Tutorials

Flow Patterns
Cockpit Panels

June 2020
 Reasons for Change

June 2020
• Revision of the “Visual Pattern” tutorial. The action “Activate Approach Phase” is removed
from the initial climb phase and replaced by “Pull S Speed" action. This is to avoid head-down
action during this flight phase. The “After Takeoff check list” callout is moved at the beginning
of the downwind leg.

April 2020
• Revized Cockpit Panels, compliant with FSTD Standard 2.5.
 CLICK TOUEDIT
SE OFMTASTER TITLE STYLE
UTORIALS

The objective is to provide a good mental picturing before

a training exercise

When and how to use

i
tutorials

Navigation i

Organization
i
of the Tutorials

Preventing identified
i
Risks (PIR)

A320/A330 XFTDN1USETUTO01 – OCT 2018

 CLICK TOUEDIT
SE OFMTASTER TITLE STYLE
UTORIALS

The objective is to provide a good mental picturing before

a training exercise

When and how to use

i
tutorials

Navigation i

Organization
i
of the Tutorials

Preventing identified
i
risks

A320/A330 XFTDN1USETUTO01 – OCT 2018

 WCLICK
HEN TO HOW
AND MASTER
EDIT TO TITLE
USE THE STYLE
TUTORIALS BACK

APT sessions

The trainee studies the tutorials before the APT session.

During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.

The instructor conducts the exercises in the APT assisted if needed by the
tutorials.

FFS sessions

The trainee studies the tutorials before the FFS session.

During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.

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

 WCLICK
HEN TO HOW
AND MASTER
EDIT TO TITLE
USE THE STYLE
TUTORIALS BACK

APT sessions

The trainee studies the tutorials before the APT session.

During briefing of the APT session, the instructor discusses with the
trainees any question regarding the exercises.

The instructor conducts the exercises in the APT assisted if needed by the
tutorials.

FFS sessions

The trainee studies the tutorials before the FFS session.

During briefing of the FFS session, the instructor briefs the trainees with
the support of the tutorials, if needed.

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

 CLICK TO EDIT MASTER TITLE STYLE
NAVIGATION BACK

Several buttons are used to navigate through the different pages of the tutorial.

The buttons are:

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

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

SOP The SOP button is used to open a Standard Operating Procedure (SOP) page.

PROC The PROC button is used to open a procedure (normal or abnormal) page.

The NEXT and PREV buttons are used to navigate within a procedure that is on
NEXT PREV
more than one page.

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

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

GOLD The GOLD button is used to page with a reminder of the Golden Rules.
 COLICK
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TO EDITOF TITLE STYLE
THE TUTORIALS – 1/3 NEXT

Main slide
Slides must be read from top to bottom and from left to right.

Title of the Tutorial

Procedure steps

Complementary
information

Illustration
of the situation

Indication that the Tutorial

contains memory items
 COLICK
RGANIZATION MASTER
TO EDITOF TITLE STYLE
THE TUTORIALS – 2/3 PREV NEXT

Procedure slide

Title of slide
Condition or information

Action

Callout

Link to more
information

Memory item
 COLICK
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TUTORIALS PREV BACK

Information slides

Title BACK button

Information

Title BACK button

Information box
 PREVENTING
CLICK MASTER FROM
TO EDITIDENTIFIED TITLERISKS
STYLE BACK
(Refer to FCTM for definition and PIR list)

Possibility of injury to the Possibility of damage to the

ground personnel. aircraft.

Possibility of injury to The navigation may be

passengers. affected.

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

complete the initial flight. aircraft may be affected.
 FFIRST
IRST FFS
FFS
FFS SAFETY EQUIPMENT FFS COCKPIT FACILITY

i i

A320
A320/A330 XFTDO1FRSTFFS01 – OCT 2018
 FFS SFAFETY FFS
IRST EQUIPMENT BACK

 Emergency Stop

 Fire extinguishers

 Escape ropes

 Torch
 FOCKPIT
FFS C IRST FFS
FACILITY BACK

 Seat, pedal and armrest adjustments:

• Seat i

• Pedal i

• Armrest i

 Sliding table

 Cockpit lights

 Oxygen masks

 Hand mike, headset, RMP, ACP

 FOCKPIT
FFS C IRST FFS
FACILITY
SEAT ADLUSTMENTS BACK

 Move the pedals full forward.

 Move the seat full forward
(Use either mechanical or electrical controls. Get familiar with both.).
 Adjust the seat vertically and horizontally according to sidestick position.

 Both surfaces must be visible by just looking up

and down.

EYE
REFERENCE
PANEL
 FOCKPIT
FFS C IRST FFS
FACILITY
PEDAL ADLUSTMENTS BACK

 Put your feet “inside” the pedals.

 Apply full deflection of the pedal, then apply full

braking action.

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

but there should not be any body movement or sliding
on the seat to achieve that position.
 FOCKPIT
FFS C IRST FFS
FACILITY
ARMREST ADLUSTMENTS BACK

HEIGHT ADJUST: Button A

PITCH ADJUST: Button B

HEIGHT
PITCH 1
INDICATION
INDICATION

When your seat is adjusted:

• Position your arm like shown on the picture 1, slide it forward without
moving your wrist.
2

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

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

GOLDEN RULE #1 Fly, Navigate, Communicate i

In that order, with the appropriate tasksharing.

Use the appropriate level of automation

GOLDEN RULE #2 at all times.
i

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

Take actions if things do not go as

GOLDEN RULE #4 expected.
i

A320/A330 XFTDN1GOLDRUL01 – OCT 2018

 CLICK TO
#1 FLY,EDIT MASTER
NAVIGATE TITLE STYLE
, COMMUNICATE BACK

Fly! Navigate! Communicate! The flight crew must perform these three actions in sequence and must use
appropriate task sharing in normal and abnormal operations, in manual flight or in flight with the AP engaged.

Fly the aircraft (Pitch, bank, airspeed, thrust, sideslip, heading, etc...)
PF
 Achieve and maintain desired targets and flight path.
Fly

Actively monitor the flight parameters

PM
 Call out any excessive deviation.

Situational awareness
Navigate

Know where the

Know where you Know where you Know where you
weather, terrain and
are... should be... should go...
obstacles are...
Communicate

Cabin Crew Flight Crew ATC

PF PM Ground crew

To ensure good communication, the flight crew should use standard phraseology and the
applicable callouts.

Always keep in mind the key message: Fly the aircraft! Fly the aircraft! Fly the aircraft!
 #2 USE THE APPROPRIATE LEVEL OF
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AUTOMATION AT ALL TIME

To use the appropriate level of automation at all times, the flight crew must:

Determine and select the appropriate level of automation, that can include manual flight.

Understand the operational effect of the selected level of automation.

Confirm that the aircraft reacts as expected.

 C#3
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UNDERSTAND ASTER
FMATITLE
AT ALLSTYLE
TIME BACK

To ensure correct situational awareness at all times, the flight crew must:

Monitor the FMA.

Announce the FMA.

Confirm the FMA.

Understand the FMA.

 #4 TAKE ACTIONS IF THINGS DO NOT
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GO AS EXPECTED

If the aircraft does not follow the desired flight path, or the selected targets.

Take action !
PF PM

Change the level of automation • Communicate with the PF

• Managed guidance  Selected guidance, • Challenge the actions of the PF, if
or necessary
• Selected guidance  Manual flying. • Take over, if necessary.
 CLICK TO FEDIT
LOWMPASTER TITLE STYLE
ATTERNS

COCKPIT PREPARATION – OVHD PANEL FLOW DESCENT 10 000 ft FLOW

COCKPIT PREPARATION – CTR INST PANEL FLOW AFTER LANDING FLOW

COCKPIT PREPARATION – PEDESTAL FLOW EMERGENCY DESCENT FLOW

COCKPIT PREPARATION – FINAL CKPT PREP FLOW REJECTED TAKEOFF FLOW

AFTER START FLOW

TAXI FLOW

BEFORE TAKEOFF FLOW

AFTER TAKEOFF FLOW

CLIMB 10 000 ft FLOW

DESCENT – FMS PREPARATION FLOW

APPROACH BRIEFING FLOW

REV14
A330 GFTDB0FLOWPAT01 – A330 – OCT 2018
 CLICK TO EDIT
COCKPIT MASTER
PREPARATION TITLE
– OVERHEAD STYLE
PANEL NEXT BACK

PF
DATA LOADER…CHECK OFF
* RESET BUTTONS…CHECK
MAINT PANEL…CHECK
1 2 3
* RESET BUTTONS…CHECK

ENG FIRE…CHECK/TEST CVR TEST pb ….PRESS

* ALL IR MODE sel…NAV General rule: during the scan

PA…RECEPT sequence, extinguish all white lights.

MAINTENANCE panel
FUEL T. TANK MODE pb ……........... AUTO
ALL LIGHTS…….CHECK OFF
FUEL T. TANK FEED selector ........... AUTO

ELEC panel…...CHECK
BAT……………CHECK
CAPT & PURS/CAPT
…AS RQRD
* PACK FLOW….AS RQRD
 If secured stop or flight
* RCDR GND CTL…ON VENT…CHECK crew change: Perform all
LDG ELEV…………AUTO actions.
MAN VALVE SEL…BOTH  Otherwise (transit stop)
perform only actions
marked by * in QRH.
PROBE/WINDOW HEAT…AUTO

EXT LT………….SET * SIGNS…...............SET

 CCOCKPIT
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CENTER INSTRUMENT PANEL PREV NEXT BACK

PF

*ISIS..……CHECK

*NORTH REF.……CHECK
*A/SKID & NW STRG sw........ON
ECAM SWITCHING…CHECK

*CLOCK..……CHECK/SET LDG GEAR GRVTY EXTN sw........OFF

 CLICK TO EDIT
COCKPIT MASTER
PREPARATION TITLE STYLE PREV
– PEDESTAL NEXT BACK

3
2
PF

SWITCHING PANEL... NORM

1

*THRUST lever...IDLE

* THRUST REVERSER lever……....STOWED

ACP.........CHECK * ATC...........SET

ENG MASTER sw.... OFF

ENG START selector....NORM

* PARK BRK......AS RQRD

CKPT DOOR......CHECK
 CCOCKPIT
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– FINAL TITLE
COCKPIT STYLE PREV
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FINAL
COCKPIT
PREPARATION

When both pilots are seated:

PF
PM

FMS PREPARATION.....................CHECK
EFB / MCDU GREEN DOT .....COMPARE

CM1 CM2 GLARESHIELD

1 PF 1
1

SOP

LATERAL CONSOLES
2 PF 2 INTRUMENT PANELS
2

SOP
 CLICK TO EDITAFTER
MASTER
START TITLE STYLE PREV NEXT BACK

2 APU BLEED
ENG ANTI-ICE 3
PF PM
WING ANTI-ICE 4 5 APU MASTER-SWITCH

6 STATUS 5

4 PITCH TRIM

ENG START SEL

1 3 FLAPS
GROUND
1
SPOILERS
2 RUDDER
TRIM
CLICK TO EDIT MTAXI
ASTER TITLE STYLE PREV NEXT BACK

PM

AUTO-BRAKE
4
T.O MEMO 6 TERR ON ND
3

T.O CONFIG 5

2 ATC
RADAR / PWS 1
CLICK TO EDIT MASTER
BEFORE TAKEOFF TITLE STYLE PREV NEXT BACK

PACK 1 + 2 7 PM

Performing this flow pattern and when appropriate:

APPROACH PATH...CLEARED OF TRAFFIC

TAKEOFF RUNWAY
6

EFB TRANSMITTING MODE

5

4
SLIDING TABLE

CABIN CREW
2

3 1
TCAS
ENG START SEL
CLICK TO EDIT MASTER
AFTER TAKEOFF TITLE STYLE PREV NEXT BACK

PM
4
ENG ANTI-ICE
1
APU BLEED / MASTER SW

3
TCAS
2
ENG START SEL
 CLICK TO EDITCLIMB
MASTER
10 000 ft TITLE STYLE PREV NEXT BACK

PF PM
LAND LIGHTS 1
2 SEAT BELTS

3 EFIS OPT

ECAM MEMO 4 NAVAIDS

5 SEC F-PLN
OPT / MAX ALT
CLICK TODESCENT
EDIT –M ASTER
FMS TITLE STYLE PREV
PREPARATION NEXT BACK

Insert lateral and vertical revisions for arrival, as needed.

Navaids selection or deselection. Check the idents on PFDs and NDs.

NAV ACCURACY monitoring during descent.

DES, APPR and GO AROUND pages to complete.

PERF APPR page: An erroneous entry of OAT or QNH may lead to undue
emergency descent (wrong Cabin Pressure Control (CPC) segment computation).

Check extra fuel to evaluate holding possibilities at destination.

Copy active F-PLN and revise the SEC F-PLN according

circumstances: alternative approach, circling, etc…
 CLICK TO EDIT MASTER
APPROACH BRIEFINGTITLE STYLE PREV NEXT BACK

OBJECTIVE:

PF informs PM of his intended course of actions. It should be practical, relevant and

concise.

The following elements have to be taken into account when performing briefing.

1. A/C STATUS, NOTAM, Weather,

2. Fuel prediction,

3. Trajectory:
• Descent,
• Holding (if relevant),
• Approach,
• Go around,

4. Landing,

5. RADIONAV.

Note: Note: Management of the degraded guidance/navigation should be considered and reviewed in briefing.
 CLICK TO EDIT MASTER
DESCENT 10 000 ft TITLE STYLE PREV NEXT BACK

PF LAND LIGHTS 1 SEAT BELTS PM

2

EFIS EFIS
1 3
LS 2 4 LS

WHEN GPS PRIMARY LOST:

NAV ACCY RADIO NAV
3 5

6
ENG START SEL
 CLICK TO EDIT MASTER
AFTER LANDING TITLE STYLE PREV NEXT BACK

PF ANTI-ICE 7 APU PM
6

GROUND
RADAR SPOILERS
5 TCAS / ATC
PREDICTIVE 2 1 4
WINDSHEAR FLAPS
3
ENG START SEL
 CLICK TO EDIT MASTER
EMERGENCY TITLE STYLE PREV
DESCENT NEXT BACK

PF PM
1 1
 CLICK TO EDIT MASTER
REJECTED TAKEOFFTITLE STYLE PREV BACK

CAPT F/O

“STOP !”

« REVERSE GREEN »
1
« ECAM ACTIONS » « DECEL »
4 2

3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1 WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
PA: « ATTENTION! CREW AT STATION »
3 3

4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED 2
PARKING BRAKE ON
 IFRMCASTER
CLICK TO EDIT HARTSTITLE STYLE
SUMMARY

Summary of IFR chart pages:

I. General………….…… i

II. Arrival………….…….. i

III. Departure………………i

IV. STAR………………… i

V. SID…………………… i

VI. Airport………………….i

VII. Initial Approaches…… i

VIII. Final approaches…… i

A320/A330 XFSNN1E00NAVC01 – OCT 2018

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NFORMATION BACK

General Information

Radar Minimum Altitude

i
MAIN
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GENERAL TITLE STYLE
NFORMATION BACK

ATIS
Frequency

Other General
Information
MAIN
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TO EDIT
ADAR MASTER
MINIMUM TITLE STYLE
ALTITUDE BACK

Header
i

Altitude
Chart
i
MAIN
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TO EDIT
ADAR MASTER
MINIMUM TITLE STYLE
ALTITUDE BACK

SHOW INFORMATION i
MAIN
MENU CLICK R
TO EDIT
ADAR MASTER
MINIMUM TITLE STYLE
ALTITUDE BACK

Airport Transition
Elevation Altitude

Chart Title

HIDE INFORMATION i
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ALTITUDE TITLE STYLE
CHART BACK

SHOW INFORMATION i
MAIN
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ALTITUDE TITLE STYLE
CHART BACK

Minimum
Altitude on the
Red Area

Minimum
Altitude on the
Orange Area
Highest Terrain
on the Chart
HIDE INFORMATION i
MAIN
MENU CLICK TO EDIT MIASTER
ARRIVALS TITLE STYLE
NFORMATION BACK

On this page of IFR CHARTS, you will find specific information about arrivals.

SHOW INFORMATION i
MAIN
MENU CLICK TO EDIT MIASTER
ARRIVALS TITLE STYLE
NFORMATION BACK

On this page of IFR CHARTS, you will find specific information about arrivals.

Specific
Information for
Arrival Operations

HIDE INFORMATION i
MAIN
MENU CLICK TO EDIT MASTER
DEPARTURE TITLE STYLE
INFORMATION BACK

On this page of IFR CHARTS, you will find specific information about departures.

Noise Abatement
Departure Procedure

Other Departure
Information
MAIN
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STAR BACK

STAR = STandard ARrival

STAR Charts

RNAV STAR Charts Standard STAR Charts

i i
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CHARTS BACK

Header

RNAV STAR
Information
i

RNAV STAR
Chart
i
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RNAV STAR INFORMATION

Arrival

Runway
Concerned

Additional
Information
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MASTER TITLE STYLE BACK
RNAV STAR CHART

ESISI Arrival i

NETRO Holding i

SHOW INFORMATION i
MAIN
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MASTER TITLE STYLE BACK
RNAV STAR CHART – ESISI ARRIVAL

Follow heading
159° for 38 nm…

…then,
turn right heading
208° for 17 nm.

Waypoints with
Constraints

FLY-OVER WPT

FLY-BY WPT

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MASTER TITLE STYLE BACK
RNAV STAR CHART – NETRO HOLDING

Holding

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MAIN
MENU CLICK TORNAV
EDIT STAR CHARTS
MASTER TITLE STYLE BACK
RNAV STAR CHART

Follow heading
159° for 38 nm…

…then,
turn right heading
208° for 17 nm.

Holding
Constraints
Information

FLY-OVER WPT

FLY-BY WPT

HIDE INFORMATION i
MAIN
MENU CLICK S
TO EDIT MSTAR
TANDARD ASTER TITLE STYLE
CHARTS BACK

Header

STAR MSA
Information i
i

STAR
Chart
i
MAIN
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TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR INFORMATION

Arrival Reference

Runway
Concerned

Additional
Information
MAIN
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TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
MINIMUM SECTOR ALTITUDE

Minimum Sector Altitude = 3000 ft.

With 2500 ft for the 10 first inner nautical miles.

25 nm circle centered around TOU VOR.

MAIN
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TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART

AFRIC 6L Arrival i

ADIMO Holding i

SHOW INFORMATION i
 MAIN
MENU CLICK S
TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART – AFRIC ARRIVAL

Follow heading 222°

during 23 nm
Minimum
Altitude on this
Segment then,

turn right heading

266° for 21 nm.

HIDE INFORMATION i
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TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART – HOLDING

Holding

HIDE INFORMATION i
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TO EDIT MSTAR
TANDARD ASTERCHARTS
TITLE STYLE BACK
STAR CHART

Follow heading 222°

during 23 nm

Minimum
Altitudes
then,
Holding

turn right heading

266° for 21 nm.

HIDE INFORMATION i
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SIDMCASTER
HARTS TITLE STYLE BACK

SID = Standard Instrument Departure

SID Charts

RNAV SID Charts Standard SID Charts

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EDIT MASTER
SID TITLE STYLE
CHARTS BACK

Header

RNAV SID

i
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EDIT MASTER
SID TITLE STYLE
CHARTS BACK

Altitude/Speed
Constraints

Departure
Trajectory

Climb gradient
Constraints
Initial Level
Clearance
MAIN
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STANDARD TITLE STYLE
SID CHARTS BACK

Header

Standard
SID Charts
i

SID Procedure
Description
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STANDARD TITLE STYLE
SID CHARTS BACK

MEN 5H Departure i
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STANDARD TITLE STYLE
SID CHARTS BACK

Follow
heading At BISBI WPT, turn left
323° until heading 043°
TOU VOR

Turn right heading 065°

Minimum
Performances
required for these
Departures

HIDE INFORMATION i
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AIRPORT TITLE STYLE
CHARTS BACK

Airport Charts

Gates Coordinates Airport Chart

i i
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ATES MASTER TITLE STYLE
COORDINATES BACK

Gates
Coordinates
MAIN
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AIRPORT TITLE STYLE
CHARTS BACK

Header
Communication
Frequencies

Airport Plan
i

Additional Runway
Information
i
MAIN
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AIRPORT MASTER
CHARTS TITLE
- AIRPORT STYLE
PLAN BACK

SHOW INFORMATION i
MAIN
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AIRPORT MASTER
CHARTS TITLE
- AIRPORT STYLE
PLAN BACK

Runway
Elevation

Runway
Length

Runway QFU
Taxiway Name

HIDE INFORMATION i
MAIN
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AIRPORT TO EDIT
CHARTS MASTER
- ADDITIONAL TITLE STYLE
RUNWAY INFORMATION BACK

SHOW INFORMATION i
MAIN
MENU CLICK
AIRPORT TO EDIT
CHARTS MASTER
- ADDITIONAL TITLE STYLE
RUNWAY INFORMATION BACK

PAPI Runway
Information Length/Width

Low Visibility
Procedure
Information.

Runway Visual Range (RVR)

HIRL: High Intensity Runway Light
CL: Center Light
Distances between two lights:
HIRL: 60m; CL: 15m
HIDE INFORMATION i
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APPROACH TITLE STYLE
PROCEDURE BACK

ILS or LOC RNAV (GNSS) VOR VPT

Initial Initial Initial

Approach
Approach Approach Approach
i i i i

Final Final Final

Approach Approach Approach
i i i
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ILSTO LOC M
OR EDIT – IASTER
NITIAL ATITLE STYLE
PPROACH BACK

Header
Approach
Information
i

Chart
i

Final Approach i
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
APPROACH INFORMATION

SHOW INFORMATION i
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
APPROACH INFORMATION

Communication
Frequencies

LOC Frequency
Reminder of Airport
&
and Runway Altitudes
Approach Course

HIDE INFORMATION i
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
APPROACH INFORMATION

SHOW INFORMATION i
MAIN ILSTO
CLICK LOC M
OR EDIT – IASTER
NITIAL ATITLE
PPROACH
STYLE BACK
MENU
APPROACH INFORMATION

Instrument Required
for this Approach 11-1B FINAL
Approach Chart

Highest Terrain on
the Chart

HIDE INFORMATION i
MAIN
MENU CLICK
ILSTO LOCM
OREDIT – ASTER TITLE STYLE
FINAL APPROACH BACK

Header

Approach
Information
i

Chart
i

i Initial Approach
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
APPROACH INFORMATION

SHOW INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
APPROACH INFORMATION

ILS/LOC Communication
Information Frequencies

Refer to Lateral
Missed Approach Profile Chart
Procedure Description
i

HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE BACK
MENU
CHART

Lateral Profile

Vertical Profile

i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
TITLE STYLE BACK TO APPR INFO
MENU
LATERAL PROFILE

Final Approach i

Missed Approach Procedure i

MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
TITLE STYLE BACK TO APPR INFO
MENU
LATERAL PROFILE – FINAL APPROACH

Vertical Profile

HIDE INFORMATION i
CLICK TO MOVE FOWARD
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
TITLE STYLE BACK TO APPR INFO
MENU
LATERAL PROFILE – FINAL APPROACH

Vertical Profile

HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
TITLE STYLE BACK TO APPR INFO
MENU
LATERAL PROFILE – MISSED APPROACH

Holding after the

Missed Approach
Procedure

HIDE INFORMATION i
CLICK TO MOVE FOWARD
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH BACK
TITLE STYLE BACK TO APPR INFO
MENU
LATERAL PROFILE – MISSED APPROACH

Holding after the

Missed Approach
Procedure

HIDE INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
MENU BACK TO LATERAL PROFILE
VERTICAL PROFILE

SHOW INFORMATION i
MAIN ILSTO
CLICK LOCM
OREDIT – ASTER
FINAL APPROACH
TITLE STYLE
BACK
MENU BACK TO LATERAL PROFILE
VERTICAL PROFILE
Go-Around Immediate
Trajectory Reminder

ILS Glide-Slope
or
Descent Angle

Minima and RVR

Related to Aircraft
Category and
Approach Type

Circle-to-Land
References Minima
(LACTF: Large Aircraft)
HIDE INFORMATION i
MAIN
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TO(GNSS) INITIAL TITLE STYLE
APPROACH BACK

Header
Approach
Information
i

Initial Approach
Chart
i

Final Approach i
MAIN RNAV
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EDIT M–ASTER
INITIAL TITLE
APPROACH
STYLE BACK
MENU
APPROACH INFORMATION

To Compare with PFD

Information.
MAIN RNAV
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INITIAL TITLE
APPROACH
STYLE BACK
MENU
CHART

SHOW INFORMATION i
MAIN RNAV
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INITIAL TITLE
APPROACH
STYLE BACK
MENU
CHART

Waypoints with
Constraints

IAF

Initial
Approach
Trajectory

IF

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FINAL A STYLE
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Header

Approach
Information
i

Final Approach
Chart

i Initial Approach
MAIN RNAV
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FINAL APPROACH
TITLE STYLE BACK
MENU
APPROACH INFORMATION

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MAIN RNAV
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TITLE STYLE BACK
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APPROACH INFORMATION

Communication
Frequencies

Missed Approach
Procedure

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MAIN RNAV
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TITLE STYLE BACK
MENU
CHART

Minima Depending
on type of
Approach and
Aircraft Category

Final Approach i

Missed Approach Procedure i

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FINAL APPROACH
TITLE STYLE BACK
MENU
FINAL APPROACH

IF

Platform
Altitude

HIDE INFORMATION i
CLICK TO MOVE FOWARD
MAIN RNAV
CLICK TO(GNSS)
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FINAL APPROACH
TITLE STYLE BACK
MENU
FINAL APPROACH

IF

Platform
Altitude

HIDE INFORMATION i
MAIN RNAV
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FINAL APPROACH
TITLE STYLE BACK
MENU
MISSED APPROACH PROCEDURE

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MAIN RNAV
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FINAL APPROACH
TITLE STYLE BACK
MENU
MISSED APPROACH PROCEDURE

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MAIN
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VOREDIT MASTER
– INITIAL TITLE STYLE
APPROACH BACK

Header

Initial Approach
Chart
i

Final Approach i
MAIN
MENU CLICK TO
VOREDIT MASTER
– INITIAL TITLE STYLE
APPROACH BACK

NETRO Approach i

Approach constraints i

SHOW INFORMATION i
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CLICK TO – INITIAL
EDIT MASTERAPPROACH
TITLE STYLE BACK
MENU
NETRO APPROACH

Follow 12 nm TOU
DME ARC

Final Approach

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MAIN VOR
CLICK TO – INITIAL
EDIT MASTERAPPROACH
TITLE STYLE BACK
MENU
APPROACH CONSTRAINTS

Required Instrument
for this Approach

Constraints

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VOREDIT MASTER
– INITIAL TITLE STYLE
APPROACH BACK

Required Instrument
for this Approach

Follow 12 nm TOU
DME ARC

Constraints

Final Approach

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MAIN
MENU CLICK TO
VOR – FM
EDIT ASTER
INAL TITLE STYLE
APPROACH BACK

Identical to VOR/ILS Final Approach

Constant Descent
Final Approach

i Initial approach
MAIN
MENU CISUAL
V LICKMTO EDIT MW
ANOEUVRING ASTER TITLE STYLE
ITH PRESCRIBED TRACKS BACK

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ITH PRESCRIBED TRACKS BACK

Airport
Elevation

Go-Around
Trajectory

Approach
Trajectory

Missed Approach
Directives

Minima and RVR

HIDE INFORMATION i
CLICK TO EDIT MASTER
COMPUTERIZED TITLE
FLIGHT STYLE
PLAN

Operational data i

Alternate Airport i

Fuel Calculation i

A/C Estimated Weights i

Flight Plan Route

Time & Fuel Records i

Navigation Log i

XFSNN1E00CPLN01 – OCT 2018

 CLICK TO EDIT MASTERDATA
OPERATIONAL TITLE STYLE BACK

Aircraft Type Mach Number Route

Call Sign Average wind component

and temperature for route
 CLICK TOFUEL MASTER
EDIT TIME TITLE STYLE
& DATA BACK

Calculations to destination Time to destination Cruise FL to destination

TF = Trip Fuel Nautical Miles & Nautical

Air Miles to Destination i
CLICK TO EDIT MASTER TITLE STYLE
FUEL BACK

Fuel Time & Data i

Fuel Calculation i

Compare with MCDU Page i

 CLICK
GROUND MASTER
TO EDITMILES TITLE
& AIR STYLE
MILES BACK

Trip distance to be compared with the

MCDU F-PLN Page

Nautical Air Miles (NAM) is

the ground distance (NM)
corrected by the wind effect

In the example :
GROUND distance = 200 NM
Wind -100 KT
AIR distance = 257 NM
 CLICK TO FUEL
EDIT MASTER TITLE STYLE
PLANNING BACK

How to calculate Total Fuel (Q) for the flight ?

Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX

DEST = Trip Fuel (TF)*

RESV = Contingency Fuel (CF)
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR)
XTR = Extra Fuel
ETPX = ETOPS Fuel Reserve
TOF = Take Off Fuel
TAXI = Taxi Fuel
BLOCK = Total Fuel (Q)
Calculate TOF →
*Trip fuel (TF) is the amount of fuel
needed from takeoff to landing.
 CLICK TO FUEL
EDIT MASTER TITLE STYLE
PLANNING BACK

How to calculate Total Fuel (Q) for the flight ?

Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX

TF 001867
DEST = Trip Fuel (TF) + CF + 000093
RESV = Contingency Fuel (CF)
+ AF + 001446
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR) + FR + 001009
XTR = Extra Fuel + Extra Fuel + 000000
ETPX = ETOPS Fuel Reserve + ETPX + 000000
TOF = Take Off Fuel ----------------- --------------
TAXI = Taxi Fuel = TOF = 004415
BLOCK = Total Fuel (Q)
Calculate Q →
 CLICK TO FUEL
EDIT MASTER TITLE STYLE
PLANNING BACK

How to calculate Total Fuel (Q) for the flight ?

