELECT the ILS ROSE mode.The display shows the correct LEFT/RIGHT information for the beam deviation.CAUTION DO NOT select ILS via the LS pushbutton: Doing so makes the PFD show

reverse deviations.DO NOT arm the LOC or APPR modes.DO NOT select the LS pushbutton on ISIS, since it displays the LOCdeviations in the wrong sense.

The flight director may be used with the TRK-FPA or HDG-V/S modes.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 27/42FCOM P → 07 OCT 11

NON PRECISION APPROACHApplicable to: ALL

APPROACH SPEED TECHNIQUEAirbus recommends the stabilized approach procedure to perform non precision approaches.

Applicable to: ALL

STABILIZED APPROACHThe “stabilized approach” brings the aircraft to intercept the final descent path in the landingconfiguration and at VAPP.Managed speed is best for the stabilized approach and VAPP should be inserted as a speedconstraint at the final approach fix.


MANAGED NON PRECISION APPROACHThe Non Precision Approach (NPA) can be flown in lateral and vertical managed guidance (FINALAPP), or in lateral managed guidance (NAV) associated with selected vertical guidance (FPA ofV/S).Note: For the conditions for using these AP modes, Refer to LIM-22-10 Auto Pilot Function and

Refer to PRO-NOR-SOP-19-A Introduction - Guidance For Non Precision Approaches,Other Than LOC And RNAV Non Precision Approaches.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 28/42FCOM ← P → 07 OCT 11

APPROACH PREPARATIONSELECT the intended approach on the F-PLN page.Check the FM lateral and vertical flight path against the published approach chart, using theMCDU and the ND PLAN mode with constraints displayed.ENTER VAPP as SPD constraint at the FAF, with a vertical revision of the F-PLN page.For an approach in overlay to a conventional approach with radio NAVAID:SELECT/CHECK that the appropriate NAVAID is selected on the RAD NAV page.For RNAV or GPS approach, GPS PRIMARY must be available at the ETA at destination. Formore information about this check, Refer to PRO-NOR-SOP-19-A Introduction - Guidance ForNon Precision Approaches, Other Than LOC And RNAV Non Precision Approaches.

INTERMEDIATE APPROACHSELECT ROSE NAV or MAP mode and VOR or ADF raw data, as appropriate on the ND.For RNAV or GPS approach:CHECK that both GPS receivers are operative in NAV mode on the GPS MONITOR page.CHECK that GPS PRIMARY is available on the PROG PAGE.SELECT TRK/FPA display, when established on the final approach course.USE managed speed.KEEP A/THR active.Note: For additional recommendations, refer to the dedicated FCOM Bulletin on the use of

the FINAL APP mode.FINAL APPROACH

When cleared for approach: If managed lateral and vertical guidance is intended:

SELECT APPR pushbutton on the FCU.CHECK APP NAV green and FINAL blue on the FMA.CHECK that blue descent arrow is displayed on ND at the FAF.CHECK that the F-PLN on ND and the V-DEV on PFD are correct.After sequencing the FAF:CHECK that FINAL APP green is displayed on the FMA.CHECK on the ND the TO waypoint, the F-PLN to the MAP and the missed approachprocedure (blue line).SELECT the go-around altitude on the FCU.MONITOR the approach lateral and vertical flight path with the available raw data.


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If managed lateral and selected vertical guidance is intended:CHECK NAV and FPA on the FMA.Upon reaching the FAF:Select a FPA to the final descent path.Anticipate the selection of the FPA to smoother the interception of the final descentpath.After sequencing the FAF:CHECK, on the ND, the TO waypoint, the F-PLN to the MAP, and the missed approachprocedure (blue line).SELECT the go-around altitude on the FCU.ADJUST the FPA to fly the intended vertical flight path.

At MDA/MDH: If visual references are acquired and confirmed by both crewmembers:

DISCONNECT the AP and FD and continue visually. If visual references are not acquired:

INITIATE a go-around.6 Applicable to: B-6181, B-6182, B-6193, B-6245, B-6401, B-6402, B-6403, B-6412, B-6413, B-6415, B-6416, B-6417, B-6709, B-6710,


MANAGED NON PRECISION APPROACHThe Non Precision Approach (NPA) can be flown in lateral and vertical managed guidance (FINALAPP), or in lateral managed guidance (NAV) associated with selected vertical guidance (FPA ofV/S).Note: For the conditions for using these AP modes, Refer to LIM-22-10 Auto Pilot Function and

Refer to PRO-NOR-SOP-19-A Introduction - Guidance For Non Precision Approaches,Other Than LOC And RNAV Non Precision Approaches.

APPROACH PREPARATIONSELECT the intended approach on the F-PLN page.Check the FM lateral and vertical flight path against the published approach chart, using theMCDU and the ND PLAN mode with constraints displayed.ENTER VAPP as SPD constraint at the FAF, with a vertical revision of the F-PLN page.For an approach in overlay to a conventional approach with radio NAVAID:SELECT/CHECK that the appropriate NAVAID is selected on the RAD NAV page.