Q = Taxi Fuel + TF + CF + AF + FR + Extra Fuel + ETPX

TF 001867
DEST = Trip Fuel (TF) + CF + 000093
RESV = Contingency Fuel (CF)
+ AF + 001446
ALT = Alternate Fuel (AF)
HOLD = Final Reserve Fuel (FR) + FR + 001009
XTR = Extra Fuel + Extra Fuel + 000000
ETPX = ETOPS Fuel Reserve + ETPX + 000000
TOF = Take Off Fuel ----------------- --------------
TAXI = Taxi Fuel = TOF = 004415
BLOCK = Total Fuel (Q) + TAXI + 000200
----------------- -------------
=Q = 004615
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TO EDIT MASTER TITLE STYLE
WITH MCDU BACK
 CLICKA/C EDIT MASTER
TOESTIMATED TITLE STYLE
WEIGHTS BACK

Calculate Weights i Compare with MCDU Page i

 CLICKA/C EDIT MASTER
TOESTIMATED TITLE STYLE
WEIGHTS BACK

Calculate EZFW →

MAX TANK
BASIC WT = Basic Weight of aircraft
EPLD = Estimated payload
EZFW = Estimated Zero Fuel Weight
TOF = Take Off fuel
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
 CLICKA/C EDIT MASTER
TOESTIMATED TITLE STYLE
WEIGHTS BACK

Calculate ETOW →

MAX TANK
BASIC WT = Basic Weight of aircraft BASIC WT 039000
EPLD = Estimated payload + EPLD + 015200
EZFW = Estimated Zero Fuel Weight ----------------- ---------------
TOF = Take Off fuel = EZFW = 054200
ETOW = Estimated Take Off Weight
EB/O = Estimated Burn Off
ELAW = Estimated Landing Weight
 CLICKA/C EDIT MASTER
TOESTIMATED TITLE STYLE
WEIGHTS BACK

Calculate ELAW →

MAX TANK
BASIC WT = Basic Weight of aircraft BASIC WT 039000
EPLD = Estimated payload + EPLD + 015200
EZFW = Estimated Zero Fuel Weight ----------------- ---------------
TOF = Take Off fuel = EZFW = 054200
ETOW = Estimated Take Off Weight + TOF + 004415
EB/O = Estimated Burn Off ----------------- ---------------
ELAW = Estimated Landing Weight
= ETOW = 058615
 CLICKA/C EDIT MASTER
TOESTIMATED TITLE STYLE
WEIGHTS BACK

MAX TANK
BASIC WT = Basic Weight of aircraft BASIC WT 039000
EPLD = Estimated payload + EPLD + 015200
EZFW = Estimated Zero Fuel Weight ----------------- ---------------
TOF = Take Off fuel = EZFW = 054200
ETOW = Estimated Take Off Weight + TOF + 004415
EB/O = Estimated Burn Off ----------------- ---------------
ELAW = Estimated Landing Weight
= ETOW = 058615
- EB/O - 001867
----------------- ---------------
= ELAW = 056748
CLICK COMPARE
TO EDIT MASTER TITLE STYLE
WITH MCDU BACK
 FLIGHT
CLICK TO PLAN ROUTE
EDIT MASTER TITLE STYLE BACK
TIME & FUEL RECORDS

DEP airport Route DEST airport

SID STAR

Flight Plan Route

Time & Fuel Records

Vertical Profile Records

 CLICK TONAVIGATION
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LOG BACK

WIND Ground / Air Distance from previous waypoint

Outside Air Temp / Shear Remaining Ground / Air Distance to destination
i

Waypoints
Airways

Flight Level Estimated Time to reach the waypoint

MORA Cumulated Time from departure

MORA:
Minimum Off
Route Altitude

True Air Speed In True / Magnetic Track Records i

Ground Speed Out True / Magnetic Track
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This is the flight route:

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

Estimated Time to be filled

after takeoff 13:00
13:11
13:12 0.4 4.1
Actual Time & Fuel data to be filled
when passing the waypoint
13:16

13:17

13:34

13:39

14:00
 CLICK TO EDIT MASTER
ALTERNATE TITLE STYLE
AIRPORT BACK

Marseille-Provence (LFML) is offered as alternate to Montpellier-Méditerranée (LFMT).

To land at Marseille-Provence, the aircraft has to fly an additional 180

nautical miles, which will take an estimated 35 minutes.

The aircraft will fly at FL280 and need around 1 446 kilos of fuel to reach
the airport.
 STRIKE CHAN

TOP 1
CKPT DOOR CONT
MID 2

BOT

DOOR
SW OVRD

OPEN
ARM

261VU
RESET
PACK CONT CPC AEVC SDCU
1 1 1 1

NEXT DATA LOADING SELECTOR

FMGEC FM FCU FCDC ON
1 1 1 1 S
PREV Y
S
OFF
SEL CTL

CIDS AMU FWC SDAC DMC

1 1/5/SELCAL 1 1 1 3
252VU

READING LT
FCMC LGCIU PSCU PHC WHC PHC
1 1 1 1 1 3

OFF BRT

ATSU EIVMU
1 2 4

262VU
RESET
PACK CONT CPC VENT CONT ZONE SDCU
2 2 LANE 1 LANE 2 CONT 2

252VU

READING LT FMGEC FM FCU FCDC

OXYGEN LEAK MEASUREMENT VALVES HYD FUEL 285VU 2 2 2 2
SVCE INT G B Y
TMR RESET OVRD REFUEL

FAULT END
OFF BRT CIDS AMU FWC SDAC DMC
ON ON OFF OFF OFF ON 2 2/3/4/BITE 2 2 2

ENG FADEC GND PWR APU AIR NWS

1 2 CMC 1 OVHT COND TOWING
AUTO EXTING FANS RESET
RESET FCMC LGCIU PSCU PHC WHC
A PUSH 2 2 2 2 2
U FAULT FAULT TO
T
ON ON OFF O RESET

EIVMU
1 3
ELT TOILET 265VU

A ON TEST/RESET
R OCCPD
M O
E N
D

CKPT DOOR
VIDEO
GND HF PAX
DATA LINK PERSONAL
PAX SYS ELEC SPLY
OFF

OVHD OFF OFF

ADIRS 221VU

ON BAT

AUDIO ONLY
255VU

ENG 1 ENG 2
BOOMSET
IR1 IR3 IR2 0.3 0.5 0.75 1 1.15
HEADSET
FAULT
FAULT
OFF
OFF
FAULT
OFF
FAULT
OFF
F FIRE FIRE F
TEST

NAV NAV NAV

I PUSH PUSH I ERASE

ATT ATT ATT R R

OFF OFF OFF
E AGENT 1 AGENT 2 AGENT 1 AGENT 2 E CALL CALL CALL CALL CALL MECH ATT
SQUIB SQUIB TEST SQUIB SQUIB VHF1 VHF2 VHF3 HF1 HF2 INT CAB
ADR1 ADR3 ADR2
DISCH DISCH DISCH DISCH

VOICE

RESET
FAULT
FAULT FAULT FAULT INT

MKR
LS
OFF
OFF OFF OFF
ELEC ELEC ELEC 245VU CALL CALL
GREEN BLUE YELLOW GREEN RAD

AUTO

STBY

AUTO
RAT MAN ON 1 VOR 2 1 ADF 2 1 SAT 2 PA

HYD

HYD
231VU

APU ON
ENG 1
ON
ENG 1
ON
ENG 2 ENG 2

ACTIVE STBY/CRS
FAULT FAULT 1 FAULT FAULT FAULT FAULT 2 FAULT
FIRE
AGENT
OFF OFF OFF OFF OFF OFF OFF ACARS 118.000
TEST PUSH WING X FEED
SQUIB VHF1 VHF2 VHF3
DISCH OPEN ENG 2
ENG 1
ON HF1 SEL HF2 AM

FUEL

FUEL
CTR TANK STBY NAV
FLT CTL 241VU
L XFR R ON
PRIM 1 SEC 1

AUTO
TURB DAMP
L1 L2 R2 R1
FAULT FAULT FAULT NAV VOR ILS ADF BFO
FAULT FAULT FAULT FAULT OFF MAN OFF OUTR TK FAULT FAULT OFF
OFF XFR
OFF/R OFF/R OFF OFF OFF OFF

AUTO
T TANK FLT CTL 212VU
L STBY MODE FEED R STBY PRIM 2 SEC 2 PRIM 3
FAULT

AUTO
ISOL
211VU
L
INR TK
R
FUEL ARMJETTISON
ACTIVE FAULT FAULT ON FAULT
SPLIT AUTO FAULT FAULT FAULT
OFF OFF OFF
OPEN OFF/R OFF/R OFF/R
SHUT SHUT OPEN

ON ON ON ON
235VU
CARGO AIR COND
BAT BAT 1 BAT 2 APU BAT GALLEY COMMERCIAL FWD AFT BULK
1

AUTO
EVAC AC ESS FEED ISOL VALVES ISOL VALVES ISOL VALVES
v
27.2
COMMAND CAPT FAULT FAULT FAULT FAULT
27.2 V
2
HORN OFF & PURS
OFF OFF OFF OFF OFF FAULT FAULT FAULT
APU

ELEC

ELEC
FAULT
EVAC OFF OFF OFF
AC ESS BUS ALTN
ON
CAPT AC BUS 1 BUS TIE AC BUS 2 COOLING

AUTO
NORM
EMER ELEC PWR OFF MAX HOT AIR
EMER GEN TEST MAN ON OFF
LAND FAULT
RECOVERY EMER GEN APU GEN
OFF
IDG
1 IDG
2
FAULT A FAULT EXT B EXT A GEN
GEN
ON U
T OFF/R
O FAULT AVAIL AVAIL FAULT FAULT
FAULT
OFF/R AUTO ON OFF/R
GPWS G/S FLAP OFF OFF
TERR SYS MODE MODE

FAULT FAULT COLD HOT COLD HOT

225VU
OFF OFF OFF OFF RAM AIR PACK FLOW COCKPIT CABIN CARGO SMOKE
PACK 1 NORM PACK 2 FWD AGENT AFT AGENT
DISCH TEST
RCDR MASK MAN ON OXYGEN LO HI

AIR

AIR
FAULT FAULT SMOKE BTL 1 SMOKE
GND CTL PASSENGER CREW SUPPLY ON
OFF OFF SQUIB BTL 2 SQUIB
A A SYS ON
U U COLD HOT COLD HOT
ON T T OFF VENTILATION
O O
HOT AIR 1 HOT AIR 2 AVNCS EXTRACT CAB FANS

AUTO
AUTO
MECH FLT CALLS CAB EMER ENG 1 BLEED APU BLEED CLOSE FAULT ENG 2 BLEED SMOKE FAULT
REST REST FAULT OPEN
OVRD OFF
OFF OFF
ALL FAULT FAULT FAULT
CALL
ON
OFF ON OFF ENG
MAN START NI MODE
1 2 1 2
CABIN PRESS
ANTI ICE PROBE/
PURS FWD MID EXIT AFT LDG ELEV
ENG
WINDOW MAN
AUTO DITCHING
WING 1 2 HEAT VALVE SEL V/S CTL MODE SEL -2

AUTO
ON ON ON ON

AUTO
AFT UP
14 0
FAULT FAULT FAULT FAULT
BOTH 12 2
ON ON ON ON MAN ON
RAIN RPLNT WIPER FWD ON 10 4 WIPER RAIN RPLNT
OFF 8 6 OFF

SLOW SLOW

EXT LT APU ICE IND & INT LT 215VU

STROBE BEACON WING NAV & LOGO ANN LT
STBY COMPASS CTL DOME
ON ON ON 2
FAST MASTER SW STORM TEST FAST
A
U BRT BRT
1 FAULT
T
ON/R DIM DIM
O OFF
OFF OFF OFF OFF
SIGNS
START NO PORTABLE EMER EXIT LT
RWY TURN OFF LAND SEAT BELTS ELEC DEVICE
ON ON NOSE ON ON ON
AVAIL

AUTO

AUTO
T.O
ARM
ON OFF
TAXI
OFF
OFF
OFF OFF OFF OFF

SPD HDG LAT ALT LVL / CH V/S

05000
HDG V/S 412 VU
CSTR WPT VOR.D NDB ARPT ARPT NDB VOR.D WPT CSTR
411VU
QNH QNH
1020 1020
CHRONO CHRONO
ROSE NAV 40 UP 40 ROSE NAV
ARC 20 80 HDG VHS 100 1000 20 80 ARC
MASTER VOR TRK FPA VOR MASTER
PUSH WARN
WARN in Hg h Pa TO in Hg h Pa
LS PLAN 10 160 SPD METRIC 10 160 LS PLAN
MACH ALT LEVEL
SIDE STICK PRIORITY PULL OFF PULL SIDE STICK PRIORITY
AP 1 AP 2
STD ENG 320 320 ENG STD
AUTO DN AUTO
MASTER 1 2 1 2 MASTER
413VU LAND CAUT
LAND 414 VU
CAUT CAPT FO
LOUD SPEAKER
ATC ADF VOR ADF VOR ADF VOR ADF VOR ATC LOUD SPEAKER
FD A/THR
MSG LS LOC ALT APPR LS FD MSG
OFF OFF OFF OFF

OFF MAX OFF MAX

SRS RWY GS 0 TAS LDG GEAR BRK FAN GS 0 TAS SRS RWY
MAN 1 FD 2 MAN 1 FD 2
FLX +49 CLB NAV 900 325º FLX 900 325º FLX +49 CLB NAV
EFIS DMC 417VU
A/THR
31
32 33 34 0.5 NM EPR 1.498 UNLK
31
32 33 34 0.5 NM A/THR 418VU EFIS DMC

30 30
NORM
NORM 35 35
5000 47°C 5000
3 158 010 0 1.498 1.498
HOT
0 158 010
3
PULL UP 153 29 ON
29 153 PULL UP
GPWS TN UNLK
TN GPWS
060 FF KG/H FF KG/H UNLK
060
2
10 10 EGT 10 10
1
OSKAM 9180 741 °C 741 9180 OSKAM
A/SKID &
PFD/ND
PFD/ND 040 40 1020 N/W STRG 040 40
6 6
5 20
00
N3 %
91.7
10
N1
%
10 N3 %
91.7 LO
AUTO/BRK
MED MAX
5 20
00
85.1 85.1 ON
PFD
PFD 15 TOU 15 S F DECEL DECEL DECEL 15 TOU 15
OFF
10 10 +4.0° FOB: 16820 KG
2 ON ON ON
10 10 TERR
311VU 025

2 000 0'00" 900 TERR ON ND 4.5 4.5 T.O AUTO BRK MAX T.O INHIBIT
TERR ON ND 0'00" 900
013
2 000
OFF BRT OFF BRT
VOR1 LFBO DME-1 DME-2 SIGNS ON LDG LT VOR1 LFBO
ADF2 ADF2
TOU SPLRS ARM TOU
ND QNH 1020 M 378.0 ON M 378.0 QNH 1020 ND
ON FLAPS T.O
33 4.5 NM 4.5 NM 33
UP
0 31 32 34 3 T.O CONFIG NORMAL 0 31 32 34 3
NORTH REF

OFF BRT M
V V
O O OFF BRT
A R R
TRUE G

ADF
ECAM SWITCHING ADF N2
513VU DMC ENGINE 95.0 % 23.0
514VU
LT
LT AUTO
CEILING F.USED CEILING
1 2 80 KG 80 ON
ON
RST CHR CHR

OFF
00: 00
MIN SEC 23.0
OIL
QT 23.0
DOWN
OFF
3 GPS
UTC INT

17: 05 00
MAP
MAP ECAM / ND NORM
136 PSI 136 LDG GEAR
ON SET ON
CAPT F/O DATE HR/MO MIN/DY SEC/Y
GRVTY EXTN
25 °C 25
RUN RESET

00: 05 STP OFF

OFF VIB OFF
RST
0.9 N1 0.9
HR ET MIN DOWN
0.4 N2 0.4 CONSOLE
CONSOLE
0.5 N3 0.5 BRT
BRT
DIM
DIM NAC
OFF °C OFF
BRT 0 350 BRT
DIM PRINT DIM PRINT
ACTIVE ATC : LFBO CTL ACTIVE ATC : LFBO CTL
FOOT WARNER TAT +17 º°C GW 176840 KG FOOT WARNER
ON MSG- PGE-
SAT +14 º°C 17 H 05 GWCG 29.3 %
MSG- PGE-
ON
MSG+ PGE+ MSG+ PGE+
OFF
OFF

SWITCHING
FM 1 IND RDY FM 2 FM 1 IND RDY FM 2
135VU

ATT HDG AIR DATA FM AUDIO

123456789TAKE OFF8901234 NORM NORM NORM NORM 1FROM6789012345AIB1012 {}
1V145FLP9RETR4567890RWY4 CAPT F/O CAPT F/O BOTH BOTH CAPT F/O 123456789UTC34SPD/ALT234
1534567F=14467867890132L ON 3 ON 3 ON 3 ON 3 ON 2 ON 1 ON 3 ON 3 LFBO32L8170534158/901500
1VR45SLT9RETR45TO8SHIFT4 1H325º 789BRG325º 780NM2344
1544567S=1826786[M][12]* 19005678170534176/901900
1V255678CLEAN45FLAPS/THS 1C325º 789TRK329º 78301234
1584567O=213678672/UP2.5 TOU45678170834226/902480
TRANS6ALT01DRT5TO-FLX2TO 1LMG3B789012345671001234
50005678901234567889F494 OSKAM678171334250/9FL099
THR4RED/ACC23ENG7OUT1ACC 1(SPD)789012345678901234
12000/200012345678902000 (LIM)67817293*250/9FL100
1234567890123456789NEXT4 ECAM T.O EMER 1DEST6789UTC34DIST90EFOB
123456789012345678PHASE> UPPER DISPLAY CONFIG CANC LFPO267818153453639011.1
123456789012345678901234 123456789012345678901299
ENG BLEED PRESS EL/AC EL/DC HYD C/B

OFF BRT
DIR PROG PERF INIT DATA LOWER DISPLAY ALL DIR PROG PERF INIT DATA
BRT APU COND DOOR WHEEL F/CTL FUEL BRT

RAD FUEL SEC ATC MCDU DIM RAD FUEL SEC ATC MCDU DIM
F-PLN NAV PRED F-PLN COMM MENU F-PLN NAV PRED F-PLN COMM MENU
RCL
CLR STS CLR
AIR OFF BRT AIR
PORT PORT
A B C D E A B C D E

F G H I J M
F G H I J M
F F
A C A C
I D I D
L K L M N O U L K L M N O U
M M
1 2 3 E 1 2 3 E
F N F N
M P Q R S T M P Q R S T
U U
4 5 6 4 5 6 ENG ENG
MAN START MAN START NI MODE
U V W X Y U V W X Y 1 2 1 2 1 2
7 8 9 7 8 9

/- /-
+ OVFY + OVFY
0 Z / SP CLR 0 Z / SP CLR

ON ON ON ON ON ON

ACTIVE STBY/CRS ACTIVE STBY/CRS

TO TO

118.100 129.300 118.020 130.270

GA GA

FLX FLX
MCT
MCT

VHF1 VHF2 VHF3 VHF1 VHF2 VHF3

HF1 SEL HF2 AM HF1 SEL HF2 AM

CL CL
STBY NAV STBY NAV
A/THR
A/THR

ON ON

NAV VOR LS ADF BFO NAV VOR LS ADF BFO

FLX FLX
6 N1 6 99.7 % EPR 1.448
OFF OFF 10 % 10
45°C 45°C
99.7 99.7
1.448 1.448

FF KG/H FF KG/H
CALL CALL CALL CALL CALL MECH ATT CALL CALL CALL CALL CALL MECH ATT EGT 9060
EGT 9060
VHF1 VHF2 VHF3 HF1 HF2 INT CAB VHF1 VHF2 VHF3 HF1 HF2 INT CAB
797 C 797 465 C 465
0 0
6 6
N2 % 10 10 N2 %
VOICE

RESET

VOICE

RESET

103.0 N2 103.0 N1
INT INT
MKR

MKR

% 91.2 % 91.2
LS

LS

86.5 86.5
8740 FF 8740
CALL CALL CALL CALL KG/H S F S F
RAD RAD
FOB: 15820 KG
2 FOB: 15820 KG
2
1 VOR 2 1 ADF 2 1 SAT 2 PA 1 VOR 2 1 ADF 2 1 SAT 2 PA

T.O AUTO BRK MAX T.O INHIBIT T.O AUTO BRK MAX T.O INHIBIT
SIGNS ON LDG LT SIGNS ON LDG LT
SPLRS ARM SPLRS ARM
MULTISCAN GCS AUTO FLAPS T.O FLAPS T.O
GAIN TILT STBY ON ATC FAIL
T.O CONFIG NORMAL T.O CONFIG NORMAL

3764
MAN AUTO OFF AUTO 5 15
-3 CAL
-6 +4
1 2 3
UP
-9 +8
TCAS

+ 1 2
ATC

MODE 0
-12 +12 TURB DN IDENT
WX+T MAP 4 5 6
MIN MAX
5 15 OFF ON ALL ABV STBY TA TA/RA
OFF
WX
1 2 OFF AUTO 7 0 CLR THRT BLW
ON ENG ON ENG ALT RPTG ENGINE ENGINE
1 2 F.USED F.USED
80 KG 80 80 KG 80
FLOOD LT INTEG LT 111VU FLOOD LT ACMS DFDR 112VU
MAIN PNL OFF OFF OIL OIL
PED PRINT EVENT
1 2 18.5 QT 18.5 21.3 QT 21.3
ENG
FIRE MASTER FIRE
68 PSI 68 214 PSI 214
FAULT FAULT OFF BRT
OFF BRT OFF BRT PWS 35 °C 35 115 °C 115
VIB VIB
0.8 N1 0.8 1.0 N1 1.0
ENG START 145VU 114VU 0.8 N2 0.8 1.3 N2 1.3
GND SPLRS ARMED NORM
NAC NAC
CRANK IGN 0 0
RET RET START °C °C
0 350 0 350
1 1 TAT +25 °C GW 178840 KG TAT +25 °C GW 178840 KG
SAT +25 °C 13 H 28 GWCG 29.0 % SAT +25 °C 13 H 28 GWCG 29.0 %
SPEED 1/2 1/2 2 2 FLAPS
BRAKE FM 1 IND RDY FM 2

3 3
MCDU MENU
FULL FULL
FULL FULL

OFF
PARK BRK
117VU
GE engines P & W engines
ON
<SAT

PULL & TURN <ATSU PAPER

SELECT DESIRED SYSTEM ALARM

DIR PROG PERF INIT DATA

BRT
COCKPIT DOOR
VIDEO F-PLN
RAD FUEL SEC ATC MCDU DIM
UNLOCK NAV PRED F-PLN COMM MENU

AIR
OPEN NORM PORT
TEST
FAULT
A B C D E
LOCK
F G H I J M
F
A C
I D
L K L M N O U
M
1 2 3 E
F N
M P Q R S T
U
4 5 6 SLEW
U V W X Y
7 8 9

/-
+ OVFY
0 Z / SP CLR

RUD TRIM 115VU

NOSE NOSE
L R OFF

RESET

L 0.0
+ -
30°

HANDSET

A330 TAKEOFF
FOR TRAINING ONLY
GIL20031-06
REF: GIL20031
FEBRUARY 2020
 CLICK C
TO EDIT M
OCKPIT PASTER TITLE STYLE
REPARATION
COCKPIT
PREPARATION
SOP
PF FLOW FINAL COCKPIT TAKEOFF
PREPARATION BRIEFING
SOP
SAFETY EXTERIOR PRELIMINARY EXTERIOR SOP
PM FLOW
INSPECTION COCKPIT PREP WALKAROUND
(Follow QRH) (Follow QRH)

Do not pressurize any

hydraulic system without
clearance from ground
personnel.

A330 GFTDB1COCKPRE01 – A330 – OCT 2018

 CLICK TOCOCKPIT
EDIT MPREPARATION
ASTER TITLE STYLE BACK

COCKPIT
PREPARATION

PF OVERHEAD PANEL
1 1 SOP
FLOW

CENTER
INSTRUMENT PANEL
2
SOP
FLOW
2

PEDESTAL
4 3 SOP
FLOW

3
FMS PREPARATION
4
SOP
 CLICK TOCOCKPIT PREPARATION
EDIT MASTER TITLE STYLE BACK
OVERHEAD PANEL
PF
DATA LOADER…CHECK OFF
* RESET BUTTONS…CHECK
MAINT PANEL…CHECK
1 2 3
* RESET BUTTONS…CHECK

ENG FIRE…CHECK/TEST CVR TEST pb ….PRESS

* ALL IR MODE sel…NAV General rule: during the scan

PA…RECEPT sequence, extinguish all white lights.

EXTERIOR MAINTENANCE panel

FUEL T. TANK MODE pb ……........... AUTO
WALK AROUND ALL LIGHTS…….CHECK OFF
FUEL T. TANK FEED selector ........... AUTO

ELEC panel…...CHECK
BAT……………CHECK
CAPT & PURS/CAPT
…AS RQRD
* PACK FLOW….AS RQRD
 If secured stop or flight
* RCDR GND CTL…ON VENT…CHECK crew change: Perform all
LDG ELEV…………AUTO actions.
MAN VALVE SEL…BOTH  Otherwise (transit stop)
perform only actions
marked by * in QRH.
PROBE/WINDOW HEAT…AUTO

EXT LT………….SET * SIGNS…...............SET

 CLICK TOCOCKPIT PREPARATION
EDIT MASTER TITLE STYLE BACK
CENTER INSTRUMENT PANEL

PF

*ISIS..……CHECK

*NORTH REF.……CHECK
*A/SKID & NW STRG sw........ON
ECAM SWITCHING…CHECK

*CLOCK..……CHECK/SET LDG GEAR GRVTY EXTN sw........OFF

 CLICK TOCOCKPIT PREPARATION
EDIT MASTER TITLE STYLE BACK
PEDESTAL
PF 3
2

SWITCHING PANEL... NORM

1

*THRUST lever...IDLE

* THRUST REVERSER lever……....STOWED

ACP.........CHECK * ATC...........SET

ENG MASTER sw.... OFF

ENG START selector....NORM

* PARK BRK......AS RQRD

CKPT DOOR......CHECK
 CLICK TOCOCKPIT PREPARATION
EDIT MASTER TITLE STYLE BACK
FMS PREPARATION
PF PM
RMP………………………………………………SET

*AIRFIELD DATA…………………………..OBTAIN

*MSG RECORD (MCDU)…………………..ERASE

*ADS (MCDU)…………….……….CHECK ARMED

*NAV CHARTS CLIPBOARD.………….PREPARE *NAV CHARTS CLIPBOARD.………….PREPARE

*FMS……………………………………….PREPARE

*FMS PREPARATION………………………CHECK

On MCDU, “D-I-F-R-I-P”:

CHECK
1. STATUS PAGE
FILL:
2. INIT A PAGE
3. F-PLN A PAGE i
4. SEC F-PLN PAGE
5. RAD NAV PAGE
6. INIT B PAGE
7. PERF PAGES
 CLICK TOCOCKPIT PREPARATION
EDIT MASTER TITLE STYLE
FMS PREPARATION

F-PLN A PAGE BACK

 Check the F-PLAN by using the ND PLAN mode versus the computerized F-PLAN.

 Check DIST TO DEST. Compare it with the total distance computed for the flight with
the computerized F-PLN. Any discrepancy may affect the fuel management.

 Should the FM include an erroneous information (including the constraints) the aircraft
will follow an unwanted trajectory. Crosschecking with the charts allows to prevent it
(SID, STARS, etc…).
 CLICKFTO
INALEDIT MASTER
COCKPIT TITLE STYLE
PREPARATION BACK

FINAL
COCKPIT
PREPARATION

PF
When both pilots are seated:

PM
FMS PREPARATION.....................CHECK
EFB / MCDU GREEN DOT .....COMPARE

CM1 CM2 GLARESHIELD

1 PF 1
1

SOP

LATERAL CONSOLES
2 PF 2 INTRUMENT PANELS
2

SOP
 CLICKFTO
INAL COCKPIT PREPARATION
EDIT MASTER TITLE STYLE BACK
GLARESHIELD
PF PM

When both crewmembers are seated:

*LOUDSPEAKER knob…………………………SET *LOUDSPEAKER knob…………………………SET

*BARO REF............................SET/CROSSCHECK *BARO REF............................SET/CROSSCHECK

*FD........................................................CHECK/ON *FD........................................................CHECK/ON

*LS...........................................................AS RQRD *LS...........................................................AS RQRD

*ND mode and range.......................................SET *ND mode and range.......................................SET

*ADF/VOR selector................................AS RQRD *ADF/VOR selector................................AS RQRD

*FCU..................................................................SET
 CLICKFTO
INAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
PF PM

OXYGEN MASK............................................TEST i OXYGEN MASK.............................................TEST

EFIS DMC selector………………………….NORM EFIS DMC selector…………………………..NORM

PFD-ND brightness…………………...….ADJUST PFD-ND brightness…………………...…..ADJUST

i
*PFD / ND...................................................CHECK *PFD / ND....................................................CHECK

*LDG ELEV (ECAM)………………..CHECK AUTO *IRS ALIGN……………………………..……CHECK

*ECAM STATUS…………………………….CHECK i
 CLICKFTO
INAL COCKPIT PREPARATION
EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS

OXYGEN MASK … TEST BACK

 OXYGEN MASK TEST:

To prevent hearing damage to ground mechanics connected to the
intercom system, inform them that a loud noise may be heard in the
headset when performing this test.

 CAUTION:
After testing the O2 masks, or after stowage, verify:
- the N / 100% selector is locked down at 100% position and
- the EMERGENCY pressure selector is NOT turned right to
EMERGENCY position (permanent overpressure).
 CLICKFTO
INAL COCKPIT PREPARATION
EDIT MASTER TITLE STYLE
LATERAL CONSOLES / INSTRUMENT PANELS

INSTRUMENT PANEL: BACK

ND BRIGHTNESS KNOB… AS RQRD

 Check the ND outer ring is set to maximum brightness (radar/terrain display).

 When the flight crew does not correctly adjust the brightness of the weather or
terrain image, the visibility of the data is reduced on the ND.
 CLICKFTO
INAL COCKPIT PREPARATION
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LATERAL CONSOLES / INSTRUMENT PANELS
PF ECP / ADIRS PM BACK

On the ECAM control panel: On the MCDU:

* PRESS pb…………………..…..…………….………PRESS * IRS ALIGN…………..……………………..…………CHECK

CAB PRESS SD page: DATA key……………….…………………....…....………….PRESS

LDG ELEV AUTO…………….………….…..CHECK DISPLAYED POSITION MONITOR page…………….…..…………….DISPLAY

* STS pb…………………….…………..………………PRESS IRS………..….…CHECK NAV MODE & DIST LESS THAN 5 NM

STATUS page:
INOP SYS……………..……...CHECK COMPATIBLE WITH MEL
 CLICK TOCOCKPIT PREPARATION
EDIT MASTER TITLE STYLE BACK
TAKEOFF BRIEFING
PF PM

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

TAKEOFF BRIEFING

1. Miscellaneous
Aircraft technical status, NOTAMs, weather, expected taxi clearance, packs,...

2. MCDU INIT B page

Block fuel versus FOB on SD, estimated TOW, extra fuel, ...

3. MCDU PERF T.O page

T.O runway, T.O configuration, Thrust setting, V1, VR, V2 versus PFD, TRANS altitude, THR RED/ACCEL
altitudes, ...

4. MCDU F-PLN page

SID, initial ALT/FL, MSA, Navaids (if necessary using MCDU RADNAV page) … i

5. Abnormal Operations
Before V1, After V1, contingency procedure, SEC F-PLN, decision, ...
 CLICK TOCOCKPIT PREPARATION
EDIT MASTER TITLE STYLE
TAKEOFF BRIEFING

MCDU F-PLN Page BACK

 The PF uses the FMS pages while the PM crosschecks with the charts.
 CLICKSTART
BEFORE TO EDIT MASTER
- ENGINE START - AFTER
TITLE START
STYLE
PF PM

BEFORE PUSHBACK OR START

CLEARANCE
SOP
“ BEFORE START C/L ”
“ DOWN TO THE LINE ”

AT PUSHBACK / START UP
CLEARANCE and DURING PUSHBACK
“ BELOW THE LINE ”
SOP ATC “ BEFORE START C/L COMPLETE ”

AFTER START
SOP FLOW

“ AFTER START C/L ”

“ AFTER START C/L COMPLETE ”

A320/A330 XFTDB1ENGSTAR01 – OCT 2018

 CLICK PUSHBACK
BEFORE TO EDIT M ASTER
OR STARTTITLE STYLE
UP CLEARANCE BACK

PF PM
LOADSHEET…………………..……..…….....…….CHECK LOADSHEET……..…..............……...…….……….CHECK
ZFW / ZFWCG / FOB.……………….…..…..……..CHECK ZFW / ZFWCG / FOB....……..……..……….………CHECK
(A330) LOADSHEET CG and ECAM CG………..CHECK

If takeoff conditions changed:

FINAL TAKEOFF PERF DATA..……………RECOMPUTE FINAL TAKEOFF PERF DATA..……………RECOMPUTE

FMS T.O DATA……..............CHECK / REVISE AS RQRD REVISED FMS T.O DATA…….............….CROSSCHECK
EFB/MCDU GREEN DOT………………………COMPARE

SEATING POSITION……………....……..……..…ADJUST SEATING POSITION…….…..……………...…..…ADJUST

FMS PERF TAKEOFF PAGE…………..……..…..SELECT FMS F-PLN PAGE…………….……......……....….SELECT
EXT PWR.………..………..……......CHECK AVAIL A320 A330
EXT PWR DISCONNECTION..…….…REQUEST i i

CALL: “ GROUND FROM COCKPIT ”

GND MECH: “ COCKPIT FROM GROUND ”
MECH
REQUEST: “ REMOVE EXTERNAL ___ ”
GND MECH: “ EXTERNAL ___ REMOVED ”

“ BEFORE START C/L ”

BEFORE START C/L……………………………..PERFORM
“ DOWN TO THE LINE ”
 CLICK PUSHBACK
BEFORE TO EDIT M ASTER
OR STARTTITLE STYLE
UP CLEARANCE
EXT POWER……..…..…CHECK AVAIL BACK

 Check the AVAIL light, before requesting the external power disconnection.

 Requesting to disconnect the external power when it is ON may severely

injure the ground engineer.
 CLICK PUSHBACK
BEFORE TO EDIT M ASTER
OR STARTTITLE STYLE
UP CLEARANCE
EXT POWER……..…..…CHECK AVAIL BACK

 Check the AVAIL light, before requesting the external power disconnection.

AVAIL

 Requesting to disconnect the external power when it is ON may severely

injure the ground engineer.
 CLICK TO EDIT/ M
AT PUSHBACK ASTER
START UP TITLE STYLE
CLEARANCE BACK

PF PM
PUSHBACK/START UP CLEARANCE….…..…....OBTAIN
ATC………………….…SET FOR AIRPORT OPERATIONS ATC
WINDOWS and DOORS……...…….....…CHECK CLOSED WINDOWS and DOORS…….………..….CHECK CLOSED
SLIDES…………………………………........CHECK ARMED SLIDES …………………….............……….CHECK ARMED
BEACON sw..……..………………………………………ON
THR LEVERS…………………………....……………..…IDLE
ACCU PRESS……………………....…..…………..…CHECK

NW STRG DISC MEMO…..................CHECK DISPLAYED i

“ BELOW THE LINE ”
“ BEFORE START C/L COMPLETE ”
“ GROUND FROM COCKPIT, CLEARED FOR PUSH ”
PF
GND MECH: “ COCKPIT FROM GROUND, RELEASE BRAKES ”
PARKING BRAKE.……………..………………...............OFF
“ BRAKES RELEASED, READY TO PUSH ”

During pushback, automatic engine start sequence:

A320 A330
SOP SOP

When pushback is completed:

GND MECH: “ SET BRAKES ”
PARKING BRAKE…………..……….……………………..ON MECH
i
BRAKE PRESS………………..................................CHECK
“ BRAKES SET ”
CLICK TO EDIT/ M
AT PUSHBACK ASTER
START UP TITLE STYLE
CLEARANCE

NW STRG DISC MEMO……..…..…CHECK DISPLAY BACK

Do not perform the pushback if “NW STRG DISC” not displayed on the ECAM MEMO to
avoid damages to the nose landing gear.
 CLICK TO EDIT/ M
AT PUSHBACK ASTER
START UP TITLE STYLE
CLEARANCE

BRAKE PRESS……..…..…CHECK BACK

 When PARKING BRAKE is ON: • The ACCU PRESS must be in the green band.
• PARK BRK MEMO is displayed
• Check brake pressure

 If during engine start with PARK BRK ON, the aircraft moves, immediately release the PARKING BRK handle to
restore pedals braking.
 CLICK TO EDIT MASTER
ENGINE STARTTITLE STYLE BACK

PF PM

“ CLEAR TO START? ”
PF GND MECH: “ CLEAR TO START ”

ENG MODE SEL.........………..………..…....…..IGN/START

“ STARTING ENGINE TWO ”

ENG MASTER SW 2………………..…..…………...…….ON i

ENG IDLE PARAMETERS……….…..………….......CHECK

“ STARTING ENGINE ONE ”

REPEAT START SEQUENCE FOR ENG 1
 CLICK TO EDIT MASTER
ENGINE STARTTITLE STYLE BACK

PF PM

“ CLEAR TO START? ”
PF GND MECH: “ CLEAR TO START ”

ENG START SEL........………..………..…....…..IGN/START

“ STARTING ENGINE ONE ”

ENG MASTER 1………………..…..…………...………….ON i

ENG IDLE PARAMETERS……….…..………….......CHECK

“ STARTING ENGINE TWO ”

REPEAT START SEQUENCE FOR ENG 2
 CLICK TO EDIT MASTER
ENGINE STARTTITLE STYLE

STARTING THE ENGINES BACK

 Note for all engine types:

• ENG 2 is started first because it powers the Yellow hydraulic system, which pressurizes the parking brake.

 Additional note for CFM engines only:

• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses and messages have disappeared on the
engine parameters (upper ECAM display).

 Additional note for IAE engines only:

• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses, except on N1 and N2, and messages have
disappeared on the engine parameters (upper ECAM display).
 CLICK TO EDIT MASTER
ENGINE STARTTITLE STYLE

STARTING THE ENGINES BACK

 Note for all engine types:

• ENG 1 is started first because it powers the blue hydraulic system, which pressurizes the parking brake.

 Additional note for PW and RR engines only:

• DO NOT SET the ENG MASTER switch ON before all amber crosses and messages have disappeared on engine
parameters (upper ECAM display).

 Additional note for GE engines only:

Set ENG START sel to Set ENG MASTER
Wait for 3 sec.
IGN START. switch to ON.
 CLICK TO EDIT MASTER
AFTER START TITLE STYLE BACK

PF PM
1. ENG MODE/START SEL….……………….……….NORM End of START sequence: Signal for PM actions.
2. APU BLEED…………….………….……………..…….OFF 1. GROUND SPOILERS .….……………………….……ARM
3. ENG ANTI ICE…………………….……………..AS RQRD 2. RUD TRIM……………………....…………………….ZERO
4. WING ANTI ICE…………….……….……….…..AS RQRD 3. FLAPS……………………………..…SET FOR TAKEOFF
5. APU MASTER SW…………….…….….……….AS RQRD 4. PITCH TRIM…………………………..…………….…..SET i
(A330 OPTION) NWS TOWING FAULT LT….CHECK OFF i
6. ECAM STATUS…………………………….…….…CHECK 5. ECAM STATUS…………………………………..…CHECK

If “STS” reminder is displayed:

STS pb………………………………………………..PRESS STS pb………………………………………………..PRESS

After the flow pattern:

NW STEER DISC MEMO……....CHECK NOT DISPLAYED
“ CLEAR TO DISCONNECT, HAND SIGNALS ON
PF LEFT/RIGHT ”
GND MECH: “ DISCONNECTING, HAND SIGNALS ON LEFT/RIGHT ”.

“ AFTER START C/L ”

AFTER START C/L……..…………………………PERFORM
“ AFTER START C/L COMPLETE ”
 CLICK TO EDIT MASTER
AFTER START TITLE STYLE

A320 PITCH TRIM……..…..…SET BACK

 Set the pitch trim position using the Takeoff CG

value in order to avoid up/down THS position
mistakes.

 The Takeoff CG value must be within the green

band limits.

 Crosscheck Takeoff CG value with load and trim

sheet.

A330 PITCH TRIM……..…..…CHECK

 As soon as the three hydraulic systems are available, the THS is

automatically set to the takeoff value.

 Check Takeoff CG on the pitch trim wheel.

 For this purpose, use the actual CG indicated on the ECAM.

 If necessary, set the Take off CG on the pitch trim wheel.

 The Takeoff CG value must be within the green band limits.

 CLICK TO EDIT MASTER
AFTER START TITLE STYLE

NWS TOWING FAULT LT (OPTION)......CHECK OFF BACK

If nosewheel steering has exceeded 93°

Illumination of the red

oversteer warning light.
FAULT

NO GO
Maintenance action required.

FAULT
 AFTER
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START TITLE STYLE
AFTER START FLOW PATTERN BACK

PF
PF PM
PM
2 APU BLEED
ENG ANTI-ICE 3
WING ANTI-ICE 4 5 APU MASTER-SWITCH

6 STATUS 5

4 PITCH TRIM

(A320) ENG MODE SEL

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

TAXI INITIATION TAXI BEFORE TAKEOFF

SOP SOP FLOW SOP FLOW

Taxi Speed i
When TAKEOFF clearance obtained:

180¨ turn on RWY i

“ BEFORE TAKEOFF C/L ” “ BELOW THE LINE ”

A330 GFTDB1TAXI00001 – A330 – JUL 2019

 CLICK TO EDIT
TAXIMASTER TITLE STYLE
INITIATION BACK

PF PM

Before Taxiing:
TAXI CLEARANCE..………….……….…....…..….…OBTAIN
ATC

When Taxi clearance obtained:

“ CLEAR LEFT (RIGHT) SIDE ” “ CLEAR RIGHT (LEFT) SIDE ”

NOSE sw..………………….…..………….…...…………TAXI
RWY TURN OFF sw……………………………….………ON
PARKING BRAKE....…………………......…...….…..….OFF BRAKE PRESSURE………..…….…...….CHECK AT ZERO

THRUST LEVERS…………………..……………...AS RQRD

“ BRAKE CHECK ”
Press gently the brake pedals to ensure that the aircraft slows down
BRAKES…………………………..……………..….....CHECK

TILLER or RUDDER PEDALS……………..USE AS RQRD

“ FLIGHT CONTROL CHECK ”

FLIGHT CONTROLS……..……………………......…CHECK FLIGHT CONTROLS......……………………….……CHECK

 CLICK TO EDIT MTASTER
AXI TITLE STYLE BACK

PF When ATC clearance obtained: PM

ATC CLEARANCE..………….……….….....…..….CONFIRM
ATC
If T.O conditions changed:

FINAL T.O PERF DATA………………………..RECOMPUTE FINAL T.O PERF DATA……………………….RECOMPUTE

FMS T.O DATA……………………………………..….REVISE
FMS REVISED T.O PERF DATA.…………...CROSSCHECK
EFB / MCDU GREEN DOT...……………………...COMPARE
FLAPS lever………………………………AS APPROPRIATE

FMS F-PLAN/SPD……………………….………..……CHECK
FCU ALT/HDG………………………………….……..…….SET
BOTH FD………………………………………….….…..…..ON

PFD/ND…………………………………………………CHECK PFD/ND…………………………………………………CHECK
T.O BRIEFING………………………………………CONFIRM
Report only changes that have occurred since gate T.O 1. RADAR / PWS…..…..…………………………..AS RQRD
briefing 2. ATC………..……..…….CONFIRM / SET FOR TAKEOFF
TERR ON ND…………………..…………………...AS RQRD 3. TERR ON ND…….…...………….………………AS RQRD
4. AUTO BRK……..…………....................................…MAX
5. T.O CONFIG pb….……………..…………….………TEST
6. T.O MEMO……..….………....…..…….CHECK NO BLUE

CABIN REPORT……………………….………….…RECEIVE CABIN REPORT…………………………….….…..RECEIVE

“ BEFORE T.O C/L ” BEFORE T.O C/L down to the line……………COMPLETE

“ DOWN TO THE LINE ”
CLICK TO EDIT MTASTER
AXI TITLE STYLE
TAXI flow pattern BACK

PM

AUTO-BRAKE
T.O MEMO 4
6 TERR ON ND
3

T.O CONFIG 5

2 ATC
RADAR / PWS 1
 CLICK TO EDIT MASTER
BEFORE TITLE STYLE
TAKEOFF BACK

PF PM
If the brake fans are running:

BRAKE TEMP……...………………..………………….CHECK
BRAKE FAN……...………………..………………………..OFF

TAKEOFF/LINE UP CLEARANCE……....…….….…OBTAIN ATC

EXTERIOR LIGHTS………………………….……………SET i
1. TCAS………..…..……...…...……..………....TA or TA/RA

APPROACH PATH ……….…..…..CLEARED OF TRAFFIC APPROACH PATH………......CLEARED OF TRAFFIC

2. CABIN CREW………………....……..………...….ADVISE
3. ENG STARTSEL…....………………..……........AS RQRD
SLIDING TABLE……………………………….......STOWED 4. SLIDING TABLE………….….……..……...........STOWED
ALL EFB TRANSMITTING MODE………………AS RQRD* 5. ALL EFB TRANSMITTING MODE……...……AS RQRD*
THRUST BUMP (if installed).……………………AS RQRD
TAKEOFF RUNWAY…………………………….…CONFIRM 6. TAKEOFF RUNWAY.…………..…………….….CONFIRM
7. PACKS 1 + 2………………………………..…....AS RQRD

“ BELOW THE LINE ” BEFORE T.O C/L below the line……………….COMPLETE

“ BEFORE TAKEOFF C/L COMPLETE ”

*ALL EFB Transmitting mode: Select the Airplane mode on your tablet connection parameters
 BEFORE
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TAKEOFF
TITLE STYLE
EXTERIOR LIGHTS BACK

 When line-up clearance is obtained:

STROBE sw ………………ON

 When takeoff clearance is obtained:

NOSE sw …………………T.O
RWY TURN OFF sw …….ON
LAND LIGHTS sw ………ON

Note: The PF may ask the PM to set the exterior lights.

CLICK TO EDIT MASTER
BEFORE TITLE STYLE
TAKEOFF
BEFORE TAKEOFF flow pattern BACK

PM

Performing this flow pattern and when appropriate:

APPROACH PATH...CLEARED OF TRAFFIC
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BEFORE TITLE STYLE
TAKEOFF
180 DEG TURN ON RUNWAY BACK

The standard width of a runway is 45 m. However the A330-200 only needs

a runway width of 42m and the A330-300 needs a runway width of 46m for a 180°turn.
This is for CM1. For CM2, the procedure is symmetrical.

When the CM1 is physically

over the runway edge, turn
right applying full tiller
deflection. 20°

If needed, use asymmetrical

thrust to maintain between
5kt and 10kt.

No brake pivot is allowed. Turn left, maintaining 20°

divergence from the runway axis.
2

Taxi on the right hand side of the

1
runway.
 CLICKTTO
AXIEDIT MASTER
- BEFORE TITLE STYLE
TAKEOFF

TAXI SPEED
BACK

On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow
the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt.
 CLICK TO EDITTAKEOFF
MASTER TITLE STYLE

THRUST T.O RUN LIFT OFF THRUST ACCELERATION AFTER T.O TRANSITION
SETTING REDUCTION SOP
SOP
SOP SOP SOP SOP SOP
SOP SOP SOP SOP SOP FLOW SOP
FLOW

CALLOUTS i

CROSSWIND/
TAILWIND
SOP

CLIMB Speed
FLAPS 0
FLAPS 1

TRANSITION
ALTITUDE
L/G UP THR Levers
CLB
ACCELERATION
Thrust V1 VR Pitch
ALTITUDE
Setting

THRUST
REDUCTION
ALTITUDE

A330 GFTDB2TAKEOFF01 – A330 – OCT 2018

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THRUST TITLE STYLE
SETTING BACK

PF PM
If the crosswind is at or below 20 kt and there is no tailwind:
“ TAKEOFF ”
THURST LEVERS……………………….........50% N1 (GE)
1.05 EPR (PW)
1.1 EPR (RR)

Apply half forward sidestick.

BRAKES……....…………………………..…...…...RELEASE
THRUST LEVERS……………………..…..…. FLX or TOGA CHRONO……………......…..….……….....................START

The Captain places his hand on the thrust levers until V1:
DIRECTIONAL CONTROL……...………......USE RUDDER

PFD (FMA) and ND (a/c on centerline)……...…MONITOR

“ MAN FLEX 45, SRS, RUNWAY,

AUTO THRUST BLUE ” “ CHECKED ”

GOLDEN RULE #3 Understand the FMA at all times.

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PF Before reaching 80kt:

PM

TAKEOFF N1 or EPR.…………………CHECK

Release gradually (in pitch) the sidestick to reach neutral at 100kts. “ THRUST SET ”

PFD and ENG indications…………………..…MONITOR

At 100kt:
PF PM
PFD PFD

SAME SPEED INDICATION

“ ONE HUNDRED KNOTS ”

100 kt……........………………...……….....…….……CHECK
“ CHECKED ”

At V1:

“ V1 ”

At VR:

“ ROTATE ”

ROTATION…………………….....……….………..PERFORM i
 CLICK TO EDIT MASTER
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ROTATION BACK

Initiate the rotation with a continuous rotation rate about 3 degrees/seconds, towards a pitch
attitude of 15 deg.

In strong wind conditions, small lateral inputs may be used, if necessary.

After lift-off, follow the SRS pitch command bar.

_______________________________________________________________________________

Minimize lateral inputs on ground and during rotation to avoid spoiler extension.
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PF PM
When Vertical Speed positive and Radio Altitude increases:
“ POSITIVE CLIMB ”
“ GEAR UP ”

LANDING GEAR ….………………………....……....….…….….UP

“ GEAR UP ”

“ NAV ”
“ CHECKED”

Above 100 ft AGL and at least 5 seconds after lift-off:

AP………………………...……….......…......…......AS RQRD

“ AP 1 (2) ON ”
“ CHECKED”
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IFT OFF TITLE STYLE

FMA
BACK

 If NAV is armed, NAV mode engages at 30 ft:

Callout : “ NAV “.

 If NAV is not armed, RWY TRK mode engages:

Callout : “ RWY TRK “.

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PF PM

At THR RED ALT (LVR CLB flashes on FMA):

THRUST LEVERS…………………………….………........CL

“ THRUST CLIMB, AUTO THRUST ”

“ CHECKED”

If takeoff was performed with packs off:

PACKS 1 and 2…..………….……....…………………..…ON

PACKS 1 and 2…ON: Select PACK 2 on, at least 10 s after PACK 1 is selected on, for passenger comfort.
 CLICK TO EDIT MASTER TITLE STYLE
ACCELERATION BACK

PF PM
At acceleration altitude:

“ CLIMB, ALT BLUE ”

“ CHECKED”

At F speed with positive speed trend:

“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1…………………………………..…………..SELECT

“ FLAPS1”

At S speed with positive speed trend:

“ FLAPS 0 ”
“ SPEED CHECKED ”
FLAPS 0………………………..……………………..SELECT

“ FLAPS 0”

GROUND SPOILERS ..………………………..........DISARM

EXTERIOR LIGHTS…………………….…….….……….SET
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TAKE OFF BACK

PF PM
If APU was used for takeoff:

APU BLEED….............................................................AS RQRD

APU MASTER SW.......................................................AS RQRD

ENG START SEL……………….…….......................…AS RQRD

If the takeoff was performed with the TA ONLY mode:

TCAS………...……………………………………………..….TA/RA

ANTI ICE………....…...………………….......................AS RQRD

“ AFTER TAKEOFF/CLIMB C/L”

AFTER T.O/CLIMB C/L down to the line..…………COMPLETE

“ DOWN TO THE LINE ”

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MASTER
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AFTER TAKEOFF FLOW PATTERN BACK

4 PM
ENG ANTI-ICE
1
APU BLEED / MASTER SW

3
TCAS
2
ENG START SEL
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TRANSITION ALTTITLE STYLE BACK

PF PM
At transition altitude:

“ SET STANDARD ”
BARO REF………...…………......…….....PULL STANDARD BARO REF…….....…………….SET STD / CROSSCHECK
“ STANDARD CROSSCHECKED ”

“ PASSING FL ___ NOW ”

ALTITUDE……….....……………………………….….CHECK
“ CHECKED ”

“ BELOW THE LINE ”

AFTER T.O /CLIMB C/L below to the line......COMPLETE

“ AFTER T.O / CLB C/L COMPLETE ”

RADAR…………..….…..…....ADJUST AS APPROPRIATE ENG ANTI ICE………........……………..….………AS RQRD

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TAKEOFF – ASTER TITLE
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PF “ MAN TOGA (or MAN FLX XX),

“ AP 1(2) on "
SRS, RWY, A/THR blue ”
“ Checked “ “ Gear UP " FMA Changes FMA Changes
announce announce

“ Takeoff "

“ Positive
“ Checked " “ Thrust set " “ 100 kt ” “ V1 " “ Rotate " climb " “ Gear UP " “ Checked " “ Checked "

PM

THR levers
L/G UP CLB
VR ACCELERATION
ALTITUDE
V1 Pitch
THRUST
REDUCTION
ALTITUDE

Thrust
Setting
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CALLOUT 2/2 STYLE PREV BACK

PF
FMA Changes “ Flaps 1 " “ Flaps 0 " “ After T/O/CLIMB C/L " “ Set STD " “ Checked " “ Below the line "
announce

“ Checked " “ Speed checked” “ Speed checked” “ Down to the line ” “ STD cross-checked “ “ After T.O/CLB
“Flaps 1 " “Flaps 0 " “ Passing FL__ NOW " C/L complete "

PM

CLIMB speed

FLAPS 0
TRANSITION
ALTITUDE
FLAPS 1

ACCELERATION
ALTITUDE
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CROSSWIND TITLE STYLE
/ TAILWIND BACK

PF PM

If the crosswind is greater than 20 kt or in case of tailwind:

THURST LEVERS……………….........50% N1 or 1.05 EPR

Apply full forward sidestick until the airspeed reaches 80 kt.

BRAKES……………………..…..………………….RELEASE

THRUST LEVERS……………………..…..…. FLX or TOGA

Rapidly increase thrust to about 70% N1 or 1.15 EPR,
then progressively in order to reach takeoff thrust at about
40 kt (GS).
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MLIMB
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CLIMB CRUISE CAPTURE

SOP FLOW SOP

ALT CRZ

A320/A330 XFTDN2CLIMB0001 – OCT 2018

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CLIMB / FL100TITLE STYLE BACK

PF PM
Passing 10 000 ft:

1. LAND LIGHTS………………..........…….…..……..….OFF

2. SEAT BELTS ..............…..…………….…..…...AS RQRD

EFIS OPTION…………………….….....................AS RQRD 3. EFIS OPTION …………..…...........…….….......AS RQRD

4. ECAM MEMO ..............……………….…..…..….REVIEW

NAVAIDS…..….….......……………..…CLEAR

5. SEC F-PLN PAGE…….….………..AS RQRD

OPT/MAX ALT…..………………….…CHECK

The OPEN CLB mode disregards all altitude constraints up to the FCU selected altitude
Do not use the V/S mode without setting a target as climb will not stop.
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CLIMB 10 000 FT FLOW PATTERN BACK

PF PM
LAND LIGHTS 1
2 SEAT BELTS

3 EFIS OPT

ECAM MEMO 4 NAVAIDS

5 SEC F-PLN
OPT / MAX ALT
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OFEDIT CRUISETITLE STYLE
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PF PM

“ ALT (CRUISE) STAR ”

“ CHECKED ”

“ ALT (CRUISE) ”
“ CHECKED ”

Transition to CRZ Phase i

Soft ALT & A/THR Modes i

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CAPTURE

Transition to CRZ Phase BACK

 Final ATC clearance at or above intended CRZ FL: Automatically updated.

PROG
Final ATC clearance No action required. CRZ FL

Intended FL

 Final ATC clearance below intended CRZ FL: CRZ FL must be updated by the crew.
Intended FL
Otherwise there is no transition into CRZ
phase: The managed speed targets and
Final ATC clearance
Mach are not modified, and SOFT mode
is not available.
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OFEDIT CRUISETITLE STYLE
CAPTURE

SOFT MODES BACK

The A320 Soft Altitude Mode and the A330 A/THR Soft Mode…  Minimise thrust variations,
 Improve fuel economy, and
 Improve passenger comfort.

A320 SOFT ALTITUDE MODE

CRUISE FL CAPTURED
2 min FMGS SOFT ALTITUDE MODE:
and MACH STABILIZED

+/- 50 ft
The SOFT ALTITUDE Mode corrects minor deviations from
MACH target by allowing an altitude range of +/- 50 ft.

A330 A/THR SOFT MODE

The A/THR SOFT Mode corrects minor deviations from +/- 3 kt

MACH target by allowing a speed range of +/- 3 kt.
 CLICK TO EDITCMRUISE
ASTER TITLE STYLE
PF PM
Periodically:

ECAM MEMO / SD PAGES……………………....REVIEW

FLIGHT PROGRESS……..…………………......…CHECK
FUEL………………………………………….…..MONITOR
NAV ACCURACY......................…………..…...MONITOR i
RADAR ....………...………..ADJUST AS APPROPRIATE

LEVEL CHANGE i

OFFSET i

A320/A330 XFTDN2CRUISE001 – OCT 2018

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MRUISE
ASTER TITLE STYLE

BACK

NAV ACCURACY
PROG
 When GPS PRIMARY available: No NAV ACCURACY check is required.

 When GPS PRIMARY is lost on both sides:

Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm
with raw data comparison.

If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) estimate the position error: i

If position error is ≤ 3 NM, FM position is reliable: Use ARC or ROSE NAV on ND and managed lateral guidance.
If position error is > 3 NM, use raw data for navigation and monitoring. If significant mismatch use selected guidance.

A320/A330
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MRUISE
ASTER TITLE STYLE

ESTIMATE THE POSITION ERROR BACK

METHOD:

• Use an auto tuned radio NAVAID (VOR/DME, VOR...), or PROG

tune it manually using the RADNAV page.

• Display this radio NAVAID on the ND, and read its

bearing and DME distance (raw data).

• Enter its ident on the BRG/DIST TO field of the PROG

page (FM computed data).

• Compare raw and FM data to evaluate the position error.

GPS PRIMARY LOST
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PF PM
New ATC clearance: FL280
FCU ALTITUDE.…………………..........…SET AND PUSH

“ THRUST CLIMB, CLIMB, ALT BLUE”

“FL280 BLUE”
“ CHECKED ”

The new FCU FL must be lower than the REC MAX alt

 When climbing using FD modes…

CRZ FL
changes to
FCU selected FL the new
FCU FL

Current CRZ FL

 When descending using FD modes… i

Current CRZ FL FCU selected FL

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LEVEL CHANGETITLE STYLE

BACK
WHEN DESCENDING USING FD MODES…

A/C at more than 200 NM from DEST

A/C at less than 200 NM from DEST

DESTINATION DESTINATION

Current CRZ FL

FCU selected FL DESCENT CRZ FL

Phase changes to
Activation the new
FCU FL
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PF PM
In case of ATC request, or when adverse weather conditions are expected ahead:

LATERAL REV at P POS or any WPT.……..……...PRESS

OFFSET PAGE …………………………………..…SELECT
OFFSET PAGE ………………..……………………….…FILL i

When cleared to resume own navigation:

CANCEL THE OFFSET

OFFSET function

TWO methods for offset cancellation

CB according to ATC clearance.