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For RNAV or GPS approach, GPS PRIMARY must be available at the ETA at destination. Formore information about this check, Refer to PRO-NOR-SOP-19-A Introduction - Guidance ForNon Precision Approaches, Other Than LOC And RNAV Non Precision Approaches.

INTERMEDIATE APPROACHSELECT ROSE NAV or MAP mode and VOR or ADF raw data, as appropriate on the ND.For RNAV or GPS approach:CHECK that both GPS receivers are operative in NAV mode on the GPS MONITOR page.CHECK that GPS PRIMARY is available on the PROG PAGE.SELECT TRK/FPA display, when established on the final approach course.USE managed speed.KEEP A/THR active.Note: For additional recommendations, refer to the dedicated FCOM Bulletin on the use of

the FINAL APP mode.FINAL APPROACH

When cleared for approach: If managed lateral and vertical guidance is intended:

SELECT APPR pushbutton on the FCU.CHECK APP NAV green and FINAL blue on the FMA.CHECK that blue descent arrow is displayed on ND at the FAF.CHECK that the F-PLN on ND and the V-DEV on PFD are correct.After sequencing the FAF:CHECK that FINAL APP green is displayed on the FMA.CHECK on the ND the TO waypoint, the F-PLN to the MAP and the missed approachprocedure (blue line).SELECT the go-around altitude on the FCU.MONITOR the approach lateral and vertical flight path with the available raw data.

If managed lateral and selected vertical guidance is intended:CHECK NAV and FPA on the FMA.Upon reaching the FAF:Select a FPA to the final descent path.Anticipate the selection of the FPA to smoother the interception of the final descentpath.After sequencing the FAF:


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CHECK, on the ND, the TO waypoint, the F-PLN to the MAP, and the missed approachprocedure (blue line).SELECT the go-around altitude on the FCU.ADJUST the FPA to fly the intended vertical flight path.

At minimum: If visual references are acquired and confirmed by both crewmembers:

DISCONNECT the AP and FD and continue visually. If visual references are not acquired:

INITIATE a go-around.FINAL APPROACH DURING APPROACH WITH RNP < 0.3 NM

The procedure is more restrictive:‐ Managed lateral and vertical guidance is mandatory‐ LDEV and VDEV are monitored‐ A go around is performed if GPS primary is lost or if AP disengages and cannot be

reengaged during the approach, or XTE exceeds the published value for the intendedprocedures.

Note: LDEV and VDEV should be considered as monitoring tools and not as navigationtools.


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Applicable to: ALL


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Applicable to: ALL


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Both LDEV and VDEV deviations are displayed on the PFD when the approach mode is operativeand LEDV deviation when the Go A1round mode is operative. Each LDEV graduation indicates0.1 nm of deviation. Each VDEV graduation indicates 100 ft of deviation. The indexes indicate theaircraft position deviation versus the computed lateral and vertical flight path.


SELECTED NON PRECISION APPROACHThe non precision approach is flown in selected modes (TRK-FPA or HDG-V/S) when:‐ The approach is not stored in the database or‐ GPS PRIMARY is lost and the NAV accuracy check is negative.INTERMEDIATE APPROACH

ProcedureUSE TRK-FPA modeSELECT ND in the ROSE VOR mode


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KEEP the autothrust activeUSE managed speed

FINAL APPROACHUpon reaching the final approach fixSELECT a final approach track on the FCUSELECT an FPA (flight path angle) to the final descent path angleAnticipate the selection of FPA to smooth the interception of the final path.Note: If the pilot is using the AP, select the final FPA approximately 0.3 nm before the final

approach fix.SELECT a go around altitude on FCU.USE raw data to monitor aircraft position and flight path. AT MDA/MDH:

If visual references are acquiredDISCONNECT the autopilot and continue the approach visually.

If visual references are not acquiredINITIATE a go around

NON DIRECTIONAL BEACON (NDB) APPROACH TYPEWhen the flight plan calls for an NDB approach, the system automatically tunes the ADF, onlywhen the aircraft is passing the first fix of the approach. Therefore, it is convenient to manuallytune the ADF earlier (before activating the approach phase).Fly a Non Directional Beacon (NDB) approach as any non precision approach.

LOC APPROACH TYPESELECT the LOC pushbutton in intermediate approach, to arm the LOC mode.CAUTION Do not select the APPR pushbutton.

SELECT the ND in ROSE LS mode. Upon reaching the final approach fix:

MONITOR LOC engagement.SELECT the FPA to the final descent path angle.

Note: In case of a dual Radio Altimeter (RA) failure, the LOC pb can still be used to arm theLOC mode, as it does not depend on the RA signal.