OFFSET CLR the OFFSET Press the

DISTANCE
value. OFFSET DELETE
prompt.
OFFSET TRACK
INTERCEPT
ANGLE
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MFFSET
ASTER TITLE STYLE

OFFSET PAGE BACK

BEWARE of entering an OFFSET when the A/C is too close to the TO WPT:
FMGS may refuse to accept it:
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MASTER TITLE STYLE

DESCENT PREPARATION DESCENT BARO AT 10 000ft

REFERENCE
SOP SOP SOP SOP FLOW

T/D

Approximately 15 min

Transition level

10 000 ft

A320/A330 XFTDN3DESCENT01 – OCT 2018

 CLICK TO EDIT MPREPARATION
DESCENT ASTER TITLE STYLE BACK

PF PM

WEATHER AND LANDING INFORMATION….…..OBTAIN

NAV CHARTS CLIPBOARD………….…………..PREPARE NAV CHARTS CLIPBOARD………….…………..PREPARE
LANDING PERFORMANCE…..….………….......CONFIRM i LANDING PERFORMANCE ……………….............CHECK

i
FMS ……………….................………..….…….….PREPARE
FMS PREPARATION .............……….…………...CHECK
LDG ELEV …………………………….…….……..….CHECK
AUTO BRK…….………………….….……..………AS RQRD
APPR BRIEFING…..…….…………....................PERFORM i
TERR ON ND……………..…………….………..…AS RQRD TERR ON ND …….………………………………..AS RQRD
RADAR.……………….….…...ADJUST AS APPROPRIATE ENG ANTI ICE ……………..................................AS RQRD
WING ANTI ICE …………………………..………..AS RQRD
 CLICK TO EDIT MPREPARATION
DESCENT ASTER TITLE STYLE

LANDING PERFORMANCE BACK

Perform an in-flight landing performance assessment if the landing conditions changed compared:
 With the landing computation at dispatch, or
 With a previous computation
(e.g. runway change, weather conditions changed, in-flight failure affecting performance, diversion).
 CLICK TO EDIT MPREPARATION
DESCENT ASTER TITLE STYLE

FMS PREPARATION BACK

Insert lateral and vertical revisions for arrival, as needed.

Navaids selection or deselection. Check the idents on PFDs and NDs.

NAV ACCURACY monitoring during descent.

DES, APPR and GO AROUND pages to complete.

PERF APPR page: An erroneous entry of OAT or QNH may lead to undue emergency
descent (wrong Cabin Pressure Control (CPC) segment computation).

Check extra fuel to evaluate holding possibilities at destination.

Copy active F-PLN and revise the SEC F-PLN according

circumstances: alternative approach, circling, etc…
 CLICK TO EDIT MPREPARATION
DESCENT ASTER TITLE STYLE
APPROACH BRIEFING BACK

OBJECTIVE:

PF informs PM of intended course of actions.

It should be practical, relevant and concise.

The following elements have to be taken into account when performing briefing.

1. A/C STATUS, NOTAM, Weather.

2. Fuel prediction.

3. Trajectory:
• Descent.
• Holding (if relevant).
• Approach.
• Go around.
Note: Management of the degraded guidance/navigation should be
considered and reviewed in briefing.

4. Landing.

5. RADIO Aids.
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ESCENT BACK

PF PM
Descent Initiation:
DESCENT CLEARANCE ………….……….…….....OBTAIN
ALT ON FCU…………………..….………….SET and PUSH

“ THRUST IDLE, DESCENT,

ALT BLUE, FL220 BLUE ”
“ CHECKED ”
 Early descent initiation: i  Late descent initiation: i

Descent monitoring:
MCDU …..…………….…………….PROG/PERF DESCENT MCDU ...………………………....…..…...............F-PLN
DESCENT ..........................................MONITOR / ADJUST i

DESCENT MONITORING
PERF
PROG DES
i OR
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ESCENT

EARLY DESCENT INITIATION BACK

The SPD decreases toward the lower limit of managed SPD range

Predicted shallow
converging
path ~1 000 ft/mn.

Highest value of:

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

Predicted shallow converging

path ~500 ft/mn.
IAF
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ESCENT
LATE DESCENT INITIATION BACK

The SPD increases toward the upper limit of managed SPD range.

T/D
Predicted path capture assuming:
 Idle thrust
 ½ SPD Brakes

IAF
CLICK TO EDITDMASTER TITLE STYLE
ESCENT

SPEEDBRAKES BACK

In MANAGED DESCENT (DES): Do not use the speed brakes because the A/THR may
increase thrust to remain on the computed profile

Use a SELECTED DESCENT (OPEN DES) with speed brakes extended if you intend to
increase your rate of descent.
 CLICK TO EDITDMASTER TITLE STYLE
ESCENT

DESCENT MONITORING BACK

 On ND:

Predicted
interception of
descent path

In HDG or TRK mode, the ENERGY CIRCLE represents the required distance to land from the aircraft altitude down to the airport elevation,
taking into account the deceleration down to Vapp.
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EFERENCE TITLE L
– TRANSITION STYLE
EVEL BACK

PF PM

When approaching transition level and when cleared for an altitude:

“ SET QNH 1011 ”

BARO REF ...…...……...……..SET QNH / CROSSCHECK BARO REF ...…...……...……..SET QNH / CROSSCHECK

“ QNH 1011 CROSS-CHECKED ”

“ PASSING ____ ft NOW ”

“CHECKED”

ECAM STATUS…………….….……….…….....…….CHECK

For approaches using FINAL APP guidance:

The vertical guidance requires a precise baro setting. The maximum acceptable discrepancy between altimeters is 100 ft.
 CLICK TO EDIT MASTER
AT 10 000 FT TITLE STYLE BACK

PF PM
Passing 10 000 ft:

1. LAND LIGHTS ……………………..……………..…....ON

2. SEAT BELTS…...........................…….........................ON
1. EFIS CSTR pb……….……...………............................ON 3. EFIS CSTR pb………………..…………………..…......ON
2. LS pb………..……………………..……….....….AS RQRD 4. LS pb ……………………..…...………….……...AS RQRD
5. RADIO NAV…........................SELECTED / IDENTIFIED
• For RNAV(GNSS) approach: • For A320:
6. ENG MODE SEL...………….…..…………...AS RQRD
3. GPS PRIMARY…...……………………..……….…CHECK
• For A330:
6. ENG START SEL...……….…..……………...AS RQRD
• For others approaches:
3. NAV ACCURACY.……………………..……….…CHECK i

“ APPROACH C/L ” APPROACH C/L…………………………………COMPLETE

“ APPROACH C/L COMPLETE ”
APPROACH C/L…………………………....…COMPLETE
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AT 10 000 FT TITLE STYLE

NAV ACCURACY…CHECK BACK

PROG
 When GPS PRIMARY available: No NAV ACCURACY check is required.

 When GPS PRIMARY is lost on both sides: (RNAV (GNSS) APCH not allowed in that
case).

Periodically check that NAV ACCUR HIGH is displayed on the PROG page, and confirm
with raw data comparison.

If the PROG page displays LOW , (NAV ACCUR DOWNGRAD will be also displayed on
the MCDU’s scratchpad and on the ND) estimate the position error.
 CLICK TO EDIT MASTER TITLE STYLE
DESCENT
DESCENT 10 000ft FLOW PATTERN BACK

PF LAND LIGHTS 1 SEAT BELTS PM

2

EFIS EFIS
1 3
LS 2 4 LS

WHEN GPS PRIMARY LOST:

NAV ACCY
3 RADIO NAV
5

6 (A320) ENG MODE SEL

(A330) ENG START SEL
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2D AMPPROACH
ASTER TITLE
i STYLE

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

- -S -F VAPP
°
FLAPS 1 FLAPS 2 L/G Down FLAPS 3 Flaps Full

or

Fly an early stabilized approach. i MDA/H

IAF IF FDP MAP

A320/A330 XFTDN12DAPPRO01 – FEB 2018

 CLICK TO EDIT MASTER TITLE STYLE
2D APPROACH
SUMMARY TABLE BACK

LOC

XTR on ND
 CLICK TO EDIT MASTER TITLE STYLE
2D APPROACH
LATERAL GUIDANCE NOT AVAILABLE BACK

APPROACH NOT STORED IN

APPROACH STORED IN DATABASE
DATABASE

DIFFERS FROM NAV ACCURACY

CHARTED APPROACH DOWNGRADED

Follow Radio Navigation Raw Data Information using TRK mode.

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INITIAL ASTER TITLE STYLE BACK

PF PM

F-PLN SEQUENCING ...........................................ADJUST i

Approx. 15 nm from touchdown:

APPROACH PHASE...........................................CHECK/ACTIVATE i

MANAGED SPEED…………………………………..CHECK i
FLIGHT PATH……………………………………...MONITOR NAV ACCURACY…………………………….........MONITOR i
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
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INITIAL ASTER TITLE STYLE

F-PLN SEQUENCING BACK

 Why sequencing the F-PLN?

 After going around, if the F-PLN is sequenced, C FDP

NAV mode is available.

C FDP
 If the F-PLN is NOT sequenced: no NAV mode.
B

 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.

 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.

 Clear manually all the remaining lines of the F-PLN of the MCDU or,

 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
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INITIAL ASTER TITLE STYLE
APPROACH PHASE BACK

Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.

 In managed modes (NAV, LOC, LOC*) the APPR phase activates

automatically when overflying the magenta DECEL point.

 In selected modes (TRK, HDG) the DECEL point is inoperative

(white). APPR phase is to be activated manually from the MCDU.
 CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE
SPEED MANAGED BACK

 In managed speed, deceleration stops at the following speeds

depending on the configuration.
CONF SPEED

Green Dot

S speed

F speed

F speed

VAPP

 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE

BACK
NAV ACCURACY… MONITOR

NAV ACCURACY must be monitored regularly during the approach.

PROG

The required navigation accuracy has to be appropriate to the phase of flight.

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INTERMEDIATE TITLE STYLE
APPROACH BACK

PF When cleared for approach:

PM
LATERAL GUIDANCE MODE.…….SET FOR APPROACH

For approaches using LOC mode:

LOC pb-sw……………………………………………..PRESS
BIRD..……………………………………………………......ON
“ TRACK, LOC BLUE ”
“ CHECKED ”

For approaches using TRACK mode:

BIRD..……………………………………………………......ON
“ TRACK ”
LATERAL path (manually)……………..……..INTERCEPT
“ CHECKED ”

For approaches using NAV mode:

NAV MODE ……………………CHECK ARMED/ENGAGED

BIRD..……………………………………………………......ON

1 nm before Final Descent Point:

FPA FOR FINAL APPROACH……………………PRESET
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INTERMEDIATE TITLE STYLE
APPROACH

FLY AN EARLY STABILIZED APPROACH BACK

 In order to be stabilized at the final descent point (FDP) at VAPP and in landing configuration:

F-PLN A
 On the F-PLN page, enter VAPP as a speed constraint at the FDP. page

 This will displace the upwards.

VAPP

“FLAPS 1" “FLAPS 2” “GEAR DOWN" “FLAPS 3" “FLAPS FULL“ Pull FPA
Preset FPA

FDP
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TITLE STYLE NEXT BACK
AIRCRAFT CONFIGURATION FOR APPROACH
PF At green dot:
PM
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK TCAS.……………......……..……………........…TA or TA/RA

Below VFE next

“ FLAPS 2 ”
“ SPEED CHECKED ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”

DECEL TOWARDS F SPEED………………..……..CHECK

When FLAPS 2
“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….………………....TAXI
RWY TURN OFF sw ……………………………………… ON
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TITLE STYLE PREV BACK
AIRCRAFT CONFIGURATION FOR APPROACH
PF When L/G down and below VFE next:
PM
“FLAPS 3”
“ SPEED CHECKED ”

FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK

If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY

Below VFE next:

“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
“FLAPS FULL”
DECEL TOWARDS VAPP…………….........…..……..CHECK
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PF 0.3 nm before the FDP: PM

FPA………………………………………………………...PULL
“ FPA MINUS 3.1° ”
“ CHECKED ”
At the FDP:

“CHECKED” “PASSING FINAL DESCENT POINT,____ FT”

GO AROUND ALT.…........…………..………..…….…..…SET
“GO AROUND ALTITUDE____ FT SET” “CHECKED”

POSITION/FLT PATH………………..…MONITOR/ADJUST i
FLT PARAMETERS……………………….…….....MONITOR i

A/THR ....….….……....……CHECK SPEED MODE or OFF

WING A.ICE (if not required).....……...……….…….....OFF

SLIDING TABLE………………………………………..STOW SLIDING TABLE………...……..………………............STOW

LDG MEMO ……..…...……………..........CHECK NO BLUE

CABIN REPORT……..………..…………….…..….RECEIVE CABIN REPORT……..………..…………….…..….RECEIVE

“LANDING C/L” CABIN CREW………...……………………….………ADVISE

“LANDING C/L COMPLETE”

 If not Stabilized at:

1 000 ft in IMC conditions: GO AROUND

500 ft in VMC conditions: GO AROUND

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EDITAPPROACH 1/2 STYLE

POSITION / FLIGHT PATH.….MONITOR / ADJUST BACK

 Check that the aircraft is actually on the final course and on the intended flight path:
VOR 33R

Lateral raw data:

VOR: ½ dot (2.5 deg) Bird below the horizon: Consistent V/S:
NDB: 5 deg

 Crosschecks altitudes versus distances as published on the charts.

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EDITAPPROACH 1/2 STYLE
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS BACK

“SPEED” “LOC” 1/2 dot

Speed Target Speed Target
- 5kt +10 kt

“COURSE” VOR 33R

“BANK” VOR:
1/2 dot NDB:
7¨ (2.5 deg) 5 deg

“___ FT HIGH or LOW” At altitude check points

“PITCH”

+10¨ +10¨

-2.5¨ 0¨ “SINK RATE” -1000 ft/min

A320
-1200 ft/min
A330
A320 A330
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PF PM
At MINIMUM +100 ft: “HUNDRED ABOVE”

MONITOR,OR ANNOUNCE ….....”ONE HUNDRED ABOVE”

“ CHECKED ”

At MINIMUM: “MINIMUM”

MONITOR OR ANNOUNCE….………………..… “MINIMUM”

If visual references are not sufficient:

“ GO AROUND – FLAPS ”

If visual references are sufficient:

“ CONTINUE ”
AP………………………….……………..…………………OFF i
“ SET FDs OFF ”
FDs……………………...……………………………….....OFF

“ SET RUNWAY TRACK ______ ”

RUNWAY TRACK………………………...…. CHECK / SET

When the aircraft reaches the minimum height for use of AP, set the AP to OFF, as it may not disconnect
until landing and AUTOLAND is not provided on NPA approach
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AP……………….OFF BACK

 AP…OFF

 FDs …OFF

 BIRD …ON

 CHECK / SET RUNWAY TRACK

“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”

 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
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3D AMPPROACH
ASTER TITLE
i STYLE

INTERMEDIATE / FINAL APPROACH

Aircraft configuration management
INITIAL
SOP
APPROACH

SOP INTERMEDIATE APPROACH FINAL APPROACH

SOP SOP SOP SOP

-ILS- -FINAL APP- -ILS- -FINAL APP-

A320: 2 000 ft AGL minimum

A330/340: 2 500ft AGL minimum
-FL100- - -S
(For ILS APPR only) ° Flaps1
Flaps2

or 3 nm mini
L/G Down

Flaps3

Flaps Full

LDG Checklist

VAPP

(MDA)DA/H

IAF IF FDP

A320/A330 XFTDN13DAPPRO01 – OCT 2018

 CLICK TO EDIT MASTER
3DSUMMARY TABLE TITLE STYLE
APPROACH BACK

Charts Approach FMS database

Deviation Arming FMA
Type Approach type
Single diamond

ILS ILSxx GS | LOC

Vertical:
RNAV LNAV/
RNAV (GNSS)
(GNSS) VNAV

VOR VORxx
Lateral:

FINAL APP
NDB NDBxx

RNAV (RNP
RNAV (RNP AR)
AR)
 CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE BACK

PF PM

F-PLN SEQUENCING ...........................................ADJUST i

POSITION ......................................................... MONITOR
Check that ATC clearances allow the aircraft to fly through
the capture area

Approx. 15 nm from touchdown:

APPROACH PHASE...........................................ACTIVATE i

MANAGED SPEED…………………………………..CHECK i
FLIGHT PATH……………………………………...MONITOR i NAV ACCURACY…………………………….........MONITOR i
SPEED BRAKES…………………………………..AS RQRD
RADAR……………....….…....ADJUST AS APPROPRIATE
 CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE

F-PLN SEQUENCING BACK

 Why sequencing the F-PLN?

 After going around, if the F-PLN is sequenced, C FDP

NAV mode is available.

C FDP
 If the F-PLN is NOT sequenced: no NAV mode.
B

 In NAV mode, the F-PLN will sequence automatically. You can identify the TO waypoint on
the upper right side of the ND.

 In TRK or HDG modes, sequencing is not automatic, in consequence you may have to
sequence manually the F-PLN.

 Clear manually all the remaining lines of the F-PLN of the MCDU or,

 Insert DIR TO RAD IN (Radial opposite of final course) at Final Descent Point.
Note: The DIR TO arm NAV mode. If you fly TRK or HDG, you need to disarm it (pull
HDG/TRK knob again).
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INITIAL ASTER TITLE STYLE
APPROACH PHASE BACK

Do not confuse “ARM APPROACH” with “ACTIVATE APPROACH PHASE”.

 In managed modes (NAV, LOC, LOC*) the APPR phase activates

automatically when overflying the magenta DECEL point.

 In selected modes (TRK, HDG) the DECEL point is inoperative

(white). APPR phase is to be activated manually from the MCDU.
 CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE
SPEED MANAGED BACK

 In managed speed, deceleration stops at the following speeds

depending on the configuration.
CONF SPEED

Green Dot

S speed

F speed

F speed

VAPP

 When activating manually the APPROACH phase (done by PF, if AP is ON, or PM, if AP is OFF), crosscheck
with the other crewmember, as he/she may perceive the speed reduction as undue, and react on it.
CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE

NAV ACCURACY… MONITOR BACK

NAV ACCURACY must be monitored regularly during the approach.

PROG

The required navigation accuracy has to be appropriate to the phase of flight.

 CLICK TO EDIT MAPPROACH
INITIAL ASTER TITLE STYLE

FLIGHT PATH … MONITOR BACK

 Use VDEV information on the PFD and PROG page

PROG

 In HDG/TRK mode, use also the energy circle on ND representing the required distance to land
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NTERMEDIATE FINAL APPROACH
ASTER – 1/2
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AIRCRAFT CONFIGURATION FOR APPROACH
PF PM
At green dot:
“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1………………………..…………………......SELECT
“ FLAPS 1 ”
DECEL TOWARDS S SPEED………………..……..CHECK TCAS.……………......……..……………........…TA or TA/RA

A320: At 2 000 ft AGL at the latest:

A330/A340: At 2 500 ft AGL at the latest:

“ FLAPS 2 ”
“ SPEED CHECKED ”
FLAPS 2………………………..…………………......SELECT
“ FLAPS 2 ”

DECEL TOWARDS F SPEED………………..……..CHECK

“ GEAR DOWN ”
L/G lever…….....…..........………….………..….……..DOWN
“ GEAR DOWN ”
AUTO BRAKE………..........……………………....CONFIRM
GROUND SPOILERS……..…..........…...….…...……...ARM
NOSE sw …………………..........…….………………....TAXI
RWY TURN OFF sw ……………………………………… ON
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NTERMEDIATE FINAL APPROACH
ASTER – 2/2
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AIRCRAFT CONFIGURATION FOR APPROACH
PF When L/G down: PM
“FLAPS 3”
“ SPEED CHECKED ”

FLAPS 3………………………..…………………......SELECT
“ FLAPS 3 ”
ECAM WHEEL PAGE…....……..……………........…CHECK

If residual pressure is indicated on the triple indicator (A320 only): RESIDUAL BRAKING PROC … APPLY
“ FLAPS FULL ”
“SPEED CHECKED”
FLAPS FULL…………………..…………………......SELECT
“FLAPS FULL”
DECEL TOWARDS VAPP…………….........…..……..CHECK
A/THR ....….….……....……CHECK SPEED MODE or OFF
WING A.ICE (if not required).....……...……….…….....OFF
SLIDING TABLE………………………………………..STOW SLIDING TABLE………...……..………………............STOW
LDG MEMO ……..…...……………..........CHECK NO BLUE
CABIN REPORT……..………..…………….…..….RECEIVE CABIN REPORT……..………..…………….…..….RECEIVE
CABIN CREW………...……………………….………ADVISE
“LANDING C/L” LANDING C/L……...………………………….…COMPLETE
“LANDING C/L COMPLETE”

At 1 000 ft RA: “ONE THOUSAND ” Monitor or Announce

“ CHECKED ”
 INTERMEDIATE
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-ILS APPROACH-
PF PM
When cleared for approach, on the intercept trajectory for the final approach course and LOC deviation available:

APPR p/b on FCU….............…….....……….........…PRESS

SECOND AP......………..…...………………..…......ENGAGE
“ GLIDE SLOPE BLUE, LOC BLUE,
CAT 3 DUAL, AP 1+2 ”

“ CHECKED ”

LOC and G/S CAPTURE.....……..........………....MONITOR i

“ LOC STAR ”
“ CHECKED ”

“ LOC ”
“ CHECKED ”

“ GLIDE SLOPE STAR ”

“ CHECKED ”

When G/S* appears FMA:

GO AROUND ALT ........…………...……………..………SET
“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.
 INTERMEDIATE
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-ILS APPROACH-

BACK
LOC and G/S CAPTURE

 Should an unwanted LOC and/or G/S be intercepted, the aircraft will follow an erroneous trajectory.

 Crosschecking with raw data allows to prevent it.

 FINALMAPPROACH
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-ILS APPROACH-
PF PM
At the final descent point:
“ GLIDE SLOPE ”
“ CHECKED ”
“PASSING (fix name), ____ft”

FLT PARAMETERS…………………….…….……MONITOR i

At 350ft RA:
“ LAND ”
“ CHECKED ”

At MINIMUM +100 ft: “HUNDRED ABOVE” Monitor or Announce

“ CHECKED ”

At MINIMUM: “MINIMUM” Monitor or Announce

Depending on visual references:

“ GO AROUND – FLAPS ” or “ CONTINUE ”

At 100 ft RA: “ONE HUNDRED” Monitor or Announce

At 50 ft RA: “FIFTY” Monitor or Announce

 FINALMAPPROACH
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-ILS APPROACH-

PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS BACK

“SPEED” “LOC”
Speed Target Speed Target 1/2 dot
- 5kt +10 kt

“BANK”
“GLIDE”
7¨

1/2 dot

“PITCH”

“SINK RATE”
+10¨

- 1 200 ft/min (A330)

0¨ (A330) - 1 000 ft/min (A320)
-2.5¨ (A320)
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-FINAL APP-
PF PM

When cleared for approach:

APPR p/b on FCU….............…….....………...…….PRESS

APP NAV………………...….CHECK ARMED or ENGAGED
FINAL……………………………………..……CHECK ARMED

“ FINAL BLUE, APP NAV ”

“ CHECKED ”
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-FINAL APP-
PF PM

FINAL APP.............…….....…..…………….CHECK ENGAGED

At the Final Descent Point:

“ FINAL APP ”
“ CHECKED ”
“PASSING (fix name), ___ft”

GO AROUND ALT ........…………...……………..………SET

“ GO AROUND ALTITUDE ___FT SET ”
PF or PM on PF request, depending on situation.

i FLT PARAMETERS………………………..……….……MONITOR
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-FINAL APP-
PM FLIGHT PARAMETERS EXCEEDANCE CALLOUTS BACK
“SPEED” “CROSS TRACK”
Speed Target Speed Target XTK > 0.1 nm
- 5kt +10 kt

“COURSE”

VOR:
“BANK” “V DEV” 1/2 dot NDB:
V/DEV > 1/2 dot (50ft) (2.5 deg) 5 deg
V / DEV
7°

“___ FT HIGH or LOW”

At altitude check points

“PITCH” “SINK RATE”

+10¨

1 200 ft/min (A330)

0¨ (A330)
1 000 ft/min (A320)
-2.5¨ (A320)
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EDITAPPROACH 2/2 STYLE PREV BACK
-FINAL APP-
PF PM

At MINIMUM +100 ft: “HUNDRED ABOVE” Monitor or Announce

At MINIMUM: “MINIMUM” Monitor or Announce

If visual references are not sufficient:

“ GO AROUND – FLAPS ”

If visual references are sufficient:

“ CONTINUE ”
For landing:
AP………………………….……………..…………………OFF i
“ SET FDs OFF ” FDs……………………...……………………………….....OFF

“ SET RUNWAY TRACK ” RUNWAY TRACK………………………...……………… SET

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-FINAL APP-

AP……………….OFF BACK

 AP…OFF

 FDs …OFF

 BIRD …ON

 CHECK / SET RUNWAY TRACK

“AP OFF”
“FDs OFF”
“BIRD ON”
“SET RUNWAY TRACK____”

 At minimum – 50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG
pulses on FMA to remind the flight crew that automatic landing is not available.
 CLICK TO EDIT
GOM AASTER
ROUNDTITLE STYLE

2nd SOP
APPROACH

GO-AROUND GO-AROUND THRUST ACCELERATION

DECISION INITIATION REDUCTION
i SOP SOP SOP

DIVERSION SOP
CALLOUTS

Discontinued approach i -
° Green dot

-S Flaps 0
Rejected landing i
-F Flaps 1

Spatial disorientation i
THR levers GA ACCELERATION
CLB ALTITUDE

L/G UP
FLAPS GA THRUST REDUCTION
TOGA ALTITUDE
Rotation

A320/A330 XFTDN4GOAROUN01 – JUL 2019

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GOM AASTER
ROUNDTITLE STYLE

Requirements for GO AROUND decision BACK

A go‐around must be considered if:

 The approach is unstable in speed, altitude, or flight path in such a way that stability is not
obtained by 1 000 ft IMC or 500 ft VMC or is not maintained until landing
 Any GPWS, Windshear or ROW (if ROPS is installed) alert occurs

 Adequate visual cues are not obtained reaching the minima or lost below minima

 …
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GOM AASTER
ROUNDTITLE STYLE

REJECTED LANDING
BACK

 If the PF initiates a go-around, the flight crew must complete the go-around maneuver.

 Do not initiate a go-around after the selection of the thrust reversers.

 If you perform a go-around near the ground, you should take into account the following:
• avoid excessive rotation rate, in order to prevent a tailstrike,
• a temporary landing gear contact with the runway is acceptable,
• in the case of bounce, consider delaying flap retraction,
• order landing gear retraction when the aircraft reaches and maintains positive climb with no
possibility of subsequent touchdown.

 If the aircraft is on the runway and in FULL configuration when the PF applies TOGA thrust, a
CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The flight crew should disregard
this alert.
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GOM AASTER
ROUNDTITLE STYLE

SPATIAL DISORIENTATION BACK

 If the aircraft is light, a high acceleration is expected when performing a go-around.

Pilot illusion
This can lead to spatial disorientation.
Actual

Possible pilot reaction

based on illusion

 When LVR CLB is flashing, set all thrust levers to the CL detent with no delay:

A/THR

 When ALT * mode engages, with MAN TOGA still engaged, a risk of speed limit exceedance exists:
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AROUND TITLE STYLE
INITIATION BACK

PF PM
GOLDEN RULE #1 Fly, Navigate, Communicate.

GOLDEN RULE #4 Take actions if things do not go as expected.

Simultaneously:
THRUST LEVERS……………..…………....TOGA i
ROTATION ………………………..……PERFORM i
“ GO AROUND, FLAPS ” FLAPS………………………….….……..RETRACT ONE STEP
“FLAPS xx”
FLIGHT PARAMETERS…………….….….………MONITOR i

“ MAN TOGA, SRS, NAV, AUTO

THRUST BLUE ”
“ CHECKED ”

When positive climb:

“ POSITIVE CLIMB ”
“ GEAR UP ” L/G………………………………………………….…..........UP

“ GEAR UP ”

NAV or HDG mode…………….….…………………….AS RQRD

AP………………………….………………………………AS RQRD
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AROUND TITLE STYLE
INITIATION

THRUST LEVERS………………….TOGA BACK

 If TOGA thrust is not required, set the thrust levers to the TOGA detent, to remove approach modes,
to engage the Go-Around phase with associated AP/FD modes, then retard all thrust levers to the
CL detent as required.

 When the flaps lever is at least in position 1, and when setting TOGA thrust:
• GO AROUND phase is activated.
• Landing/approach modes are removed, and go around modes are engaged.
• The missed approach becomes the ACTIVE F-PLN and the previously flown
approach is strung back into the F-PLN.
 CLICK TOGOEDIT MASTER
AROUND TITLE STYLE
INITIATION

ROTATION …………………. PERFORM BACK

Initiate rotation towards 15° of pitch with all engines operative (12.5° if one engine out) to get a
positive rate of climb then follow SRS pitch command bar.
 CLICK TOGOEDIT MASTER
AROUND TITLE STYLE
INITIATION

FLIGHT PARAMETERS CALLOUTS BACK

7°

+20° maxi
No climb rate

+10° mini

“BANK”

“PITCH” “SINK RATE”

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HRUSTMREDUCTION
ASTER TITLE STYLE BACK

PF PM

At Go Around Thrust Reduction altitude, as LVR CLB is flashing on FMA:

THRUST LEVERS………………………………………..…CL

“ THRUST CLIMB, AUTO THRUST ”

“ CHECKED ”
 CLICK TO EDIT MASTER TITLE STYLE
ACCELERATION BACK

PF PM
At Go Around acceleration altitude:
ANNOUNCE: “OPEN CLIMB, ALT BLUE,
4000 FT BLUE”
ANNOUNCE…..………….……..“CHECKED”

TARGET SPEED (GDOT) ………………….……….. MONITOR

At F speed with positive speed trend:

“ FLAPS 1 ”
“ SPEED CHECKED ”
FLAPS 1……………………………....………………SELECT
“ FLAPS 1 ”
At S speed with positive speed trend:
“ FLAPS 0 ”
“ SPEED CHECKED ”
FLAPS 0……………………….............…………….SELECT
“ FLAPS 0 ”

GROUND SPOILERS ..…………………….…........DISARM

NOSE sw………………………………………………...…OFF
RWY TURN OFF sw………………………………………OFF
OTHER EXTERIOR LIGHTS………………..…….AS RQRD
“ AFTER TAKEOFF/CLIMB C/L ”
AFTER TO / CLB C/L down to the line ……...COMPLETE
”DOWN TO THE LINE”
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ECOND TITLE STYLE
APPROACH BACK

PF PM

If the flight crew decides to fly a second approach:

APPROACH PHASE………………………….………..ACTIVATE
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MASTER TITLE STYLE BACK

PF PM
Three possibilities:

 The ALTN airport has been prepared

Lat Rev at TO WPT……..……….ENABLE ALTN

DIR TO………………..PERFORM AS CLEARED

 The SEC F-PLN has been prepared to a diversion airfield

SEC F-PLN………………..…………...ACTIVATE

 Nothing has been prepared

MCDU F-PLN page: NEW DEST….……INSERT

MCDU PROG page: CRZ FL…..........….INSERT

MCDU: F-PLN………….………………..FINALIZE
 CLICK TO EDIT MASTER
DISCONTINUED TITLE STYLE
APPROACH BACK

PF PM
At or above FCU altitude, apply the
discontinued approach technique described
here below, or the go around procedure.

Altitude set on FCU

Below the FCU altitude, apply the go

around procedure.

Note: FMAs displayed here below are based on an ILS approach

“ CANCEL APPROACH ”
Disarm any AP/FD approach mode (LOC, GS or FINAL APP):
APPR (or LOC) p/b on FCU………….………..........PRESS

“ VERTICAL SPEED MINUS 800,

HEADING, AP1, ALT BLUE ”
“ CHECKED ”

LAT. MODE (NAV or HDG)…….……………..…...AS RQRD

VERT. MODE (LEVEL OFF or ADJUST V/S)…..AS RQRD
SPEED………….....…………….PULL AND SET AS RQRD

 Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
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- CALLOUTS BACK

PF

“Go Around- FMA FMA FMA “AFTER T/O

Flaps" Changes “Gear UP" Changes Changes CLIMB C/L"

"Flaps 1" "Flaps 0"

“Checked”
“Flaps xx" “Checked” "Positive “Checked” “Speed “Speed “DOWN TO THE
“Gear UP"
climb" checked” checked” LINE"
“Flaps 1" “Flaps 0"

PM
- Green dot
°
-S Flaps 0

-F Flaps 1

THR levers
CLB THRUST ACCELERATION
L/G UP ALTITUDE

FLAPS
Retract 1 step THRUST REDUCTION
THR levers ALTITUDE
TOGA
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MASTER TITLE STYLE

APPROACH MUST BE STABILIZED FLARE ROLLOUT

From 1000 ft From 500 ft MANUAL SOP SOP

in IMC in VMC

AUTOLAND SOP SOP

Flare REV REV THR

Retard MAX IDLE IDLE

1000 ft 500 ft

A330 GFTDN1LANDING01 – A330 – OCT 2018

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FLARE BACK

PF PM

In stabilized approach conditions, the flare height is approximately 40 ft RA:

FLARE………………………………………………PERFORM ATTITUDE………………………………………….MONITOR i

THRUST LEVERS………..…………………..…….........IDLE

At around 20ft RA, The automatic callout “RETARD” triggers. It is a reminder for the PF to retard thrust levers to IDLE.
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OLL OUT TITLE STYLE BACK

PF PM
At touchdown:
DEROTATION……………………………………..…INITIATE
ALL THRUST LEVERS…..……….REV MAX or REV IDLE

“ SPOILERS ”

“ REVERSE GREEN ”

DIRECTIONAL CONTROL………………….……..ENSURE DIRECTIONAL CONTROL…….....................MONITOR

BRAKES………………………………….………...AS RQRD

“ DECEL ”

At 70 kt:
“ SEVENTY KNOTS ”
ALL THRUST LEVERS……………….…………...REV IDLE

At taxi speed:
ALL THRUST LEVERS……………….……………….STOW

Before 20 kt:
AUTOBRK…………...……………….…………DISENGAGE
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UTOLAND TITLE STYLE
- FLARE BACK

PF At any time, if AUTOLAND light comes

PM
on, take over.

At 350ft RA:
LAND
“LAND”
“ CHECKED”
ILS COURSE.……………………….…………...……CHECK

At 40ft RA:
“ FLARE ”

If FLARE not displayed on FMA, PF takes over.

FLARE ............................................................. MONITOR

At 30ft RA:
“ THRUST IDLE ”

At 10ft RA:

ALL THRUST LEVERS…………………………………IDLE

LATERAL GUIDANCE……………………………MONITOR
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UTOLAND TITLE STYLE
- ROLLOUT BACK

PF PM
At touchdown:

“ ROLLOUT ”

ALL THRUST LEVERS……………REV MAX or REV IDLE

“ SPOILERS ”
“ REVERSE GREEN ”
DIRECTIONAL CONTROL……………MONITOR/ENSURE DIRECTIONAL CONTROL…………….…...MONITOR
BRAKES………………………………….………....AS RQRD
“ DECEL ”

At 70 kt:
“ SEVENTY KNOTS ”
ALL THRUST LEVERS…………………………..REV IDLE

Before 20 kt:
AUTO BRK……………………………………..DISENGAGE

End of rollout

ALL THRUST LEVERS………………………….FWD IDLE

AP………………………………………………………….OFF
 CLICK TO EDIT M ASTER TITLE STYLE
FLARE

PM FLIGHT PARAMETERS CALLOUTS

BACK

7¨ maxi

“BANK, BANK”

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

AFTER LANDING PARKING SECURING THE

AIRCRAFT (*)
SOP FLOW SOP SOP

“ SECURING THE A/C C/L ”

“ PARKING C/L ”

“ AFTER LANDING C/L ”

(*) Note: This procedure can be

performed using the QRH.

A320/A330 XFTDB1AFTLDGD01 – OCT 2018

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LANDING MASTER
– PARKING TITLE STYLE
– SECURING THE A/C
AFTER LANDING FLOW PATTERN BACK

PF
PF PM
PM
ANTI-ICE 7 APU
6

GROUND
RADAR SPOILERS
5 TCAS / ATC
PREDICTIVE 2 1 4
WINDSHEAR FLAPS
3
(A320) ENG MODE SEL
(A330) ENG START SEL
 CLICK TO EDIT MASTER
AFTER LANDINGTITLE STYLE BACK

PF Signal for PM actions

PM
GROUND SPOILERS……………..……...........……DISARM

EXTERIOR LIGHTS……..……...………………………...SET
RADAR……….……………………………..…….……..…OFF
PREDICTIVE WINDSHEAR………..…………....………OFF
ENG MODE/START SEL…..………..….………….….NORM
FLAPS………………….……….……....……….….RETRACT
TCAS……………….…………….…..….………….…….STBY
ATC......................AS RQRD BY AIRPORT OPERATIONS
APU……….……….………………….....…….…….….START
ANTI ICE……………………...…....…..…….…….AS RQRD
BRAKE TEMP………………….………..………...….CHECK i

“ AFTER LANDING C/L ”

AFTER LANDING C/L………..……..………….…COMPLETE
“ AFTER LANDING C/L COMPLETE ”
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AFTER LANDINGTITLE STYLE
BRAKE TEMPERATURE BACK

Select brake fans:

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

Short turnaround time

Or
Use of brake fans without oxidation
Brake temperature likely
consideration
exceeding
500°C

Note: After landing, the BRAKES HOT ECAM caution is inhibited. By the way, when brake temperature is
above 300°C, the HOT amber light on the LDG panel will come on. Depending on the rate of temperature
increase, you may delay the use of brake fans in accordance with the above considerations.

 Observe the ECAM memo if the brake fans are selected.

 CLICK TO EDITPMASTER TITLE STYLE
ARKING BACK

PF PM
ACCU PRESS……………….……...…...............……CHECK ANTI – ICE………………….…………...…....…..……….OFF
PARK BRAKE……………….…..………...............……….ON APU BLEED………………….………...…....………….….ON i
ENG MASTER 1, 2 …………….…..…................…….OFF
SLIDES…..……………..............……....CHECK DISARMED
SEAT BELTS………..…...…..…................…..…..….…..OFF FUEL PUMPS…………………………...............….…….OFF
EXTERIOR LIGHTS…………………...…...............……..SET ATC……………………………………….….......…….…STBY
GROUND CONTACT…….…..…...............…….ESTABLISH IRS PERFORMANCE………………................……..CHECK i
FUEL QUANTITY……………...…..................…..….CHECK
MECH
STATUS PAGE……….…………………………….….CHECK
PARKING BRAKE…………………………..………AS RQRD BRAKE FAN……...…………..................………………..OFF
DUs……………………………………………….…….……DIM DUs……………………………….....……….……………..DIM
ALL EFB transmitting mode…..…..…………….AS RQRD ALL EFB transmitting mode…..…..…………….AS RQRD

“ PARKING C/L ”
PARKING C/L…....…......................…..…….…COMPLETE
“ PARKING C/L COMPLETE ”

 When PARKING BRAKE is ON:

• PARK BRK MEMO is displayed • The ACCU PRESS must be in the green band.
• Check the brake pressure

 Minimum time at or near IDLE to stabilize engine hot section temperature, refer to FCOM SOP PARKING
CLICK TO EDITPMASTER TITLE STYLE
ARKING

APU BLEED…………ON BACK

 Select APU Bleed ON just before engine shutdown, to avoid ingestion of

exhaust gases from the engines.
 CLICK TO EDITPMASTER TITLE STYLE
ARKING
IRS PERFORMANCE BACK
 The NAV TIME is the cumulated block time since the latest IRS alignment (fast or complete).

 On the MCDU: DATA / POSITION MONITOR page, read the deviation of each IRS position from the FMGC
position and check that the value does not exceed the following (FCOM PRO-NOR-SOP-PARKING).
 CLICK TO EDIT MTHE
SECURING ASTER TITLE STYLE
AIRCRAFT BACK

PF PM
This procedure can be performed using the QRH.

PARK BRAKE………................…….….….……CHECK ON
ALL IR MODE SELECTORS…..............……………….OFF i OXY CREW SUPPLY………...................…………...…..OFF
EXTERIOR LIGHTS………….....................…....……….OFF
APU BLEED……………………….....……...........………OFF
APU MASTER SW……………..…….....................…….OFF
EMER EXIT LIGHT…………….................…...…………OFF
SIGNS……….………....………...........….............………OFF
EXT PWR……………...….….....................………AS RQRD
ALL BAT ………………....………….…..…….............…OFF i

“ SECURING THE AIRCRAFT C/L ”

SECURING THE AIRCRAFT C/L….....…..……COMPLETE
“ SECURING THE AIRCRAFT C/L COMPLETE ”

EFB APPLICATIONS………………………………….CLOSE EFB APPLICATIONS………………………………….CLOSE

ALL EFB……………………...…………………SWITCH OFF ALL EFB……………………...…………………SWITCH OFF i
 CLICK TO EDIT MTHE
SECURING ASTER TITLE STYLE
AIRCRAFT

BACK
EFB APPLICATIONS…CLOSE: ALL EFB…SWITCH OFF:
CLICK TO EDIT MTHE
SECURING ASTER TITLE STYLE
AIRCRAFT

BACK

To ensure the ADIRS memorize the last data:

at least 10 sec
t
ADIRS OFF Electrical supply OFF
 CLICK TO EDIT MTHE
SECURING ASTER TITLE STYLE
AIRCRAFT

BACK

To prevent smoke entering the cabin during next start, wait until APU flap is fully closed:

Approx 2 min
t
APU AVAIL light When APU flap fully closed,
goes out set batteries OFF
 CLICK TO AP/FD AND A/THR
EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT

AP/FD A/THR
ENGAGEMENT and i ENGAGEMENT and
i
DISENGAGEMENT DISENGAGEMENT

A320/A330 XFTDN1000AUTO01 – OCT 2018

 AP/FD AND A/THR
CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD – 1/2 NEXT BACK
Engagement

AP OFF / FD OFF
Manual flight
without FD.

1 Set FD ON

Use AFS CP to adjust FMA

2
for the intended flight path.

AP OFF / FD ON
Manual flight
with FD.

3 Set AP ON i

EXPECTED FMA
AP ON / FD ON
Never engage AP without
Autoflight
expected FMA.
with AP/FD.
 AP/FD AND A/THR
CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT

BEFORE SETTING AP ON BACK

If large orders are required to achieve the intended flight path,

center the FD bars before setting AP ON.
 AP/FD AND A/THR
CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD – 2/2 PREV BACK
Disengagement
AP ON / FD ON
Autoflight
with AP/FD.

CAVALERY CHARGE

Press the AP
1 INSTINCTIVE DISC pb Press a second time on the AP INSTINCTIVE DISC
pb to cancel the aural and visual indications.
to disconnect AP.

AP OFF / FD ON
Manual flight
with FD.

2 Set FD OFF

AP OFF / FD OFF
Manual flight
without FD.
 AP/FD AND A/THR
CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
A/THR – 1/2 NEXT BACK
Engagement

A/THR OFF

Flight with
manual thrust.

1 Press the A/THR pb.

LVR CLB is flashing.

2
Move the THR levers to
the CL detent.

A/THR ON

Flight with
A/THR.
 AP/FD AND A/THR
CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT
AP/FD – 2/2 PREV BACK
Disengagement

A/THR ON

Flight with
A/THR.

1
Move thrust levers i
to current thrust.

2
Press A/THR INSTINCTIVE DISC pb
to disconnect the A/THR.

A/THR OFF

Flight with
manual thrust.
 AP/FD AND A/THR
CLICK TO EDIT MASTER TITLE STYLE
ENGAGEMENT/DISENGAGEMENT

Move thrust lever to current thrust BACK

If the flight crew presses the instinctive disconnect pb on the thrust levers before they move
the thrust levers to the current thrust setting, there is a risk of undue thrust increase.
 CLICK TO EDITCM ASTER TITLE STYLE
IRCLING

Approach Preparation:
Downwind:
Primary F-PLN: Insert instrument approach,
Set downwind track,
APPR PERF Page: insert MDA for circling,
Maintain visual (lateral distance, TRK),
SEC F-PLN: Copy active F-PLN and revise landing runway.
Activate SEC F-PLN,
Disconnect AP and remove FD. i

Before FAF: At MDA:

Base turn:
Flaps 3, i Maintain altitude, i Abeam: Set runway track,
L/G down, If visual references for circling Start chronometer, Initial bank 25°,
F Speed. • Turn 45°, 3 sec/100 ft. Maintain altitude.
• Fly for 30 sec from wings level.
If visual references are not
sufficient: GO AROUND initiate.

Circling MDA
30 s

500 ft AGL
45 º stabilized

Threshold identified:
Set landing CONF (FULL FLAPS,
VAPP),
Landing C/L.

A320/A330 XFTDN1CIRCLNG01 – OCT 2018

CLICK TO EDITCM ASTER TITLE STYLE
IRCLING

BACK

APPROACH SPEED: F SPEED

When landing FLAPS 3 is expected and inserted in the APPR PERF page
(flight crew decision, failure with specific FLAPS setting, one engine out for A330),

F speed must be selected for approach.

Speed will be managed again in final for landing to recover Vapp

APPROACH CONFIGURATION WITH ONE ENG INOP

REFER TO QRH PROC:

 CLICK TO EDITCM ASTER TITLE STYLE
IRCLING

LEVEL OFF AND FLY AT LEAST MDA BACK

With some anticipation:

(altitude of anticipation is 10% of V/S in ft/min; e.g.: V/S: - 1000 ft/min > Anticipation: 100 ft).

A320: Push the V/S / FPA knob to level off.

A330: Press the ALT pushbutton.
 CLICK TO EDITCM ASTER TITLE STYLE
IRCLING

DOWNWIND LEG BACK

• .During circling, remember that the missed approach procedure is the one from the instrument
approach.
• When the secondary F-PLN is activated, the valid missed approach procedure is no longer available
• In the case of a GO AROUND, fly the missed approach in SELECTED modes using the initial
instrument approach chart (unless otherwise specified).
 CLIDE
G LICKSTO EDIT
LOPE MASTER TITLE
INTERCEPTION FROM STYLE
ABOVE

CLEARED to intercept LOC CLEARED for ILS Monitor G/S Interception

ARM APPR
ARM LOC
SOP SOP

3
2
1

When G/S* engages:

Set go-around altitude.

Early stabilized approach: 1000 ft AAL

 L/G Down A/C stabilized
 Flaps FULL
 VAPP.

A320/A330 XFTDN3GSABOVE01 – OCT 2018

 CLICK CTO EDIT
LEAR MILS
FOR ASTER TITLE STYLE
APPROACH BACK

Arm APPR. Set FCU Altitude Select V/S mode -1500 ft/min
Above Aircraft altitude i (-2000 ft/min max).

G/S MODE ARMING

When V/S mode is active,

ensure that G/S mode is armed.

Otherwise, if you keep going with the V/S mode only,

nothing will stop the descent.
 CLIDE
G LICKSTO EDIT
LOPE I MASTER TITLE
NTERCEPTION FROM STYLE
ABOVE
SETTING FCU ALTITUDE BACK

If the FCU altitude is below A/C altitude,

arming APPR then selecting V/S mode can lead to ALT* engagement.

Set an FCU altitude above the A/C altitude to be sure V/S mode remains active.
CLICKMTO
ONITOR MASTER
EDITG/S TITLE STYLE
INTERCEPTION BACK

Monitor G/S interception with raw data.

When G/S*: Set go around altitude.

1000 ft AGL
stabilized.
 CLICK TO EDIT
GROUND MASTER
SPEED TITLE
MINI F STYLE
UNCTION

Main principle of the ground speed minimum function. i

Tower Wind: 330¨ / 20 kt

CURRENT HEADWIND: HEADWIND INCREASES TO: HEADWIND DECREASES TO:

20 KT 50 KT 25 KT
i i i

1
330/20 kt
2 330/50 kt

3 330/25 kt

A320/A330 XFTDN40GSMINI01 – FEB 2019

 CLICK TO EDIT
GROUND MASTER
SPEED TITLE
MINI F STYLE
UNCTION

MAIN PRINCIPLE OF THE GROUND SPEED MINIMUM FUNCTION BACK

GS mini concept has been defined to prevent the A/C energy from dropping below a minimum level during final approach.
It is not displayed to the flight crew.

Ground speed mini is available in managed speed mode only.

It is active when the aircraft is in landing configuration.

IAS TARGET = Max [ VAPP, VAPP + Wind Difference ]

(Current Headwind – TWR Headwind)

VAPP + Wind difference

IAS TARGET

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

MANAGED SPEED SELECTED SPEED

Ground speed mini function active Ground speed mini function not active

Current GS = GS mini
 CLICK TO EDIT
GROUND MASTER
SPEED MINI FTITLE STYLE
UNCTION
HEADWIND INCREASES TO 50 KT PREV NEXT BACK

1
330/20 kt IAS Target = Gs mini (120) + 50 = 170 kt
2 330/50 kt

MANAGED SPEED SELECTED SPEED

Ground speed mini function active Ground speed mini function not active

IAS target increases Speed target unchanged

SPEED trend is going up SPEED trend is going up

THR increases. Energy is THR reduces to IDLE in

kept order to match the target speed

Current GS = GS mini GS does not change. Current GS < GS mini GS decreases.

 CLICK TO EDIT
GROUND MASTER
SPEED MINI FTITLE STYLE
UNCTION
HEADWIND DECREASES TO 25 KT PREV BACK

IAS Target = Gs mini (120) + 25 = 145 kt

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

MANAGED SPEED SELECTED SPEED

Ground speed mini function active Ground speed mini function not active

IAS target decreases

Speed target unchanged

SPEED trend is going down

SPEED trend is going down

THR slightly decreases

THR is initially low and
increases slowly.

A/C ENERGY A/C ENERGY

Current GS = GS mini
REMAINS HIGH Current GS < GS mini IS LOW
 CLICK TO EDIT
ILS RMAW
ASTER TITLE STYLE
DATA
ILS without AP and FD:

Fly an ILS Raw Data i

G/S Interception i

LOC Interception i

A320/A330 XFTDN20ILSRAW01 – OCT 2018

 CLICK TO
TO EDIT MILS
FLY AN ASTER
RAWTITLE
DATA STYLE BACK

LATERAL
RWY track
 Select RWY Track on AFS CP.

 When on the LOC, fly the Bird on the

blue line.

VERTICAL
 How to correct LOC deviation i
When on the glideslope, fly the
Bird on the ILS FPA.

(e.g. -3°)

How to correct G/S deviation i

 Intercepting the LOC course NEXT BACK

Depending on the angle of interception, you may start the

interception as soon as the LOC is active.
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV NEXT BACK
Intercepting the LOC course PREV BACK
Reaching Final Descent Point NEXT BACK
 Reaching Final Descent Point PREV NEXT BACK

When ½ dot below the G/S, initiate the interception of the G/S
by smoothly flying the Bird down to the glide path angle :
Reaching Final Descent Point PREV NEXT BACK
Reaching Final Descent Point PREV NEXT BACK
Reaching Final Descent Point PREV NEXT BACK
Reaching Final Descent Point PREV BACK
LOC deviation NEXT BACK
LOC deviation NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV NEXT BACK
LOC deviation PREV NEXT BACK
 LOC deviation PREV BACK

Check unwanted residual bank angle

Close to the ground avoid too large lateral corrections

 CLICK TO EDIT
GLIDEMDEVIATION
ASTER TITLE STYLE BACK

In case of GLIDE deviation:

Apply the appropriate correction to the flight path angle:

Monitor GLIDE deviation:

When back on the GLIDE:

Resume the Bird on the appropriate path (e.g. -3°):

Close to the ground avoid too large pitch down corrections.

 LOW VISIBILITY OPERATIONS

ROLLOUT
TAXI T.O CLIMB CRUISE DESCENT APPROACH GO-AROUND
TAXI

A320/A330 XFSNB10000LVO00 – OCT 2018

 TAXI-OUT & BEFORE T/O IN LVO

BEFORE
TAXI : TAKEOFF:
TAXI BEFORE TAKEOFF:
ATC clearance down to
INITIATION below the line actions
confirmation the line
actions

Taxi

When TAKEOFF clearance obtained :

GATE
“BELOW THE LINE”

Pushback
“BEFORE TAKEOFF C/L”

Taxi
 TAXI-OUT & BEFORE
PF T/O IN LVO
PM

HEAD UP AT ALL TIMES .......................................... KEEP ANF / OANS if available (A350 and 380 only)............USE

TAXIWAY & RUNWAY CHART…………..KEEP AVAILABLE

TAXIWAY & RUNWAY CHART………..KEEP AVAILABLE

TAXIWAY HEADINGS & UPCOMING TURNS ......ADVISE

GROUND SPEED................................................MONITOR

 Good crew coordination is essential. Avoid, during taxi: flight control checks, checklists and
administrative work.
 Never cross a red stop bar when lining up or crossing a runway, unless unambiguous clearance to
cross has been received by ATC.
 If unsure of position, the aircraft should be stopped and the parking brake set. ATC may provide
assistance by use of ground radar or by sending a FOLLOW ME car.
 Bear in mind that, whereas bright lights may be visible, unlit obstacles and aircraft extremities may not.
 TAKEOFF
ANF / OANS (A350 and 380 only)...........USE

 Adapt taxi speed to the actual visibility

 Advise PF if GS exceeds 10 knots
 TAKEOFF

CREW
ALTERNATE RVR CHECKS ROTATION T.O
INCAPACITATION

A Low Visibility takeoff (LVTO) is a takeoff where the runway visual

range is less then 400 meters.
 TAKEOFF: Takeoff Alternate

The commander should not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless a
weather-permissible take-off alternate aerodrome is available. (Refer to EASA AMC CAT Aerodrome
operating minima).

A350 ≈ TBD

A320 ≈ 380 NM A330 ≈ 400 NM

A340 ≈ 900 NM A380 ≈ 900 NM (TBC)

 TAKEOFF : RVR

Takeoffs with an RVR below 150m but not less than 125m require that:

 Low visibility procedures are in force

 High intensity runway centerline lights, spaced 15m or less apart, and high
intensity edge lights with a spaced of 60m or less apart that are in operation.
 A 90m visual segment that is available from the flight crew compartment at the
start of the take-off run; and
 The required RVR value is achieved for all of the relevant RVR reporting points;
 TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.

BEFORE ENTERING RUNWAY ONCE ALIGNED

 TAKEOFF: Checks
Confirm that the line up is performed on the intended runway. Useful aids are:
 The runway markings.
 The runway lights, be careful that in low visibility, edge lights could be mixed up with the
center line lights.
 The ILS signal, If the runway is ILS equipped, the flight crew can press the ILS pb (or LS
pb): The LOC deviation should be centered after line up.
 The runway symbol on the ND,
 The Runway Awareness and Advisory System.
Personal visibility/RVR assessment (Refer to EASA AMC and GM to Part-SPA Subpart E):

• When no reported meteorological visibility or RVR is available, a personal assessment by the

Captain may be used as a substitute. In this case takeoff may only be commenced if the Captain
can determine that the RVR/visibility along the takeoff runway is equal to or better than the
required minimum…

BEFORE ENTERING RUNWAY ONCE ALIGNED

TAKEOFF: Crew Incapacitation

PM: Be ready to take over

 TAKEOFF: Rotation

NORMAL ROTATION AS PER FCOM

 At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s, towards the
correct pitch attitude.
 Minimize the lateral inputs on ground and during the rotation, to avoid spoiler extension.
 In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to aim at
maintaining wings level.
 After lift-off, follow the SRS pitch command bar.

Type A320 A330 A340 A350 A380

Target attitude 15.0° 15.0° 12.5° 12.5° 12.5°

all engines SRS SRS SRS SRS SRS

Target attitude engine 12.5° 12.5° 12.5° 10° 10°

out SRS SRS SRS SRS SRS
 CM1 T/O IN LVO CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA CHRONO…………………………..….…………….....START

HEAD ..............................................................................UP HEAD........................................................................DOWN

RUNWAY CENTERLINE ...................VISUALLY FOLLOW YAW BAR/ILS .....................................................MONITOR

DEVIATIONS ......................................................MONITOR

External visual references remain primary

 During takeoff, in RWY mode

the PFD displays a yaw bar in
green below 30 ft radio altitude
(if the localizer signal is
available).
 CM1 T/O IN LVO CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA CHRONO…………………………..….…………….....START

HEAD........................................................................DOWN
RUNWAY CENTERLINE ...................VISUALLY FOLLOW YAW BAR/ILS .....................................................MONITOR

 visual cues remain the primary means to track the DEVIATIONS ......................................................MONITOR
runway centerline. the yaw bar provides an assistance
in case of unexpected fog patches.

External visual references remain primary

 During takeoff, in RWY mode the PFD

displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
 CM1 T/O IN LVO CM2
ANNOUNCE………………..………….……….....”TAKEOFF”
BRAKES………..…………………………..............RELEASE
DIRECTIONNAL CONTROL…………………….....ENSURE DIRECTIONNAL CONTROL………………….…MONITOR
THRUST LEVERS………………………….…..FLX or TOGA CHRONO…………………………..….…………….....START

HEAD ..............................................................................UP HEAD........................................................................DOWN

RUNWAY CENTERLINE ...................VISUALLY FOLLOW YAW BAR/ILS .....................................................MONITOR

DEVIATIONS ......................................................MONITOR

 CM2 must call out any lateral deviation.

External visual references remain primary

 During takeoff, in RWY mode the PFD

displays a yaw bar in green below 30
ft radio altitude (if the localizer signal
is available).
 APPROACH PREPARATION

LOW
VISIBILITY
OPERATIONS

LVO AIRPORT CREW A/C

CAPABILITY FACILITIES CAPABILITY CAPABILITY

Preparation: Briefing in accordance with A/L policy:

 Verify weather conditions  Requirements for LVO (Aircraft, Crew,
Airport)
 Check crew qualification
 Normal ILS Briefing
 Check aircraft technical status
 Detailed taxi-in routing and cues.
 Check airport status Evaluate
downgrading options  Task sharing and callouts
 Check diversion options  Go Around policy in case of failure
 Fuel pred extra time for holding
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

400 ft

350 ft

200 ft

100 ft

FLARE
Alert RETARD
Height

FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft Abnormals during final approach:

Failure above 1000 ft AAL:

400 ft Failure below 1000 ft AAL:

Approach may be continued if: Approach may be continued if:

350 ft
• All ECAM actions are performed • The pilot has the runway in sight and
• Weather permits • The200 ft of failure does not affect the
type

• Briefing and DH are updated and landing performance.

100 ft

• Aircraft is stabilized before 1000 ft AAL. FLARE

Alert
Otherwise, GO-AROUND. RETARD
Height
Note: This does not impair the emergency authority of the commander.
FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

LAND MODE…………CHECK

“Callouts”

1000 ft

400 ft

350 ftmode not available  Go around

If LAND
200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft

• ILS course on PFD to be in agreement FLARE

Alert
with published figure. RETARD
Height
If not in agreement  Go around.

FAF
 APPROACH
ILS COURSE…………CHECK

INTERMEDIATE
FINAL APPR
APPR

If ILS course not in agreement  Go around

“Callouts”

1000 ft

400 ft

350 ft

200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft

• ILS course on PFD to be in agreement FLARE

Alert
with published figure. RETARD
Height
If not in agreement  Go around.

FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

Major differences to conventional

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

FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

400 ft

350 ft

200 ft
• LAND mode to be checked (called out):
If not available  Go around.
100 ft

• ILS course on PFD to be in agreement FLARE

Alert
with published figure. RETARD
Height
If not in agreement  Go around.

FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

400 ft

350 ft

200 ft

100 ft
AUTOLAND warning light is active below 200 ft.
FLARE
• A Go Around Alert
must be performed unless the visual references
RETARD
are sufficientHeight
for a manual landing.
Note: At least one AUTOLAND warning light is required for
FAF
CAT 2 and CAT 3 approaches.
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

Alert Height “Callouts”

• For CAT 3 only
1000 ft
• Not displayed in the cockpit
• Above this height, a CAT 3 autoland would be
400 ft
discontinued and a missed approach executed if an
350 ft
element of the CAT 3 fail operational systems fails.
• Below the alerts height, with same failures, the
200 ft
aircraft is capable of continuing to a successful
landing (e.g. engine failure below alert height) 100 ft

FLARE
100 ft for A320 Alert Alert
RETARD
200 ft for A330/A340/A350/A380 Height Height

FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

400 ft

350 ft

200 ft

CAT 3 NO DH approach 100 ft

FLARE
Alert at 100 ft if no failure is
• CONTINUE callout RETARD
Height
detected (irrespective of visual conditions).

FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

400 ft

350 ft

200 ft

100 ft

FLARE mode to be checked FLARE

Alert
and announced by CM2. RETARD
Height
For FMA, click here…
FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

400 ft

350 ft
FLARE mode…………CHECK
200 ft

100 ft

FLARE mode to be checked FLARE

Alert
and announced by CM2. RETARD
Height
For FMA, click here…
FAF
 APPROACH

INTERMEDIATE
FINAL APPR
APPR

“Callouts”

1000 ft

400 ft

350 ft

200 ft

100 ft

FLARE
RETARD auto callout (RETARD both thrust levers to IDLE):
Alert
RETARD
• In manual landing RETARD is a REMINDER
Height
• In autoland with A/THR, RETARD is an ORDER.
FAF (no retard of thrust levers before RETARD call)
 APPROACH

CALLOUTS – AUTOLAND APPROACH

"CONTINUE"
"LDG C/L" "LAND" or
PF “CHECKED" “CHECKED"
"GO AROUND FLAPS"

Monitor Monitor “ROLL OUT" "REVERSE GREEN" “60/70 KT"

PM “LDG C/L complete" “CHECKED" “FLARE"
“ONE HUNDRED ABOVE" "MINIMUM"
"SPOILERS" "DECEL"

350 ft

AUTO
CALLOUT
DH + 100 ft "RETARD"

DH*
* In CAT III B operation the
decision to CONTINUE or GO
AROUND in 100ft is
replacing the DH 40 ft
10 ft

Touchdown
 GO-AROUND

LOW GO-AROUND  AIRCRAFT TOUCHES THE RUNWAY

Case 1 - TOGA IS APPLIED BEFORE TOUCH DOWN

• The G/A phase will not be disturbed even when the aircraft touches the runway
• Modes stay the same, spoilers will not extend
• AP remains engaged.

TOGA

Case 2 - TOGA IS APPLIED AFTER TOUCH DOWN:

• TOGA thrust applied  CONFIG warning if CONF FULL
• AP disengages
• Retract L/G when positive rate of climb and no risk of further touch down
• Climb out as for standard go-around
• If reverse thrust already applied, full stop landing must be completed.

TOGA
 ROLLOUT and TAXI-IN

Three things have to be done manually in autoland:

• Retard THR LEVERS when ordered

• Select REVERSERS when main wheels touch down
• Disconnect APs at the end of Rollout...

Taxi

GATE

Taxi
 CLICK TO EDIT
NORMAL MASTER
LAW TITLE STYLE
PROTECTIONS

LOAD FACTOR PROTECTION i

PITCH ATTITUDE PROTECTION i

BANK ANGLE PROTECTION i

HIGH SPEED PROTECTIONS i

LOW SPEED PROTECTIONS i

A320/A330 XFTDN1000PROT01 – OCT 2018

CLICK LTO EDIT
OAD MASTER
FACTOR TITLE STYLE
PROTECTION BACK

MIN “G” LOAD:

• Slats retracted: -1.0 g
• Slats extended: 0 g

MAX “G” LOAD:

• Slats retracted: +2.5 g
• Slats extended: +2.0 g

Note:
Amber “G LOAD” is only displayed when above 1.4 g and below 0.7 g.
 CLICKPITCH
TO EDIT MASTER
ATTITUDE TITLE STYLE
PROTECTION BACK

PITCH UP LIMIT

Pitch is limited to 30° nose-up, progressively reduced to 25° at low speed.

PITCH DOWN LIMIT

Pitch is limited to 15° nose-down.

 CLICK B
TO EDIT
ANK MASTER
ANGLE TITLE STYLE
PROTECTION BACK

0°
Above 33°, side stick inputs are needed
33° Bank angle 33° to maintain bank angle and altitude.
maintained with
If the side stick is released, the bank
stick neutral
angle reduces automatically to 33°.

Auto Pitch Turn coordination is provided within the

67° Trim envelop.
67°
Do not use rudder in Normal Law
(except for takeoff, landing and single
engine operation).

BANK ANGLE LIMIT

Bank angle is limited to 67°.

 CLICK
HIGH PEED M
TOSEDIT ASTER TITLE
PROTECTION STYLE
(HSP) BACK

Stick full forward XXX

Stick free The aircraft flies back

towards the envelope VMO

XXX

VMO
XXX

VMO + 4 kt VMO
MMO + 0.006
CRC XXX
VMO + 6 kt (A320)
VMO + 4kt (A330) XXX
HSP activates VMO

VMO

A320 – High Speed Protection Pitch nose-down

A330 – High Speed Protection Authority reduced
• AP disconnects (VMO+15kt, MMO +0.04),
• AP disconnects (VMO+12kt, MMO+0.03), to zero
• THS limited between the setting at entry into the
• Pitch trim is frozen
protection and 11° nose-up,
• Bank angle limited to 45°,
• Bank angle limited to 40°,
• Bank angle reduces to 0° when sidestick is
• Bank angle reduces to 0° when sidestick is
released,
released,
• Permanent nose-up order is applied.
• Permanent nose-up order is applied
 CLICK TO
LOWEDIT MASTER
SPEED TITLE STYLE
PROTECTION BACK

Stick full back The High Angle of Attack (AOA) protection has priority over all other protections.

Stick free

Alpha Floor i

VLS
The lowest speed that
the A/THR maintains, if VαPROT V αPROT VαMAX
engaged. Alpha Prot activates. is maintained. VαMAX is maintained.

Alpha Prot activation:

• AP Disconnects,
• Sidestick directly commands the AOA without
exceeding αMAX,
• Speedbrakes, if deployed, retract automatically,
• Bank limited to 45°
 CLICK TO
LOWEDIT MASTER
SPEED TITLE STYLE
PROTECTION
ALPHA FLOOR BACK

VαFLOOR

αFLOOR
automatically When the aircraft
leaves
commands
αFLOOR TOGA thrust, if
TOGA thrust. maintained
conditions,
with an undue
TOGA thrust is
speed
locked. When
increase, may
lead to applicable,
overspeed. re-engage
Disconnect the the A/THR.
A/THR, and
exit TOGA LK.
 CLICK TO EDIT
USEMOF
ASTER
BIRDTITLE STYLE

FLIGHT PATH VECTOR

PRESENTATION
i

“ BIRD ON ”

A320/A330 XFTDN2000BIRD01 – OCT 2018

 CLICK TOFPV
EDITPMASTER TITLE STYLE
RESENTATION BACK

PITCH

FPA

HDG TRK

VERTICAL FUNCTIONS i

LATERAL FUNCTIONS i
 CLICK TOFPV
EDITPM ASTER TITLE STYLE
RESENTATION
VERTICAL FUNCTIONS BACK

PITCH: +6¨

FPA: 0¨

Top
of
descent

PITCH: +3¨

FPA: -3¨

The Bird is designed to facilitate the approach with a

-3° FPA.

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

the Bird symbol touches the horizon line.
 CLICK TOFPV
EDITPMASTER TITLE STYLE
RESENTATION
LATERAL FUNCTIONS BACK

Current HDG = 325¨ Current HDG = 325¨ Turn left for Current HDG = 320¨
Current TRK = 325¨ Current TRK = 330° correction. Current TRK = 325¨

WIND WIND
 CLICK TO V
EDIT MASTER
ISUAL PATTERN
TITLE STYLE

VISUAL CIRCUIT LONG FINAL APPROACH DOWNWIND LEG

i i i

Remember:
During a visual pattern, look outside.

A320/A330 XFTDN1VISUPAT01 – JUN 2020

 CLICK TO EDIT
VISUALMASTER
VISUALPCIRCUIT
ATTERN TITLE STYLE
“After Takeoff check list”
BACK

“Activate Approach phase”

“Manage speed”

“FDs OFF”
“BIRD ON”
“Set downwind track” when necessary

“Approach check list”

DOWNWIND LEG i

“ Set downwind heading ”

1500 ft/AAL
ABEAM THRESHOLD i “ Flaps 1 ”
“Pull S Speed ”

“Speed, Auto thrust ”

10 s before turning final:

“ FLAPS 2 ”

3 s before turning final: “ Pull HDG”

“ Set runway track ”

“ Gear down ”

“ FLAPS 3 ” When lined up:

Initiate a
shallow i • Set circuit ALT on FCU
descent “ FLAPS FULL ” • Preset RWY HDG on FCU
“ Landing checklist ” 500 ft/AAL
Stabilized with FLAPS FULL at VAPP
 CLICK TO EDIT MASTER
VISUAL TITLE STYLE
PATTERN
DOWNWIND LEG BACK

Entering downwind leg:

• Check RWY positioning (2.5 nm) with ND settings: ROSE NAV mode and range 10 Nm.

Use the dotted arcs of the ND range to

monitor the runway position versus the
aircraft track.
 CLICK TO EDIT MASTER
VISUAL TITLE STYLE
PATTERN
ABEAM THRESHOLD BACK

 Extend the downwind leg by 3 s per 100 ft above airfield level (e.g.: 45 s for 1500 ft)
 Wind correction: +/- 1 s per 1 kt of headwind / downwind component

Example:

Compare TAS and GS:

– = – 9 kt (tailwind)

Wind correction = – 9 s
36 s
In this example, the downwind leg extension will be:
45 s – 9 s = 36 s
CLICK TO EDIT MASTER
VISUAL TITLE STYLE
PATTERN
INITIATE A SHALLOW DESCENT
BACK

Initiate a shallow descent while turning to reach the profile

 CLICK TO EDIT MASTER
VISUAL
LONGP
TITLE STYLE
ATTERN
FINAL BACK
ENERGY CIRCLE i

“ Activate Approach phase ”

'‘ FLAPS 1 ” “ FLAPS 2 ”

“ Set runway track ”

“ Gear down ”

“ FLAPS 3 ”

“ FLAPS FULL ”
1500 ft/AAL
“ Landing checklist ”

500 ft/AAL
Stabilized with FLAPS FULL at VAPP

Around 5 NM
 CLICK TO EDIT MASTER
VISUAL TITLE STYLE
PATTERN

ENERGY CIRCLE BACK

In HDG or TRK mode, the ENERGY CIRCLE represents the required

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

“Activate Approach Phase”

“Manage speed” when necessary

“Approach check List”

“ FLAPS 1 ”
1500 ft/AAL

10 s before turning final:

“ FLAPS 2 ”

“ Set runway track ”

“ Gear down ”

“ FLAPS 3 ”
Initiate a
shallow i
descent “ FLAPS FULL ”
“ Landing checklist ”
500 ft/AAL
Stabilized with FLAPS FULL at VAPP
CLICK TO EDIT MASTER
VISUAL TITLE STYLE
PATTERN
INITIATE A SHALLOW DESCENT BACK

Initiate a shallow descent while turning to reach the profile

 ACBNORMAL
LICK TO EDIT MASTERMTITLE
OPERATION STYLE
ANAGEMENT

MEMORY ITEMS
ECAM
or NOT SENSED PROC
(SENSED PROC)
OEB immediate actions

DETECTION DETECTION
DETECTION PROC PROC
PROC
OEB? OEB?

YES NO YES NO

ECAM ACTIONS
ECAM PROCEDURE Refer to QRH
Apply OEB Apply OEB Abnormal
PROC procedure
(Read and do (Read and do
QRH) SYSTEM DISPLAY QRH) i
PROC
STATUS
PROC

ASSESS THE SITUATION

PROC

A320/A330 XFTDN6ECAM00001 – OCT 2018

 DETECTION
CLICK TO EDIT MASTER TITLE STYLE BACK
MEMORY ITEMS
PF PM

When immediate crew reaction is necessary to avoid an imminent threat:

ANNOUNCE……………………APPROPRIATE CALLOUT
e.g. ”EMERGENCY DESCENT”

Refer to FCOM for the list of Memory Items and

associated Callouts.
 DETECTION
CLICK TO EDIT MASTER TITLE STYLE BACK
ECAM (SENSED PROC)
PF PM

First pilot who notices MASTER WARNING / MASTER CAUTION:

MASTER WARNING / MASTER CAUTION …..………… RESET

TITLE OF FAILURE…………………………….…...…ANNOUNCE

or,

ADVISORY i

GOLDEN RULE #1 Fly i ,Navigate, Communicate.

 CLICK TO EDITAM ASTER TITLE STYLE
DVISORY BACK

PF PM
First pilot who notices an ADVISORY:

“ ADVISORY ON (TITLE on SD page) SYSTEM ”

SYSTEM PAGE DISPLAYED………...…..….……ANALYZE

DRIFTING PARAMETER………........……………MONITOR

ECAM ADVISORY CONDITIONS ON QRH....…REQUEST

ECAM Advisory conditions ………………….…....CHECK

RECOMMENDED ACTIONS.……..………………….APPLY
 DETECTION
CLICK TO EDIT MASTER TITLE STYLE
ECAM (SENSED PROC)
FLY BACK

 You should stabilize the aircraft on a safe trajectory before performing any READ & DO actions.

 For takeoff and go-around, you should delay READ & DO actions until the aircraft reaches 400 ft AAL.
 CLICK TOECAM
EDIT M
PASTER TITLE STYLE
ROCEDURE BACK

PF PM
For each ECAM procedure:

ECAM..…….....CONFIRM with SD page and OVHD panel

“ ECAM ACTIONS ” i

Apply the Tasksharing for Abnormal Operations:

FLY MONITOR: FLY, NAVIGATE, COMMUNICATE

NAVIGATE
COMMUNICATE
ECAM.…………………...………………………….PERFORM i

“ CLEAR (name of SYSTEM)? ”

ECAM ACTIONS PERFORMED ……………...…… CHECK
“ CLEAR (name of SYSTEM) ” CLR pb……………………….…………………..……..PRESS

Actions to be confirmed by both pilots:

i
CLICK TOECAM
EDIT M
PASTER TITLE STYLE
ROCEDURE

HOW TO STOP ECAM ACTIONS… BACK

 The PF can call out “STOP ECAM” at any time, if others specific actions must
be performed.

 When the action is completed, the PF must call out: “CONTINUE ECAM”.
CLICK TOECAM
EDIT M
PASTER TITLE STYLE
ROCEDURE

ECAM ACTIONS ……. PERFORM BACK

When ECAM actions request:

“ X ” PROC ……..…. APPLY

 Stop ECAM actions.

 Refer to the QRH, and
 Perform the related procedure.
 Continue ECAM ACTIONS when QRH procedure is completed.
 CLICK TOECAM
ACTIONS EDIT MPASTER
ROCEDURE
TO BE CONFIRMED TITLE
BY BOTH STYLE
PILOTS BACK
In flight, the PF and PM must crosscheck before any action on guarded controls, ENG MASTER sw,
IR, computer reset or thrust levers. This doesn’t apply when on ground.

PM action……PF confirmation PF action……PM confirmation

Any guarded controls ENG MASTER sw Thrust levers

IR mode rotary knob or

IR pb sw

Computer reset

PF PM
READ ON E/WD……..….. “ ENGINE MASTER 1 OFF ”
Hand on related control:

REQUEST………….“ CONFIRM ENG MASTER 1 ? ”

RELATED CONTROL………………….….…CHECK
ANSWER.…….…. “ ENG MASTER 1 CONFIRM ”
ACTION……………………………………….PERFORM
 CLICK TO EDIT MASTER
SYSTEM TITLE STYLE
DISPLAY BACK

PF PM
For each System Display (SD) page:

SYSTEM DISPLAY (SD) page ………………….. ANALYZE

“ CLEAR (name of SYS)? ”

“ CLEAR (name of SYS) ”
CLR pb ………………………….………………..… PRESS

Repeat the same sequence for each secondary failure displayed on the ECAM SD page.

PM: “CLEAR FLIGHT

CONTROL?”

PF: “CLEAR FLIGHT

CONTROL”
 CLICK TO EDIT SMTATUS
ASTER TITLE STYLE BACK

PF PM
When the STATUS page appears:
“ STATUS ”
“ STOP ECAM ”
ECAM ACTIONS …………………………………….… STOP

Consider any Normal C/L, any System or Computer reset or Engine relight, as applicable.

“ CONTINUE ECAM ”
STATUS ………………………………………………… READ i

“ REMOVE STATUS? ”
“ REMOVE STATUS ”

STS pb ……………………….…….…………..…… PRESS

“ ECAM ACTIONS COMPLETE ”

Apply the tasksharing for Normal Operations

 CLICK TO EDIT SMTATUS
ASTER TITLE STYLE
STATUS… READ BACK

Limitations

Deferred PROC
INOP systems

Information

When the STATUS page mentions:

“X” PROC. . . . . . . . . . APPLY
or
INCREASED FUEL CONSUMP

… continue reading all the STATUS page, and when ECAM actions are
completed, refer to the QRH, and perform the related or appropriate procedure.
 DETECTION
CLICK TO EDIT MASTER TITLE STYLE BACK
NOT SENSED PROC
PF PM

First pilot who notices a system defect or an abnormal situation

without ECAM alert (e.g.: SMOKE SMELLING, SCREEN
FAILURE, …) should advise the other crew clearly.

GOLDEN RULE #1 Fly, Navigate, Communicate.

 CLICK TO EDIT MASTER
REFER TITLE STYLE
TO QRH BACK

PF PM

“XXX PROC”

Apply the tasksharing for Abnormal Operations:

FLY MONITOR: FLY, NAVIGATE, COMMUNICATE

NAVIGATE
COMMUNICATE
APPROPRIATE QRH PROC……………IDENTIFY & PERFORM

“XXX PROC Completed”

Apply the tasksharing for Normal Operations

 ACBNORMAL
LICK TO EDIT MASTERMTITLE
OPERATION STYLE
ANAGEMENT
SITUATION ASSESSEMENT BACK

Taking into account:

LAND ASAP
Limitations Weather
i

OPS &
Fuel Landing
Commercial
Management Performances
consideration

DECISION

Notify:

ATC CREW / PAX OPS ...

 ACBNORMAL
LICK TO EDIT MASTERMANAGEMENT
OPERATION TITLE STYLE

LAND ASAP BACK

 LAND ASAP: Land as soon as possible at the nearest airport at which a safe landing can be made.
Note: LAND ASAP information is applicable to a time critical situation.

 LAND ASAP: Consider landing at the nearest suitable airport.

Note: The suitability criteria should be defined in accordance with the Operator’s policy.
 CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 1/3STYLE
NEXT

Purpose of summary
 To be used in the event of severe and complex failures (DUAL HYD or EMER ELEC CONFIG),

 Helps the flight crew to perform actions in a phase related chronological order,

 Highlights the main system defects, limitations and flight capability of the aircraft.

A320/A330 XFTDN1USESUMM01 – OCT 2018

CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 2/3STYLE
PREV NEXT

DUAL HYD EMER ELEC

FAILURE CONFIG

ECAM
ACTIONS

QRH SUMMARY
i
CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 2/3STYLE

SUMMARY
BACK

CRUISE i

APPROACH

LANDING i

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

CRUISE SECTION BACK

 When “ECAM ACTIONS COMPLETED” refer to summary cruise section.

 Cruise section contains:

• Main limitations,
• Flight capability of the aircraft,
• Highlights of the remaining systems (for ELEC EMER CONFIG
only).

 It is designed for situation assesment to ease decision making.

 CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 2/3STYLE

APPROACH / LANDING / GO-AROUND BACK

SECTIONS

 To be used to:
• Support approach preparation,
• Support approach briefing,
• Perform the approach.

 Contains paper procedures, that the flight crew must apply during the
corresponding phases (e.g. LANDING WITH SLATS or FLAPS JAMMED
procedure).
 CLICKUTO OF SM
SEEDIT ASTER TITLE
UMMARY – 3/3STYLE
PREV

How to use the SUMMARY?

SITUATION ASSESSMENT WHEN

1 CRUISE SECTION.
ECAM ACTIONS COMPLETED

REVIEW OF STATUS
APPROACH PREPARATION AND +
2 APPR / LDG / GA SECTIONS
BRIEFING
+
FMGS

3
APPLY APPROACH SECTION
PREFORMING APPROACH
(READ AND DO).

REVIEW LDG AND GA SECTIONS

ONCE AIRCRAFT IN LANDING +
4
CONFIGURATION. Check on ECAM STATUS that all
APPR PROC actions are completed.
 CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT

GOLDEN RULE #1 Fly, Navigate, Communicate. A320 i A330 i

“ ECAM ACTIONS ” i
ENG ALL ENGs FLAME OUT

 RAT: Automatic deployment. PROC

 Alternate law: Protections lost.
FL 250
APU…….START

FL 200
APU BLEED…………..ON
SPEED…….GREEN DOT

PROC

A320/A330 XFTDA1ALENGFO01 – FEB 2019

 CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
FLY: LOSS OF AP, ATHR BACK
 Maintain the optimum relight speed as requested by ECAM,

 RAT is extended - EMER GEN is available,

 The crew can operate the aircraft with:

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

COMMUNICATE: Use VHF1 for MAYDAY message.

 CLICK A
TO
LLEDIT MASTER
ENGINE TITLE STYLE
FLAMEOUT
FLY: LOSS OF AP, ATHR BACK
 Maintain the optimum relight speed as requested by ECAM,

 RAT is extended - EMER GEN is available,

 The crew can operate the aircraft with:

• Flight controls: Manual flight - ALTN law until L/G down,
• Instruments:
 PFD1 (remove FD flag, consider FPV),
 ECAM upper display,
 Standby instruments.

NAVIGATE: LAND ASAP

COMMUNICATE: Use VHF1 for MAYDAY message.

CLICK TO EDIT
ALL MASTER
ENGINE TITLE STYLE
FLAMEOUT

ECAM PROCEDURE BACK

When the ECAM requests:

- ENG/FUEL PROC. . . . . . . .
- ENG/FUEL PROC. . . . . . . . . APPLY
APPLY

If fuel remains, refer immediately to the QRH

CLICK TO EEDIT MASTER
NG RELIGHT TITLE STYLE
– 1/2 BACK

QRH

PREPARES FOR RELIGHT

ATTEMPT WITH WINDMILLING

ABOVE APU AIR BLEED LIMIT,

RELIGHT SEQUENCE CAN BE
i
REPEATED UNTIL SUCCESSFUL OR
APU BLEED AVAILABLE
 CLICK TO EEDIT MASTER
NG RELIGHT TITLE STYLE
– 1/2
ABOVE APU AIR BLEED LIMIT - FOR ENG START BACK
 No relight, ENG masters OFF,
Start chronometer:

 30 seconds later:

Check Engine parameters, if no relight:

 30 seconds later:

 30 seconds later: repeat

process…
After a successful start, use the restored engine ASAP.
CLICK TO EEDIT MASTER
NG RELIGHT TITLE STYLE
– 2/2 BACK

QRH

RELIGHT SEQUENCE WHEN

i
BELOW APU AIR BLEED LIMIT
 CLICK TO EEDIT MASTER
NG RELIGHT TITLE STYLE
– 2/2
BELOW APU AIR BLEED LIMIT - FOR ENG START BACK
 From ENG masters OFF,
One ENG at a time:

 30 seconds later:

Check Engine parameter, if no relight:

 30 seconds later:

 30 seconds later: repeat

process…

After a successful start, use the restored engine ASAP.

 CLICK TO
Dual FMGC
EDIT MASTER
Failure
TITLE STYLE

NORMAL mode:

FMGEC 1 FMGEC 2

FADEC
MCDU 1 MCDU 2

MCDU 3
STBY

THRUST
LEVERS

FMGC 1 FAILURE DUAL FMGC FAILURE NAV B/UP

11
i i PROC

A330 GFTDA1DUALFM001 – A330 – OCT 2018

 CLICK TO EDIT
FMGC MASTER TITLE STYLE
1 FAILURE BACK

PF FMGEC Auto-Reset unsuccessful

PM

DETECTION

GOLDEN RULE #1 i Fly, Navigate, Communicate.

GOLDEN RULE #2 Use the appropriate level of automation at all times.

When the ECAM is confirmed:

ECAM / OEB ACTIONS i

Apply the Tasksharing for Abnormal Operations

ECAM PROCEDURE
SYSTEM DISPLAY
Computer Reset
STATUS
 SINGLE mode. The system degrade to the single mode when one FMGEC failed and crew
has selected the FM source selector on the healthy FM: i
CLICK TO EDIT
FMGC MASTER
FLY THE1AIRCRAFT
FAILURETITLE STYLE BACK

 Loss of AP1 and FD1 (AP, FD of the affected side).

 Engage AP2.
 CLICK TO EDIT
FMGC M1ASTER
ECAM TITLE
FAILURE
ACTIONS NEXT STYLE
BACK

Select the same range and mode on both NDs……

ND1 ND1
 CLICK TO EDIT
FMGC M1ASTER
OBSERVE MCDUTITLE
FAILURE
THE PREV STYLE
BACK

 The MCDU of the failed side reverts to the MCDU MENU page, for flight crew awareness.
 The FM FAULT light illuminates.

FM1

MCDU MENU MCDU MENU

SELECT
NAV B/UP > < FM2 (REQ)

< CMS
< CMS

SELECT DESIRED SYSTEM

SELECT DESIRED SYSTEM

Note: At this stage, the healthy FM is in

force, you can exit MCDU MENU page by
selecting any MCDU page.
 CLICK TO EDIT
FMGC MASTER TITLE STYLE
1 FAILURE
SINGLE MODE BACK

FMGC 1 FMGC 2

FADEC
MCDU 1 MCDU 2

THRUST
LEVERS
 CLICK TODEDIT MASTER
UAL FMGC TITLE STYLE
FAILURE BACK

PF FMGEC Auto-Reset unsuccessful

PM
DETECTION

GOLDEN RULE #1 i Fly, Navigate, Communicate.

GOLDEN RULE #2 Use the appropriate level of automation at all times.

When the ECAM is confirmed:

When the ECAM is confirmed:

ECAM / OEB ACTIONS i

Apply the Tasksharing for Abnormal Operations

ECAM PROCEDURE
SYSTEM DISPLAY
Computer Reset i

STATUS
 CLICK TODEDIT MASTER
UAL FMGC TITLE STYLE
FAILURE
FLY THE AIRCRAFT NEXT BACK

 Loss of AP/FD and A/THR.

 Remove FD flag (FDs…..OFF).

 Use the bird (FPV) (TRK/FPA…. SELECT).

Single Chime
THR LK (every 5 sec)

 THR LK: Read N1, then move the thrust levers ( ) accordingly.
 CLICK TODEDIT MASTER
UAL FMGC TITLE STYLE
FAILURE
NAVIGATE PREV BACK

 Tune NAVAIDs using the RMP:

 Both NDs display:

MCDU MENU
MCDU MENU
SELECT
NAV B/UP >

 Both MCDUs revert to the MCDU MENU page:

<< CMS
CMS

SELECT DESIRED
SELECT DESIRED SYSTEM
SYSTEM
 CLICK TODEDIT MASTER
UAL FMGC TITLE STYLE
FAILURE

COMPUTER RESET BACK

 A recovery may result in the loss of all pilot-entered data (F-PLN, GW, CRZ FL, CI…).
In that case:
• Deselect standby NAV on RMPs (but ILS and ADF must be tuned manually).
• Select the initial database.
• Select DIR TO and define DESTINATION.
• Enter GW (FUEL PRED page).
• Enter CRZ FL (PROG page).
• Enter CI (PERF page).
• Set Landing Elevation selector to AUTO.
 CLICK TODEDIT MASTER
UAL FMGC TITLE STYLE
FAILURE
BACK

 Switching panel:

 Adjust the landing elevation of the destination on the overhead panel

 Observe MCDU MENU pages:

FM1 FM1

MCDU MENU MCDU MENU

SELECT
NAV B/UP >

< CMS < CMS

SELECT DESIRED SYSTEM SELECT DESIRED SYSTEM

 CLICK TO EDIT
NAV M ASTER
B/UP TITLE STYLE
MODE BACK

PF PM
If the resets of both FMGECs are unsuccessful, use the back-up navigation degraded mode:

NAV B/UP …………..… SELECT on both MCDU MENU pages

 The MCDU continuously memorizes the active F-PLN in its internal memory. Selecting NAV B/UP enables
the recovery of the Flight Plan from this memory. In this case:
 The pilot recovers the navigation function through the MCDU and ADIRS.
 F-PLN display is available on the ND.
 No crosstalk between MCDUs: F-PLN revisions have to be achieved on both MCDUs.
 The MCDU’s NAV B/UP mode provides the following functions:
• B/UP F-PLN with auto-sequencing and limited lateral revision.
• B/UP F-PLN for DIR TO.
• B/UP PROG page.
• B/UP IRS (aircraft position using onside IRS or IRS 3).
• B/UP GPS page (option).

FMGEC1 FMGEC2

MCDU 1 MCDU 2
BACK UP BACK UP
NAV NAV
 CLICK TO EDITEGPWS
MASTER TITLE STYLE
MEMORY ITEM

GPWS EGPWS DURING CAUTION WARNING

BASIC FUNCTIONS ENHANCED FUNCTIONS THE FLIGHT ALERTS ALERTS

i i PROC PROC PROC

Air Data
Radio
Altitude GPWS
Radio altitude alerts

GPS data Terrain

Air Data and
Obstacle
Radio database
Altitude
Geometric altitude alerts
Baro
Altitude
EGPWS

Aircraft
Position
Airport
database 0
5
5
T
E
R
R
A
H
E
A
0 D
1
3

A320/A330 XFTDO3_EGPWS_01 – AUG 2019

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 The GPWS warns the crew of a potential Controlled Flight Into Terrain (CFIT).

 Main functions:

1 - Excessive rate of descent. i

2 - Excessive terrain closure rate. i

3 - Altitude loss after TO or GA. i

4 - Unsafe terrain clearance. i

5 - Excessive deviation below G/S. i

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MODE 1: BACK
EXCESSIVE RATE OF DESCENT
 Warns that the A/C descent rate, with respect to altitude AGL, is excessive.