OPERATING MANUAL





SELECTED NON PRECISION APPROACHThe non precision approach is flown in selected modes (TRK-FPA or HDG-V/S) when:‐ The approach is not stored in the database or‐ GPS PRIMARY is lost and the NAV accuracy check is negative.INTERMEDIATE APPROACH

ProcedureUSE TRK-FPA modeSELECT ND in the ROSE VOR modeKEEP the autothrust activeUSE managed speed

FINAL APPROACHUpon reaching the final approach fixSELECT a final approach track on the FCUSELECT an FPA (flight path angle) to the final descent path angleAnticipate the selection of FPA to smooth the interception of the final path.Note: If the pilot is using the AP, select the final FPA approximately 0.3 nm before the final

approach fix.SELECT a go around altitude on FCU.USE raw data to monitor aircraft position and flight path. At minimum:

If visual references are acquiredDISCONNECT the autopilot and continue the approach visually.

If visual references are not acquiredINITIATE a go around

NON DIRECTIONAL BEACON (NDB) APPROACH TYPEWhen the flight plan calls for an NDB approach, the system automatically tunes the ADF, onlywhen the aircraft is passing the first fix of the approach. Therefore, it is convenient to manuallytune the ADF earlier (before activating the approach phase).Fly a Non Directional Beacon (NDB) approach as any non precision approach.


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 37/42FCOM ← P 07 OCT 11

LOC APPROACH TYPESELECT the LOC pushbutton in intermediate approach, to arm the LOC mode.CAUTION Do not select the APPR pushbutton.

SELECT the ND in ROSE LS mode. Upon reaching the final approach fix:

MONITOR LOC engagement.SELECT the FPA to the final descent path angle.

Note: In case of a dual Radio Altimeter (RA) failure, the LOC pb can still be used to arm theLOC mode, as it does not depend on the RA signal.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 38/42FCOM Q → 07 OCT 11

NON PRECISION APPROACH PROFILEApplicable to: ALL

MANAGED LATERAL AND SELECTED VERTICAL GUIDANCE


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 39/42FCOM ← Q → 07 OCT 11

LATERAL AND VERTICAL MANAGED GUIDANCE

CAUTION When FINAL APP modes are engaged, the AP/FD will disengage:‐ At the minimum - 50 ft (if entered) or at 400 ft AGL (if no minimum is entered),

or‐ At the Missed Approach Point (MAP), depending on which one comes first.The FDs will revert to basic modes (HDG-V/S or TRK-FPA).


OPERATING MANUAL



CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 40/42FCOM ← Q to R → 07 OCT 11

SELECTED GUIDANCE

Note: If the distance to the runway is not properly assessed, a step descent approach maybe considered and a level-off at minimum may be performed while searching for visualreferences. If the pilot has no visual reference at the MAP, at the latest, he must initiate ago-around.

CIRCLING APPROACHApplicable to: ALL

If the pilot chooses not to follow the SOP procedure, select both FDs OFF and fly visually.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 41/42FCOM ← R to S → 07 OCT 11

If the runway in use is not the flight plan runway, the ground speed and the VAPP will not becomputed properly, and the speed on final may be higher than excepted.Therefore, select the approach speed directly on the FCU.

VISUAL APPROACHApplicable to: ALL

When flying visual, the pilot may select an appropriate STAR and RWY in use on the MCDU.The ND displays the extended runway centerline five nautical miles out from the runway.This helps the pilot during the final turn.Along with the FPV, the PFD displays a track bug that may help the pilot to fly the downwind leg andintercept final. The FPV should be flown laterally with reference to the track bug.


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-70 P 42/42FCOM ← S 07 OCT 11


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CHH A318/A319/A320/A321 FLEET PRO-NOR-SRP-01-80 P 1/6FCOM A to B → 07 OCT 11

Go-Around

MONITORING THE GO-AROUNDApplicable to: ALL

Engage the GO-AROUND phase and GO-AROUND modes by setting the thrust levers to the TOGAposition, if at least CONF1 is selected.When the GO-AROUND phase is engaged, the previously-flown approach is automatically strungback into the flight plan at the end of the missed approach procedure.In the GO-AROUND phase, the system makes no predictions. Consequently, CLB and DES modesare not available, and the flight crew must monitor constraints.When the aircraft leaves the GO-AROUND phase, all predictions and modes become availableagain. During a GO-AROUND phase, the managed speed is Green Dot.

HEADING/TRACK PRESET FUNCTION IN GO-AROUND PHASEThe flight crew can use the heading/track preset, when LOC*, LOC, LAND, FINAL or GA isengaged.SET the appropriate heading, or track value, in the window of the FCU.When necessary, PULL the HDG/TRK selection knob to engage the mode on the preset value.

GO-AROUND PROFILEApplicable to: ALL

WITH FD ON:Apply SOP procedures

Documents

West Air SOP and SRP