 Available in all flight phases.

“Sink rate, sink rate”

Then:

“Pull up”
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EXCESSIVE TERRAIN CLOSURE RATE

 Warns the pilot of rapidly rising terrain or obstacle with respect to the A/C speed, the configuration and the Radio
Altitude rate of change.

“Terrain “Terrain
Terrain” “Too low Terrain” “Obstacle Ahead”
Ahead”

 Then, after it has been repeated twice…

“Terrain Ahead” “Obstacle Ahead”

“Pull up” “PULL UP” “PULL UP”
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MODE 3: BACK
ALTITUDE LOSS AFTER TO OR GA

 Warns the pilot of a significant altitude loss after TO or low altitude GA.

“Don’t sink, don’t sink”

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MODE 4: BACK
UNSAFE TERRAIN CLEARANCE WHEN
NOT IN LANDING CONFIGURATION

 Warns the pilot of insufficient terrain clearance as a function of the Radio Altitude, the Speed and
the Configuration.

“Too low terrain”

“Too low gear”
“Too low flaps”
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MODE 5: BACK
EXCESSIVE DEVIATION BELOW G/S

 From 1 000 ft, a repeated aural alert warns the pilot whenever the A/C descends below the Glide Slope.

“Glide slope”

 When it enters a hard warning area, the loudness increases.

“Glide slope”
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 GPWS and Enhanced GPWS comparison: i

 EGPWS gives additional time to react.

 EGPWS display: i

 EGPWS contains 3 functions:

• Terrain Awareness and Display (TAD):

- Caution: i

- Warning: i

• Terrain Clearance Floor (TCF). i

• Runway Field Clearance Floor (RFCF). i

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GPWS and EGPWS comparison BACK

Air Data
Radio
Altitude GPWS
Radio altitude alerts

GPS data Terrain

and
Air Data
Obstacle
Radio database
Altitude
Geometric altitude alerts
Baro
Altitude
EGPWS

Aircraft
Position
Airport
database TERR
AHEAD

055

013

The EGPWS integrates:

• The present position (from GPS, FMS1 as backup),
• The track,
• The ground speed,
• The geometric altitude (from pressure altitude, GPS altitude, radio altitude and terrain database),
This function can protect against baro setting errors.
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EGPWS DISPLAY BACK

 Terrain and Obstacle data are displayed on ND when ARC or ROSE mode is selected and:

• Either TERRAIN ON ND is selected by the crew,

• Or in case of Terrain Awareness and Display (TAD) alert (automatic pop up).

 ND can display only one image at a time: EGPWS or WX RADAR.

 Source may be identified at bottom right of ND:

• WX RADAR tilt angle indication: i

• TERR ON ND for EGPWS: i

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WX RADAR TILT ANGLE INDICATION BACK

WX RADAR tilt angle indication.

+2.5°
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TERR ON ND FOR EGPWS BACK

TERR
055
TERR in place of tilt angle.
013

 Lowest and highest elevations of colored terrain encountered within the selected
range, ahead of the aircraft:
055
013

 Color display at high altitude: i

 Color display at low altitude: i

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COLOR DISPLAY AT HIGH ALTITUDE BACK

REFERENCE ALTITUDE

Based on the
distribution of
terrain elevations
within
ND range
Solid green

056 High density green

023
Low density green

Black

Sea level
Cyan

Unknown areas Magenta

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COLOR DISPLAY AT LOW ALTITUDE BACK

High density red

+2 000 ft
High density yellow
+1 000 ft
Low density yellow REFERENCE ALTITUDE
-250 ft / -500 ft
L/G DN / L/G UP
112
066
High density green
- 1 000 ft
Low density green
- 2 000 ft

Black

Sea level
Cyan

Unknown areas Magenta

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OBST
AHEAD

055 055
013 013

“Terrain ahead” Time before impact “Obstacle ahead”

approx: 60 sec
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026
014

“Terrain ahead” “Obstacle ahead”

Time before impact
“PULL UP” ‘PULL UP”
approx: 30 sec
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TERRAIN CLEARANCE FLOOR (TCF) BACK

 A terrain clearance floor envelope is stored in the database for some runways.
 The TCF function warns of premature descent below this floor.
 TCF is valid for any phase of flight, in complement of basic GPWS mode 4 C.

“Too low terrain”

“Too low terrain”

3° descent path
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RUNWAY FIELD CLEARANCE FLOOR ALERT (RFCF) BACK
 Complements the TCF function.

 For runways that are significantly higher than the surrounding terrain.

 In these cases, the radio altitude maybe so high that the EGPWS does not trigger TCF alerts, whereas the
aircraft could be below the runway elevation.

 RFCF protection ensures that the aircraft remains 300 ft above the runway elevation within the last 5.5 nm, even
if there are sufficient margins with the surrounding terrain.

5.5 nm

0.5 nm 300 ft
“Too low terrain”
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 TERR p/b enables to activate or deactivate the enhanced

functions of the EGPWS.

 In the case of LOW ACCURACY of the aircraft position, the

enhanced modes (TAD and TCF) are automatically deactivated.
The TERR STBY memo appears.

 During descent:
• TERR on ND…..OFF on PF side (priority for WX radar).
• TERR on ND ….. ON on PM side.

 Terrain display must not be used for navigation (only for terrain
awareness).
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ALERTS NEXT BACK

PF PM
Terrain/obstacle related caution alerts

 During Night or IMC:

SIMULTANEOUSLY: “Terrain
Terrain”
“PULL UP TOGA”

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

THRUST LEVERS ………………………………TOGA

“Terrain
SPEED BRAKES……………..CHECK RETRACTED
Ahead”
BANK…………………….WINGS LEVEL or ADJUST
A turning manoeuver can be initiated if the flight crew
concludes that turning is the safest action.

DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, “Obstacle

GEAR) UNTIL CLEAR OF OBSTACLE. Ahead”

 During daylight and VMC with terrain and obstacle

clearly insight:
FLIGHT PATH……………………………..….ADJUST
Adjust pitch, bank and thrust to silent the alert.

NOTE: For some airports, the operator may define a specific procedure

A320/A330
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PF PM
Sink rate

Above 1 000 ft AAL in IMC or above 500 ft in VMC:

“Sink rate”
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.

Below 1 000 ft AAL in IMC or below 500 ft in VMC:

GO AROUND……………………………….........CONSIDER
Don’t sink
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
“Don’t sink”
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.
Too low FLAPS, too low GEAR

GO AROUND………………………….........PERFORM
“Too low Flaps” “Too low Gear”

Glide slope
Above 1 000 ft AAL in IMC or above 500 ft in VMC:
FLIGHT PATH……….………………………………ADJUST
Adjust pitch and thrust to silent the alert.

When conditions require a deliberate approach below “Glide Slope”

G/S:
G/S MODE……………………….………………….........OFF

Below 1 000 ft AAL in IMC or below 500 ft in VMC:

GO AROUND……………………………….........CONSIDER

A320/A330
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CM1
PF CM2
PM
Pull up warning alerts

“Obstacle Ahead”
“PULL UP” “PULL UP”
“Terrain Ahead”
“PULL UP”
SIMULTANEOUSLY:
“PULL UP TOGA”

AP…………………………………………………………OFF

PITCH……………………………………………....PULL UP
Pull full back stick and maintain in that position

THRUST LEVERS ……………………………………TOGA

SPEED BRAKES…………………..CHECK RETRACTED

BANK………………………….WINGS LEVEL or ADJUST

A turning manoeuver can be initiated if the flight crew
concludes that turning is the safest action.

DO NOT CHANGE CONFIGURATION(SLATS/FLAPS,

GEAR) UNTIL CLEAR OF OBSTACLE.

 If the "TERRAIN AHEAD PULL UP" or "OBSTACLE AHEAD PULL UP" aural alert triggers, a turning maneuver can be initiated if you conclude
that turning is the safest action.
 The PULL UP maneuver must be performed before the turn towards the safe direction, as climbing increases the terrain clearance.

A320/A330
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EMERGENCY DESCENT
TITLE STYLE
MEMORY ITEM

1st STEP: MEMORY ITEMS

REACHING
2st STEP: ECAM or FL100 / MEA or
PROTECT DESCENT QRH PROC MORA
INITIATION
PROC PROC
PROC PROC

DECOMPRESSION
or
PRESSURIZATION LOST

FLOW PATTERN FLOW

FL100 / MEA or MORA

A320/A330 XFTDA7EMERDES01 – FEB 2019

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PF PM
“ EMERGENCY DESCENT ”

CREW OXY MASKS …………………..………..…….…… USE

INT/RAD sw ………………………………………………….. INT
INT RECEPTION knob ..….......................……… CHECK ON
INT VOLUME ………………………..…………...……. ADJUST
COMMUNICATION ………………….…...….….... ESTABLISH
INT
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PF PM
Initiate the descent without delay:

EMER DESCENT ….……………………….. INITIATE SIGNS (ALL)…...…………...………………....….........ON

- ALT……………........……………TURN PULL i
- HDG……...…..…………………..TURN PULL
- SPEED...……..……………………….….PULL

“ THRUST IDLE, OPEN DESCENT,

HEADING, ALT BLUE”
“ CHECKED ”

If A/THR is not active:

THR LEVERS….…………..………………..…..……...IDLE

SPD BRK…………………..…………..……………….FULL
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DESCENT

ALT KNOB SELECTOR … TURN then PULL BACK

Action on the altitude knob-selector is TURN, then PULL.

If you PULL first, then TURN the altitude knob-selector, the aircraft will not descent.

Any delayed descent leads to limited oxygen for passengers,

increasing hypoxia risk.
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PF When descent established: i

PM

Note: The following actions are not an extensive presentation of the ECAM/ QRH but just highlights on some specific steps.

SPEED ……………..………………….MAX APPROPRIATE i

ATC ……..………………....………………………..... NOTIFY

Whether displayed or not on ECAM, the flight crew should announce through PA:
“EMERGENCY DESCENT” i

 MORA is displayed when:

• CSTR selected,
• ND range is 40 nm or more. MORA
150

 To save oxygen, set the oxygen diluter selector to N position.

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PROCEDURE

BACK

The flight crew performs the Read & Do procedures (ECAM or QRH) when the aircraft is
established in descent and Memory items are completed.
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SPEED…………..MAX APPROPRIATE BACK

STRUCTURAL DAMAGE ?
Loud bang, high cabin V/S, airflow…

IAS target
No Yes, or suspected
during descent

MMO / VMO……SET SPD / MACH pb……PRESS

Reduce speed as appropriate.

If necessary, reduce speed below VLO and extend the landing
gear
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“EMERGENCY DESCENT” BACK

On some aircraft configuration, the action line EMER DESCENT (PA)….ANNOUNCE

may not be displayed on ECAM.
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PF PM
When ALT* engages:

SPEED BRAKES.………………………...………...……RETRACT
SPEED.………………………………....……………........MANAGE

Once oxygen masks are removed:

Oxygen stowage mask compartment ……………….… CLOSE

Oxygen control slide ………………………………….. RESET

Below FL 100, you should limit the rate of descent to approximately 1 000 ft/min, except during the approach phase.
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PF PM
1 1
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EVACUATION
CAPT F/O
When the aircraft is stopped:

“ ATTENTION CREW AT STATIONS ”

PA
“ EMERGENCY EVACUATION PROCEDURE ”
EMER EVAC PROC ..........................................PERFORM

The Captain is building his decision.

If evacuation is not required:

“CABIN CREW and PASSAGERS REMAIN SEATED”

PA

If evacuation is required, evacuation initiate

“EVACUATE, EVACUATE”
PA

EMER EVAC COMMAND …..………………………...….ON

ATC .………………………...………………………...ADVISE

Note: when all batteries are off, public announce and cabin communication are available via cockpit handset only.

A320/A330 XFTDA1EMREVAC01 – JUL 2019

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FAILURE TITLEV1
AFTER STYLE

DETECTION ECAM ACCELERATION CONTINUE ECAM APPROACH

ACTIONS PREPARATION
PROC PROC PROC PROC PROC

APPROACH BRIEFING

FMS PREP
MCT
At Green Dot
OP CLB
-S Flaps 0 -
°
-F Flaps 1
Beta target

L/G up EO ACCELERATION ALTITUDE

PITCH: 12,5°

A320
V1

ENG 1 FAIL 400 ft mini

A330

A320/A330 XFTDA10ENGFTO01 – JUL 2019

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PF PM
GOLDEN RULE #1 Fly, Navigate, Communicate.

ENG 1 FAIL

The first pilot who detects:

“ ENGINE FAILURE ”

FLY:
 Gear Up,
 No ECAM action until the aircraft is
 Consider TOGA, i
established on a safe flight path, and
 Pitch adjust 12.5º, then follow FD bars,
not before at least 400 ft AGL. i
 Beta target, i

 Consider AP.

NAVIGATE:

LAND ASAP
When applicable, consider EO SID for TAKEOFF RWY.

COMMUNICATE:
“ PAN PAN ” or “ MAYDAY ” message.
ATC
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DETECTION

BACK

 In such situation, stabilizing the flight path is number one priority.

 Performing the ECAM actions before the aircraft is stabilized on the flight path, reduces
flight crew efficiency due to the PF’s high workload, and may lead to a trajectory error.

NO ACTIONS BEFORE 400 ft AGL EXCEPT GEAR UP .

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DETECTION

CONSIDER TOGA BACK

 When T/O with FLEX thrust, you may consider setting TOGA

 T/O thrust (FLEX or TOGA) must be kept until GREEN DOT speed is reached, limited to 10 min,

 TOGA thrust requires more rudder input,

 Setting TOGA when out of SRS mode with slats extended, triggers GO AROUND mode.
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DETECTION
BETA TARGET AND RUDDER TRIM BACK

Center the
Beta target.

Beta target

Once centered:
Appropriate sideslip Then, trim.
for optimum Moves at 1 deg/s.
aircraft performance.

Note:
• The rudder trim rotary switch and the RESET pushbutton are not active when the autopilot is engaged.
• Beta target conditions: refer to FCOM DSC-31-40 Indications on PFD / Attitude Data.
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PF PM
“ ECAM ACTIONS ”
ECAM ACTIONS.…………….…………………....PERFORM

ECAM actions can be stopped at any time on PF request for trajectory, configuration, etc...

DAMAGE OR NO DAMAGE?

DAMAGE NO DAMAGE
• High vibration prior to flame out.

• Loud noise, explosion.

• Repeated and uncontrollable engine stalls.

The crew may decide to attempt an engine relight
• Abnormal engine indications on ECAM (such
in flight at this step, but it is recommended to:
as N1 or N2 ~ 0).
• Perform all ECAM actions and
• Damage visually detected by the crew.
• Consider engine relight when reaching the
No Attempt to Relight STATUS page.
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ACCELERATION BACK

PF PM
Before EO ACC ALT: i
“ STOP ECAM ” ECAM ACTIONS ………………….………………….....STOP

At EO ACC ALT
A330

A320 A330

V/S knob (or ALT pb A330) ………PUSH TO LEVEL OFF

“ ALT (or V/S 0) ”
“ CHECKED ”

Clean up the A/C.

When the speed trend arrow reaches GREEN DOT:

ALT knob-selector ……………….……………....……PULL

THR LEVER ..……..………....………..…...……………..MCT i

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ACCELERATION

Before EO ACC ALT BACK

 You should delay the acceleration for SECURING the engine.

 An engine is considered SECURED when:

• ENG MASTER…OFF for an engine failure without damage,

• AGENT 1…DISCH for an engine failure with damage,
• Fire extinguished or AGENT 2…DISCH for an engine fire.

CAUTION: DO NOT EXCEED THE MAXIMUM EO ACC ALT.

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ACCELERATION

BEFORE EO ACC ALT BACK

 Set MCT during a FLEX TAKE OFF:

FLX CL MCT
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ECAM BACK

PF PM
“ CONTINUE ECAM ”

ECAM ACTIONS ……………………………….CONTINUE

Before reading STATUS page, consider:

AFTER TAKEOFF/CLIMB checklist

ENG RELIGHT (IN FLIGHT)

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PF PM

“ YOU HAVE CONTROL? ”

“ I HAVE CONTROL”

FMS ……………...…………….…………………... PREPARE FMS PREPARATION ……………...………………... CHECK

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

ONE ENGINE OUT LANDING: To make the landing

run easier, it is recommended, in the later stage of the
approach, the PM resets the rudder trim to zero, upon
PF‘s request.
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STANDARD STRATEGY
Detection and PROC FLIGHT
Initial Actions CONTINUATION
STRATEGY? ECAM ACTIONS
PROC OBSTACLE STRATEGY PROC
PROC

Deceleration to green dot

OBSTACLE STRATEGY

THR Levers A/THR

MCT OFF
ATC

M. 82/300KT

STANDARD STRATEGY

EO MAX FL

Engine Failure below

EO MAX FL
PROC

A330 GFTDA1ENGFCRZ01 – AUG 2019

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PF PM
GOLDEN RULE #1 Fly, Navigate, Communicate.

Use the appropriate level of

GOLDEN RULE #2 automation at all times.

FLY:

ALL THRUST LEVERS ……………..……………….….MCT

 Set A/THR to OFF
A/THR ………………………………………………………OFF
in order to freeze MCT.

NAVIGATE:

STRATEGY…………………………………...….DETERMINE i STRATEGY………………………………….….DETERMINE

COMMUNICATE:

“ PAN PAN ” or “ MAYDAY ” message.

ATC
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ACTIONS
STRATEGY … DETERMINE BACK

REC MAX is displayed on PROG PAGE:

STANDARD STRATEGY

No obstacle constraint.

OBSTACLE STRATEGY

To ensure the margins over obstacles.

FIXED SPEED STRATEGY

ETOPS constraint As established before

dispatch, use:
M.80 / 350 KT
Or
M.78 / 320 KT
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STRATEGY BACK

PF PM

In accordance with the strategy:

SPEED……………………...……….PULL & SET M0.82 / 300 kt

If appropriate,
HDG………………………………………...……………..PULL & SET
• To keep clear of the airway
• Towards an alternate

Extracted from ACTIVE/PERF/CRZ page

ALT………………………………………………….……..SET & PULL
• Standard………………….…EO MAX FL (LRC ceiling)

EO

 On the PROG page,

the REC MAX gives
the EO LRC Ceiling:
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PF PM

In accordance with the strategy:

SPEED………………………..………PULL & SET GREEN DOT

If appropriate,
HDG……………………………………………...………..PULL & SET
• To keep clear of the airway
• Towards an alternate

Extracted from ACTIVE/PERF/CRZ page

ALT…………………………………………………………SET & PULL
• Obstacle……………..……….DRIFT DOWN TO ceiling

 On the PERF page,

the DRIFT DOWN
Ceiling is displayed
as:
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At LRC ceiling...
EO LRC SPEED T/D

When V/S < 500 ft/min:

V/S – 500 FT/MIN .…………………..….…. SET AND PULL

A/THR …………………..……….………..………..………..ON

When reaching EO LRC ceiling:

SPEED ….…………………………………...……....MANAGE
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ENGINE FAILURE BACK

BELOW EO MAX FL

 If the engine failure occurs below EO MAX FL, keep A/THR ON.
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ONTROL LAWSSTYLE

NORMAL LAW ALTERNATE LAW DIRECT LAW

i i i

Some failures, or combination of failures impacting flight controls, could lead to a downgraded flight control
law refer to as Alternate Law or Direct Law.

HIGH AOA PROTECTION V STALL WARNING

VLS VLS

VαPROT

VαMAX VαSW
A330 GFTDN1RCFGLAW01 – A330 – OCT 2018
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BANK ANGLE
HIGH SPEED PROTECTION
PROTECTION

OVERSPEED
WARNING

VLS

VαPROT
PITCH ATTITUDE
PROTECTION
αFLOOR

VαMAX
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FAILURES

FAILURES FAILURES

NORMAL LAW ALTERNATE 1 ALTERNATE 2

ROLL NORMAL ROLL DIRECT

HANDLING CHARACTERISTICS:

 PITCH CONTROL: Similar to normal law (load factor demand,

autotrim available).
 ROLL CONTROL:
• Similar to normal law (ALT 1)
• Direct law (ALT 2).
 YAW CONTROL:
• Similar to normal law (ALT 1)
• Degraded (ALT 2).

PROTECTIONS:
 Load factor protection is available,
 Bank angle protection (ALT1 only) is available
 Low speed stability and High speed stability are available,
 Overspeed and stall warnings are available,
 Low energy aural alert is lost.
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FAILURES

FAILURES
CREW ACTIONS

FAILURES FAILURES

NORMAL LAW ALTERNATE 1 ALTERNATE 2 DIRECT LAW

ROLL NORMAL ROLL DIRECT

HANDLING CHARACTERISTICS:

 PITCH CONTROL: Pitch Direct (no automatic trim available).

 ROLL CONTROL: Roll Direct.

 YAW CONTROL: Yaw damping and minimum turn

coordination are provided.

No protection but overspeed and stall warnings are available.

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INCAPACITATION

DEFINITION DETECTION REACTION

i i PROC

A320/A330 XFTDA1INCAPAC01 – OCT 2018

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“Any condition which affects the health of a crew member during the performance
of duties which renders him incapable of performing the assigned duties.”

 It occurs more frequently than many of the other emergencies, which

are the subject of routine training.

 It occurs in all age groups and during all phases of flight.

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Incapacitation can occur in many form, that range from sudden death to partial
loss of function.

Main symptoms:
• No standard callouts, particularly during critical flight phases,
• High number of clues of “subtle incapacitation” (e.g. no appropriate response
to a verbal communication),
• Incoherent speech,
• Strange behavior,
• Irregular breathing,
• Pale fixed facial expression,
• Jerky motions either delayed or too rapid.
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The fit pilot must:

 Take over and ensure a safe flight path:

• Announce “I HAVE CONTROL”,

• If the incapacitated flight crewmember interferes with aircraft handling, press and keep
pressed the sidestick pushbutton for at least 40 seconds, i

• Keep or engage AP as required,

• Perform callout and checklist aloud,

 Declare an Emergency to ATC: “ MAYDAY, MAYDAY, MAYDAY ”

ATC

 Take any steps possible to contain the incapacitated flight crewmember. These steps may
involve cabin crew.
“ATTENTION, PURSER TO COCKPIT PLEASE”
PA
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BACK
SIDESTICK TAKEOVER

“PRIORITY LEFT”

40 Sec
 CLICK TO EDIT MASTER
REACTION - 2/2TITLE STYLE PREV BACK

 Consider:

• Early approach preparation and checklist reading,

• Automatic landing,

• Use of radar vectoring and long approach.

 Land At the Nearest Suitable Airport.

 Arrange medical assistance onboard and after landing (e.g.: request assistance from any
medically qualified passenger).
 CLICK TO E
LOW EDIT MASTER
NERGY AURALTITLE STYLE
ALERT
PF PM
“ SPEED SPEED SPEED ”
(NO ECAM MESSAGE)

THRUST……………………………........INCREASE

PITCH ATTITUDE....................ADJUST, AS RQRD

ALERT AVAILABILITY
The low energy aural alert is available:
o Only in normal law,
o In CONF 2, 3 and FULL,
o 100 ft < RA < 2 000 ft
The low energy aural alert is inhibited:
o TOGA selected or, Alpha Floor or, GPWS alert is triggered or,
o Both RA have been lose.

ALERT TRIGGERING CONDITIONS

The low energy aural alert is triggered:

VLS
• Between VLS and VaPROT. VαPROT
VαMAX

A320/A330 XFTDN1LOWENER01 – OCT 2018

 CLICK TO EDIT MASTER
REJECTED TITLE STYLE
TAKEOFF

CAPTAIN DECISION

V1
“STOP”

RTO < 72 kt Reject takeoff Continue takeoff

i i

REJECTED
TAKEOFF
PROC

FLOW

A320/A330 XFTDA6REJECTO01 – OCT 2018

 CLICK TO EDIT MASTER
REJECTED TITLE STYLE
TAKEOFF

DECISION MANAGEMENT BACK

Many ECAM alerts are inhibited during takeoff phase, to enable the flight crew to focus on their primary tasks.

Therefore, any ECAM Warning or Caution triggered below V1 must be considered as significant. Takeoff should be
rejected.

Note: any non-ECAM event (Tire burst, bird hazard, …):

• Below 100 kt: reject the takeoff,
• Above 100 kt: consider continue takeoff (GO-MINDED).
CLICK TO EDIT MASTER
REJECTED TITLE STYLE
TAKEOFF

RTO BELOW 72 kt BACK

In the case of a RTO below 72 kt:

 No ground spoilers deployment,

 No autobrake activation,

Use manual braking,

Use nosewheel steering and differential braking if needed.

 CLICK TO EDIT MASTER
REJECTED TITLE STYLE
TAKEOFF BACK

CAPT F/O
CAPTAIN DECISION
“ STOP! ”
The CAPT is now PF

Simultaneously:
ALL THRUST LEVERS.……........................................IDLE
REVERSE THRUST.…...………....…...…..…….MAX AVAIL REVERSERS/DECELERATION ……………..….… CHECK
“ REVERSE GREEN ”
“ DECEL ”
ANY AUDIO….……..…….……..………..………….CANCEL

When the aircraft stopped:

REVERSERS ............................................... STOWED

PARKING BRAKE …………………………………….ON NOTIFY ATC .………..…..… “ AIRBUS_____, STOPPING ”
ATC
“ ATTENTION! CREW AT STATIONS ” EMERGENCY EVACUATION PROC (QRH) ….… LOCATE
i
PA

If required

ECAM ACTIONS

EVACUATION PROCEDURE
CLICK TO EDIT MASTER
REJECTED TITLE STYLE
TAKEOFF

EMER EVAC PROC BACK

 The EMER EVAC procedure is located in the inside back cover of the QRH.
 CLICK TO EDIT MASTER
REJECTED TITLE STYLE
TAKEOFF
REJECTED TAKEOFF flow pattern BACK

CAPT
CAPT F/O
F/O

“STOP !”

« REVERSE GREEN »
1
« ECAM ACTIONS » « DECEL »
4 2

3
ALL THRUST LEVERS IDLE
REVERSERS MAX AVAIL
1 WHEN AIRCRAFT STOPPED
« AIRBUS____, STOPPING »
PA: « ATTENTION! CREW AT STATION »
3 3

4
EMERGENCY EVACUATION PROC: LOCATE
WHEN AIRCRAFT IS STOPPED:
REVERSERS STOWED 2
PARKING BRAKE ON
 CLICK TO EDIT ROPS
MASTER TITLE STYLE

RUNWAY OVERRUN WARNING (ROW) RUNWAY OVERRUN PROTECTION (ROP)

IF WET : RWY TOO SHORT RWY TOO SHORT

PROC PROC PROC

GO-AROUND MINDED STOP MINDED

ROW/ROP Transition point

(Start of braking)

A320/A330 XFTDO_ROWROP_01 – OCT 2018

 CLICKRTO
UNWAY OVERRUN
EDIT MASTERWTITLE
ARNINGSTYLE BACK
-IF WET: RWY TOO SHORT -
PF GO-AROUND MINDED PM

GO-AROUND MINDED

400 ft

If the runway is wet or contaminated:

GO AROUND .………………………….............. PERFORM
If the runway is dry:
APPROACH .…………………....……..……….. CONTINUE

 The flight crew must always follow the ROW alerts.

 CLICKRTO
UNWAY OVERRUN
EDIT MASTERWTITLE
ARNINGSTYLE BACK
-RWY TOO SHORT-
PF GO-AROUND MINDED PM

GO-AROUND

“RUNWAY TOO SHORT”

400 ft 200 ft

When “RWY TOO SHORT” message(s) trigger(s)

GO AROUND .……………………………........... PERFORM

 The flight crew must always follow the ROW alerts.

Below 200 ft AGL, in addition to the message displayed on PFD the aural alert “RUNWAY TOO SHORT” triggers.
 CLICK TO EDIT
RUNWAY MASTER
OVERRUN TITLE STYLE
PROTECTION BACK

PF STOP MINDED PM

MAXIMUM MANUAL BRAKING............ APPLY and KEEP

MAXIMUM REVERSE THRUST…….….APPLY and KEEP

MAXIMUM MANUAL BRAKING....................... MAINTAIN  The flight crew must always

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

MAXIMUM MANUAL BRAKING....................... MAINTAIN

MAXIMUM REVERSE THRUST…………….…. MAINTAIN
 CLICK TO EDITSMMOKE
ASTER TITLE STYLE

ECAM warning
Smoke sensed
Smoke perception without Procedure
ECAM warning
“ ECAM actions ”
i
i (A320 Only)

QRH SMOKE / FUMES/AVNCS SMOKE procedure Immediate actions

If smoke persists
Or
QRH SMOKE / In case of doubt about
FUMES / AVNCS the smoke source,
SMOKE apply:
procedure
i QRH SMOKE / FUMES /
AVNCS SMOKE
procedure

A320/A330 XFTDA1SMOKE0001 – OCT 2018

CLICK TO EDITSMMOKE
ASTER TITLE STYLE

WITHOUT ECAM WARNING BACK

QRH

Note: This QRH procedure covers many cases of smoke sources

(even all steps of the AVIONICS SMOKE ECAM procedure).
 CLICK TO EDITSMMOKE
ASTER TITLE STYLE

WITH ECAM WARNING BACK

• On A320 only, the AVIONICS SMOKE ECAM procedure should be applied only when the smoke is confirmed visually or by smell. In that
case, apply first the ECAM actions, before entering the QRH SMOKE/FUMES/AVNCS SMOKE procedure, or refer directly to the QRH. If not,
consider a spurious alert.

• If any doubt exists about the smoke origin, refer to the QRH SMOKE/FUMES/AVNCS SMOKE procedure.
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
IMMEDIATE ACTIONS BACK

 Be prepared to immediately perform a diversion.

 With or without ECAM activations, these immediate actions correspond

to the most common steps to be taken in smoke cases.

 Protect the crew,

 Avoid any further contamination,

 Establish communication with cabin crew.

QRH ECAM warning

SMOKE
CLICK TO EDITSMMOKE
ASTER TITLE STYLE
SMOKE/FUMES QRH PROCEDURE BACK

 LAND ASAP.

Protect Crew,
Avoid cockpit and cabin contamination,
Establish communication with cabin crew.

Short term decisions.

 If SMOKE/FUMES becomes the GREATEST THREAT,

 If situation becomes UNMANAGEABLE.

At any time of the procedure:

Removal of SMOKE/FUMES, i

ELEC EMER CONFIG. i

Investigate the source of smoke.

 CLICK
REMOVAL MASTER
TO EDITOF SMOKETITLE
/FUMESSTYLE BACK

PF PM

Smoke is dense, and becomes the greatest threat:

ORDER: “ REMOVAL OF SMOKE / FUMES PROCEDURE ” SMOKE/FUMES/AVNCS SMOKE.………....APPLY

Procedure Layout

Smoke Removal above FL100 or MEA-

MORA. Descente initiated.

At this stage, during descent, you Smoke Removal without

can come back to the window opening.
SMOKE/FUMES/AVNCS SMOKE
procedure.

Resume Smoke Removal at or below

FL100 or MEA.

If cockpit window opening

required…
 CLICK
TOTO EDIT
SET MASTER
ELEC EMER TITLE
CONFIGSTYLE BACK

PF PM
Dense smoke still continues, being the greatest threat, or
When all the specific actions have been unsuccessful:

Refer to the end of the SMOKE/FUMES/AVNCS

SMOKE procedure to set ELEC EMER CONFIG

 Apply:

 Purpose: To shed as much electrical equipment as possible and thus

try to isolate smoke source(s).

 Objective: Remain in ELEC EMER CONFIG to fly and restore

normal electrical generation before landing to ensure normal landing.

Note: On A330 only, when necessary, the REMOVAL of SMOKE/FUMES procedure must be applied before the electrical emergency
configuration is set, since manual control of cabin pressure cannot be selected in electrical emergency configuration.
 CLICK TOSEDIT
TALLM
RASTER TITLE STYLE
ECOVERY
MEMORY ITEM

DETECTION RECOVERY
i PROC

1 Reduce AOA 2 Increase Energy

A320/A330 XFTDA4STALLRC01 – OCT 2018

 CLICK TOSEDIT
TALLMDASTER TITLE STYLE
ETECTION BACK

DETECTION
OF
BUFFET

REQUIRE A STANDARD
“ STALL, STALL ”
CALLOUT AND AN
+ CRICKET IMMEDIATE ACTION
 CLICK TOSEDIT
TALLM
RASTER TITLE STYLE
ECOVERY BACK

PF PM
“ STALL, I HAVE CONTROL ”
Reduction of AOA

NOSE DOWN PITCH CONTROL………....………....APPLY

Note : In the case of lack of pitch down authority, due to under wing mounted engines, reducing thrust may be necessary
BANK.……………………….…………………WINGS LEVEL

When STALL indications have stopped

Increase energy

THRUST……...........INCREASE SMOOTHLY AS NEEDED

SPEEDBRAKES...……….………......CHECK RETRACTED

FLIGHT PATH……...………..….….RECOVER SMOOTHLY

If in clean configuration and below 20 000 ft:

“ FLAPS 1 ”
FLAPS 1 ……………………………....……........... SELECT i
 CLICK TOSEDIT
TALLM
RASTER TITLE STYLE
ECOVERY
FLAPS 1 BACK

Select FLAPS 1 in order to increase the margin to the AOAstall.

CLEAN CONF FLAPS 1

FLAPS 1

VSW, CLEAN
VSW, FLAPS_1
 CLICK TO EDIT TCAS
MASTER TITLE STYLE
MEMORY ITEM
Intruders classification i

TCAS panel i

Traffic Advisory Resolution Advisory Clear of conflict

(TA) (RA)
i
i i

“ TRAFFIC “ DESCEND “ CLEAR OF CONFLICT ”

TRAFFIC ” DESCEND ”

A320/A330 XFTDO2_TCAS__01 – OCT 2018

 CLICK TO EDIT TCAS
MASTER TITLE STYLE
INTRUDER CLASSIFICATION BACK

The intruders are classified in four levels and displayed accordingly on ND:

Surrounding Other Proximate Traffic Resolution

traffic intruders intruders Advisory (TA) Advisory (RA)

TCAS only - 15  - 10  - 09  - 05 

TCAS + ADS-B
- 05  - 15  - 10  - 09  - 05 

PROVIDES INFORMATION ABOUT THE TWO MOST

DANGEROUS TA / RA INTRUDERS WITHOUT BEARING
 CLICK TO EDIT TCAS
MASTER TITLE STYLE
TCAS PANEL BACK

 The flight crew should select:

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

PF PM

“ TRAFFIC, TRAFFIC ”

TCAS mode……….….CHECK ARMED

“ TCAS BLUE ”
“ CHECKED ”

If A/THR available:
AUTOTHRUST……..………...….ON

If AP/FD TCAS not avail: i

Do not maneuver based on a TA alone.

 CLICK TO EDIT M
TRAFFIC ASTER TITLE
ADVISORY (TA) STYLE

AF/FD TCAS NOT AVAIL BACK

 If the AP/FD TCAS mode does not immediately arm, the AP/FD TCAS mode is failed.
 In that case, the PF announces:

“TCAS, I HAVE CONTROL”

and the flight crew must be prepared to manually follow the RA orders, in the case of a subsequent RA.

 Refer to "TCAS Procedure without AP/FD TCAS“

 CLICKRTO EDIT MASTER
ESOLUTION TITLE
ADVISORY (RA)STYLE BACK

PF PM

“ CLIMB, CLIMB ”
“ TCAS”
“ CHECKED ”
If AP is OFF:
FD orders...................FOLLOW “ AIRBUS xxx TCAS RA”
ATC
AP can be engaged.

V/S.............................MONITOR i V/S.............................MONITOR
Fly the green area

If any ”CLIMB” aural alert sounds during final approach

TCAS MODE ORDERs ....... MONITOR/FOLLOW “ AIRBUS xxx TCAS RA”

ATC
GO AROUND …………………………. CONSIDER

If AP/FD TCAS not avail: i

Respect STALL, GPWS or WINDSHEAR WARNINGS

CLICKRTO EDIT MASTER
ESOLUTION TITLE
ADVISORY (RA)STYLE

Monitor V/S BACK

 CLICKRTO
ESOLUTION ADVISORY
EDIT MASTER (RA)STYLE
TITLE BACK
AP/FD TCAS NOT AVAILABLE
PF PM

“ CLIMB, CLIMB ”

AP......................................OFF
“ SET FDs OFF” FDs......................................OFF i
Promptly and smoothly
V/S........ ADJUST or MAINTAIN “ AIRBUS xxx TCAS RA”
Fly the green area. ATC

V/S............................MONITOR

If any ”CLIMB” aural alert sounds during final approach

GO AROUND …………………………. PERFORM “ AIRBUS xxx GOING AROUND DUE TO TCAS RA”
ATC

Respect STALL, GPWS or WINDSHEAR WARNINGS

 WHY « FDs.…OFF »? NEXT

TCAS RA: “DESCENT! DESCENT!”

THR CLB | OP CLB

 WHY « FDs.…OFF »? NEXT

The flight crew forgets to switch off both FDs…

THR CLB | OP CLB

 WHY « FDs.…OFF »? BACK

When the speed reaches speed limit,

the HIGH SPEED PROTECTION activates…

THR
SPEED
CLB |
 CLICK TOCEDIT
LEARMASTER
OF TITLE STYLE
CONFLICT BACK

PF PM

“ CLEAR OF CONFLICT ”
“ AIRBUS xxx CLEAR OF CONFLICT,
ATC RETURNING TO … ”

TCAS RA performed using AP/FD TCAS

AP/FD………..………………... MONITOR/FOLLOW
LAT & VERT GUIDANCE ………………... ADJUST

SPEED ………………………………..……. ADJUST

TCAS RA performed manually

FD ……………………………..….……. REENGAGE
LAT & VERT GUIDANCE ………………... ADJUST

AP………….……..………………............. AS RQRD
 C
ULICK TO EDITAM
NRELIABLE IRASTER
SPEEDTITLE STYLE
SITUATION
MEMORY ITEM

At any time, if the flight crew detects unreliable air data indication:

If safe conduct of the flight is impacted:

The crew must apply the memory items.

AP……………………………………..…………………………………OFF
A/THR……………………………………………..…………………….OFF
FD……………………………………….............................................OFF UNRELIABLE SPEED PROC
PITCH/THRUST:
Below THRUST RED ALT……………………………......15°/TOGA
i Above THRUST RED ALT and below FL100……………10°/CLB
TO LEVEL OFF FLIGHT PATH
Above THRUST RED ALT and above FL100……………..5°/CLB STABILIZED
FLAPS: i
i
if CONF 0(1)(2)(3)………………....…MAINTAIN CURRENT CONF
if CONF FULL……………….....SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES………………………………….CHECK RETRACTED
L/G………………………………………………………………………..UP AFFECTED ADR
When at or above MSA or Circuit Altitude : IDENTIFICATION

Level Off for troubleshooting PROC

If safe conduct of the flight is not impacted

or after Memory Items:
ECAM ACTIONS

Apply UNRELIABLE SPEED INDICATION procedure.

A330 XFTDA6UNRASPD01 – A330 – OCT 2018

 CULICK
NRELIABLE MASTER
TO EDITAIR SPEED TITLE STYLE
SITUATION
PITCH/THRUST BACK

Apply the QRH procedure without delay because flying

with the memory pitch/thrust values for an extended period
of time can lead to exceed the aircraft speed limits.
5° / CLB

Adjust PITCH and THRUST while climbing

FL100

10° / CLB

Adjust PITCH and THRUST while climbing

THRUST RED ALT

15° / TOGA
 CLICK TO EDIT
TO M ASTER
LEVEL OFFTITLE STYLE BACK

PF PM

AP …..…………………………………………………….. OFF
“SET FDs OFF” FDs ………………………………………………...…….. OFF
A/THR ……………………………………………...…….. OFF

SPEEDBRAKES ………………..…. CHECK RETRACTED

PITCH/THRUST ………. DETERMINE FROM QRH TABLE

PITCH/THRUST ………...……………………………..APPLY
LEVEL OFF ………………………………………. PERFORM i

If needed and reliable (BIRD is reliable if barometric altitude is reliable):

“ BIRD ON ”
TRK/FPA (BIRD)………………………….………….SELECT

RESPECT STALL WARNING

CLICK TO EDIT
TO M ASTER
LEVEL OFFTITLE STYLE
LEVEL OFF ….. PERFORM
BACK

If the altitude indication is unreliable, refer to the GPS altitude

 CLICK TO
FLIGHT MASTER
EDITPATH TITLE STYLE
STABILIZED BACK

PF PM

AP …..…………………………………………………….. OFF
“SET FDs OFF” FDs ……………………………………………...……….. OFF
A/THR ……………………………………………...…….. OFF

SPEEDBRAKES ………………..…. CHECK RETRACTED

FLIGHT PATH ………………….……… KEEP STABILIZED

If needed and reliable (BIRD is reliable if barometric altitude is reliable):

“ BIRD ON ”

TRK/FPA (BIRD)………………………….………….SELECT

RESPECT STALL WARNING

 CLICK
AFFECTED MASTER
TO EDITADR TITLE STYLE
IDENTIFICATION BACK

 In order to identify and isolate the faulty ADR(s), the flight crew must crosscheck speed and
altitude indications on CAPT PFD, F/O PFD and STBY instruments.

 To help the identification of the affected ADR(s), the flight crew can use the Pitch and Thrust tables
of the QRH procedure.

 If affected ADR(s) cannot be identified or all ADRs are affected:

• WHEN ABOVE FL250: Most of the time, temporary phenomenon. Continue flying pitch and
thrust targets with the CLIMB, CRUISE, and DESCENT tables until the phenomenon
disappear, or until below FL250.
• WHEN BELOW FL250: Generally, permanent situation. Speed and altitude indications will
be replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale. i
 CLICK
AFFECTED MASTER
TO EDITADR TITLE STYLE
IDENTIFICATION
BUSS DISPLAY BACK

 Before extending the slats/flaps, reduce speed to the bottom part of the green area.
 APPR Speed…..….Fly the fixed green target.

If the BUSS does not react to longitudinal stick inputs when flying the green area of the speed scale, disregard
the BUSS and use pitch / thrust tables.
Airplane Upset Prevention and
Recovery Training (UPRT)
Elements of Active Monitoring

XFTDA1UPRTMON01 – JUL 2019

Active monitoring

Pilots must preventively be always situationally aware. An engaged pilot will be ready to
intercept, and so recognize, timely and effectively an unintentional airplane divergence.

Active monitoring allows you to do so.

Active monitoring is the critical element to ensure awareness and avoidance of undesired
airplane states.

Active monitoring provides the strongest countermeasure against startle effect.

Active monitoring have some human barriers: complacency, fatigue, time pressure, mental
workload, lack of vigilance, looking without seeing, poor workload management… but its
performance can significantly be improved.
Active monitoring

Both Pilot Flying (PF) and Pilot Monitoring (PM) engagements combat complacency through
active monitoring.

Active monitoring means keeping track of:

• The environment
• The airplane's energy state, and
• The flight path.

This creates expectations about future airplane state to detect deviations in order to take
timely corrective actions.

Active monitoring is the responsibility of all crew members to ensure the airplane
state is understood, and correct for the situation.
Review of new performance indicators for monitoring

Competency Performance Indicators

− Follows SOP's unless a higher degree of safety dictates

otherwise
− Identifies and applies all operating instructions in a timely
manner
− Correctly uses aircraft systems, controls and instruments
Application of Procedures − Safely manages the aircraft to achieve effective and efficient
operation, concerning fuel, environment, passenger comfort
and punctuality
− Monitors aircraft systems status according to published
operating instructions
− Identifies the source of operating instructions
Review of new performance indicators for monitoring

Competency Performance Indicators

− Knows what, how, where, when, how much and with whom
he or she needs to communicate
− Ensures the recipient is ready and able to receive the
information
− Conveys messages and information clearly, accurately,
timely and adequately
− Confirms that the recipient correctly understands important
information
− Listens actively, patiently and demonstrates understanding
Communication
when receiving information
− Asks relevant and effective questions, and offers
suggestions
− Uses appropriate escalation of communication to resolve
deviations identified by monitoring
− Uses appropriate body language, eye contact and tone, and
correctly interprets non-verbal communication of others
− Is receptive to other people's views and is willing to
compromise
Review of new performance indicators for monitoring

Competency Performance Indicators

− Controls the aircraft using automation with accuracy and

smoothness as appropriate to the situation
− Monitors and detects deviations from the desired aircraft
trajectory and takes appropriate action
− Contains the aircraft within the normal flight envelope
− Manages the flight path to achieve optimum operational
Flight Path Management,
performance
automation
− Maintains the desired flight path using automation whilst
monitoring and managing other tasks and distractions
− Selects the appropriate level and mode of automation in a
timely manner considering the phase of flight and workload
− Effectively monitors automation, including engagement,
transitions and reversions of automatic modes
Review of new performance indicators for monitoring

Competency Performance Indicators

− Controls the aircraft manually with accuracy and smoothness

as appropriate to the situation
− Monitors and detects deviations from the desired aircraft
trajectory and takes appropriate action
− Contains the aircraft within the normal flight envelope
− Controls the aircraft safely being aware of the relationship
between aircraft attitude, thrust and speed
Flight Path Management, − Manages the flight path to achieve optimum operational
manual control performance
− Maintains the desired flight path during manual flight whilst
monitoring and managing other tasks and distractions
− Selects appropriate level and mode of flight guidance
systems in a timely manner considering phase of flight and
workload
− Effectively monitors flight guidance, including engagement,
transitions and reversions of automatic modes
Review of new performance indicators for monitoring

Competency Performance Indicators

− Understands and agrees with the crew's roles and objectives

− Is approachable, enthusiastic, motivating and considerate of
others
− Uses initiative, gives direction and takes responsibility when
required
− Anticipates other crew members' needs and carries out
instructions when directed
− Is open and honest about thoughts, concerns and intentions
Leadership and Teamwork − Gives and receives both criticism and praise well, and
admits mistakes
− Confidently says and does what is important for safety
resolving deviations identified whilst monitoring using an
escalation of communication
− Demonstrates empathy, respect and tolerance for other
people
− Involves others in planning and allocates activities fairly and
appropriately to ability
Review of new performance indicators for monitoring

Competency Performance Indicators

− Identifies and verifies why things have gone wrong and does
not jump to conclusions or make uninformed assumptions
− Seeks accurate and adequate information from appropriate
sources
− Perseveres in working through a problem without reducing
Problem Solving safety
− Uses appropriate, agreed and timely decision-making
and processes
− Applies essential and desirable criteria and prioritizes
Decision Making − Considers as many options as practicable
− Makes decisions when needed, monitors execution of
decisions, reviews and adapt them if required
− Considers risks but does not take unnecessary risks
− Improvises appropriately when faced with unforeseen
circumstances to achieve the safest outcome
Review of new performance indicators for monitoring

Competency Performance Indicators

− Monitors the state of the aircraft and its systems

− Monitors where the aircraft is and its environment
− Keeps track of time and fuel
− Monitors the condition of people involved in the operation
including passengers
Situation Awareness
− Identifies threats to the safety of the aircraft and people, and
takes appropriate action
− Recognizes what is likely to happen, anticipates and stays
ahead of the situation
− Develops "what if" scenarios and plans for contingencies
Airplane Upset Prevention and
Recovery Training (UPRT)
Flight Control Laws - Summary

XFTDA2UPRTFCL01 – A330-A340 – JUL 2019

Practical Advices

Pay attention to the setting of your seat position and adjust your armrest carefully

Longitudinal control: G-load demand and automatic pitch trim provide longitudinal stability

Lateral control: Rate of roll demand, automatic turn coordination and Dutch roll damping
provide lateral stability

You only need to perform minor corrections on the sidestick when the aircraft deviates
from its intended flight path

When you sense an over control, you should release the sidestick

Aggressive and opposite flight control inputs must not be applied. Such inputs can lead to
loads higher than the limit, and can result in structural damage or failure.
Use of Rudder

The rudder should not be used:

• To induce roll
• To counter roll induced by any type of turbulence
• To complement the flight control laws for turn coordination and Dutch roll damping.

Rudder is used only during:

• Crosswind operations (takeoff roll, flare, landing roll)

• Asymmetric thrust (yaw moments compensations)
• Loss of both yaw damper systems (A320/A330/A340 only)
• Rudder trim runaway
• Landing with abnormal landing gear position
• Lack of roll efficiency in the case of severe damage.
Flight Control Laws - Summary

Normal Law Alternate Law

Direct Law
Flight Mode Flight Mode

G-load demand G-load demand

Direct law
Pitch with auto-trim and full with auto-trim and reduced
(no auto-trim)
envelope protections protections

ALT1: Same as Normal law

Roll rate demand Same as ALT2
Roll with protection ALT2: Direct law
without protection
ALT1: Same as Normal law
Electrical control
with automatic turn ALT2: Electrical control
Yaw coordination and yaw with no turn coordination in
Same as ALT2
oscillations damping clean configuration.
Dutch roll damping only
Abnormal attitude law

Due to extreme values in pitch, bank, angle of attack or speed

Abnormal Attitude Law After recovery

G-load demand G-load demand

without auto-trim with auto-trim
Pitch and without protections and without protections
(except g-load) (except g-load)

Direct law
Roll without protection

No turn coordination in clean configuration.

Yaw Dutch roll damping only
Airplane Upset Prevention and
Recovery Training (UPRT)
Sierra Pattern

XFTDA3UPRTPAT01 – JUL 2019

 END

Sierra Pattern
25¨ BANK
LEVEL OFF
FL100 ALTITUDE ø300 feet
CLIMB AT +1000 fpm

STRAIGHT
DESCENT -1000 fpm

ROLL OUT
FL120 HEADING ø15¨

STRAIGHT
FL110 LEVEL FL110

STRAIGHT
CLIMB +1000 fpm

AIRSPEED
250 kt -10 / +15 kt

FL100
25¨ BANK
DESCENT AT +1000 fpm

START

Aim: To develop and reinforce pure instrumental pitch, roll and thrust flying (no use of FPV)
• Reinforcement of instrument scanning, including E/WD,
• Reinforcement of spatial 3D orientation,
• Reminder of necessary anticipations when flying manually,
• Reinforcement of crew coordination when flying manually.

Objective: To perform a combination of climb, descent and turns by the sole use of pitch, roll
and thrust.
Sierra Pattern

FL110

STRAIGHT
CLIMB +1000 fpm

AIRSPEED
250 kt -10 / +15 kt

FL100

START
Sierra Pattern

25¨ BANK
CLIMB AT +1000 fpm

FL120 ROLL OUT

HEADING ø15¨

FL110

STRAIGHT
CLIMB +1000 fpm

AIRSPEED
250 kt -10 / +15 kt

FL100

START
Sierra Pattern

25¨ BANK
CLIMB AT +1000 fpm

FL120 ROLL OUT

HEADING ø15¨

FL110 STRAIGHT
FL110
LEVEL

STRAIGHT
CLIMB +1000 fpm

AIRSPEED
250 kt -10 / +15 kt

FL100
25¨ BANK
DESCENT AT +1000 fpm

START
Sierra Pattern
END

FL100 LEVEL OFF 25¨ BANK

CLIMB AT +1000 fpm
ALTITUDE ø300 feet

STRAIGHT
DESCENT -1000 fpm

FL120 ROLL OUT

HEADING ø15¨

FL110 STRAIGHT
FL110
LEVEL

STRAIGHT
CLIMB +1000 fpm

AIRSPEED
250 kt -10 / +15 kt

FL100
25¨ BANK
DESCENT AT +1000 fpm

START
Airplane Upset Prevention and
Recovery Training (UPRT)
Elements of Aerodynamics

XFTDA4UPRTAER01 – A330 – JUL 2019

The Angle of Attack
The Angle of Attack
The Angle of Attack
The Angle of Attack
The Angle of Attack
The Recommended Maximum Altitude
The Recommended Maximum Altitude

PROG
page

The recommended maximum altitude is continuously updated in flight and based on the
current gross weight and outside air temperature.

It provides the aircraft with a 0.3 g buffet margin, a minimum rate of climb at MAX CL thrust,
and level flight at MAX CRZ thrust.

It is limited to the maximum operating altitude (Flight envelope)

The Recommended Maximum Altitude

When flying at the maximum altitude, some margins are reaching their required minimum
in terms of:
• Thrust
• Airspeed
• Buffet threshold
• Angle of attack, and
• Bank angle, or any other maneuvers.

Any environmental factors such as icing conditions or turbulence could rapidly lead to a
slowdown, a buffet onset, a stall condition and, subsequently, a high altitude upset.

Any increase of outside air temperature during a flight at the maximum altitude shall
be monitored as the performances will be impacted.
Power-Drag Curve and
Airspeed Stability
Power-Drag Curve and Airspeed Stability

Drag / Thrust
Power-Drag Curve and Airspeed Stability

Drag / Thrust

(Green dot)
Power-Drag Curve and Airspeed Stability

Drag / Thrust

(Green dot)
Power-Drag Curve and Airspeed Stability

Drag / Thrust
A sudden airspeed increase (or
decrease) leads to a drag
increase (or decrease), helping
to return to the initial airspeed
Power-Drag Curve and Airspeed Stability
Normal flight, “Front side of the
Power-Drag curve”, or “First regime”

Drag / Thrust
A sudden airspeed increase (or
decrease) leads to a drag
increase (or decrease), helping
to return to the initial airspeed
Power-Drag Curve and Airspeed Stability

Drag / Thrust

A sudden airspeed decrease

(or increase) leads to a drag
increase (or decrease),
pushing the aircraft to
decelerate (accelerate) further
Power-Drag Curve and Airspeed Stability

Slow flight, “Backside of the Power-

Drag curve”, or “second regime”
Drag / Thrust

A sudden airspeed decrease

(or increase) leads to a drag
increase (or decrease),
pushing the aircraft to
decelerate (accelerate) further
Power-Drag Curve and Airspeed Stability

Slow flight, “Backside of the Power- Normal flight, “Front side of the
Drag curve”, or “second regime” Power-Drag curve”, or “First regime”
Drag / Thrust

(Green dot)
Maximum Design Maneuvering
Speed (VA)
Maximum Design Maneuvering Speed (VA)

Speed above which a single full deflection of any flight control surface should not be
attempted due to a risk of damage to the airplane structure.

This limitation only applies in alternate or direct flight control laws.

CAUTION Rapid and large reversal control inputs, with large changes in pitch, roll or yaw,
may result in loads higher than the limit and structural failures at any speed,
even below VA.
In the event of such rudder inputs, the rudder travel limiter does not prevent
structural damage or failure.
A330 - VA
Airplane Upset Prevention and
Recovery Training (UPRT)
Airplane Upset Recovery Techniques

XFTDA5UPRTTEC01 – OCT 2018

Upset Recovery Techniques - Reminder
Upset Recovery Techniques - Reminder

An airplane upset is an undesired airplane state characterized by unintentional divergences

from parameters normally experienced during operations. An upset condition exists any time
an airplane is diverging from what the pilots are intending it to do.
Upset Recovery Techniques - Reminder

An airplane upset is an undesired airplane state characterized by unintentional divergences

from parameters normally experienced during operations. An upset condition exists any time
an airplane is diverging from what the pilots are intending it to do.

The first upset recovery actions must be effective and timely. Only engaged - and therefore
situationally aware – pilot can effectively and timely recover from an upset.
Upset Recovery Techniques - Reminder

An airplane upset is an undesired airplane state characterized by unintentional divergences

from parameters normally experienced during operations. An upset condition exists any time
an airplane is diverging from what the pilots are intending it to do.

The first upset recovery actions must be effective and timely. Only engaged - and therefore
situationally aware – pilot can effectively and timely recover from an upset.

Actions to recover from an upset encompass the following basic activities:

1. Become situationally aware and analyze the situation (Recognition)
2. Arrest the flight path divergence and recover to a stabilized flight path (Recovery).

These activities must be part of every upset recovery.

Upset Recovery Techniques - Reminder

All upset recovery techniques assume the airplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.
Upset Recovery Techniques - Reminder

All upset recovery techniques assume the airplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.

The techniques represent a logical progression for recovering the airplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.
Upset Recovery Techniques - Reminder

All upset recovery techniques assume the airplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.

The techniques represent a logical progression for recovering the airplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.

The Primary Flight Display (PFD) is the primary reference for recovery.
Upset Recovery Techniques - Reminder

All upset recovery techniques assume the airplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.

The techniques represent a logical progression for recovering the airplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.

The Primary Flight Display (PFD) is the primary reference for recovery.

Exaggerated control inputs through reflex responses must be avoided. Control inputs to
counter a developing upset must be smooth, positive, and proportional to the amount and
rate of pitch, roll, or yaw experienced.
Upset Recovery Techniques - Reminder

All upset recovery techniques assume the airplane is NOT STALLED. When needed,
RECOVER FROM STALL FIRST.

The techniques represent a logical progression for recovering the airplane. They are not
necessarily procedural. The sequence of actions is for guidance only and represents a series
of options for the pilot to consider and to use depending on the situation. Not all actions may,
or should, be necessary once recovery is underway.

The Primary Flight Display (PFD) is the primary reference for recovery.

Exaggerated control inputs through reflex responses must be avoided. Control inputs to
counter a developing upset must be smooth, positive, and proportional to the amount and
rate of pitch, roll, or yaw experienced.

For more, refer to the FCTM (Procedures / Abnormal and Emergency Procedures /
Miscellaneous / Upset Prevention and Recovery)
Upset Recovery Techniques – Nose High
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR (1)
- Apply nose down pitch order (2)
- Adjust the thrust (3)
- Adjust the roll not to exceed 60 degrees (4)
- Recover the level flight (5)
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR (1)
- Apply nose down pitch order (2)
- Adjust the thrust (3)
- Adjust the roll not to exceed 60 degrees (4)
- Recover the level flight (5)
Upset Recovery Techniques – Nose High

Troubleshooting the cause of the upset is secondary to initiating the

recovery. However, the pilot still must recognize and confirm the situation
before a recovery can be initiated. This means:

• Assess the energy: Energy state and energy rate of change

CM1 CM2
• Confirm the airplane attitude: Pitch and bank angles

• Communicate with the other crew members and say the intentions.
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR (1)
- Apply nose down pitch order (2)
- Adjust the thrust (3)
- Adjust the roll not to exceed 60 degrees (4)
- Recover the level flight (5)
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
?
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.

CG

Pitch up moment of underwing mounted engines

Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

60 degrees
maximum
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose High
Upset Recovery Techniques – Nose High

Nose High Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Apply nose down pitch order
- Adjust the thrust
- Adjust the roll not to exceed 60 degrees
- Recover the level flight
Upset Recovery Techniques – Nose Low
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Troubleshooting the cause of the upset is secondary to initiating the

recovery. However, the pilot still must recognize and confirm the situation
before a recovery can be initiated. This means:

• Assess the energy: Energy state and energy rate of change

CM1 CM2
• Confirm the airplane attitude: Pitch and bank angles

• Communicate with the other crew members and say the intentions.
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Note: Excessive use of pitch trim may make the upset situation worse or may
result in high structural loads.
?
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

This counter-intuitive action is just a reminder

as you must always recover from stall first.
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

R or L?

The bank angle indicator will show you

the shortest direction to wings level.
Here to the RHS.
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

and/or
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Upset Recovery Techniques – Nose Low
Upset Recovery Techniques – Nose Low

Nose Low Actions

- Recognize and confirm the situation
- Takeover and disconnect AP and A/THR
- Recover from stall if required
- Adjust the roll in the shortest direction to wings level
- Adjust the thrust and the drag
- Recover the level flight
Airplane Upset Prevention and
Recovery Training (UPRT)
Extreme Attitude Training

XFTDA6UPRTATT01 – OCT 2018

Extreme Attitude Training

Aim:
• To reinforce 3D mental picture in order to recognize and confirm developed upset
situations.
Extreme Attitude Training

Objectives:
• To observe PFD’s displayed during 2 seconds (Altitude between FL100 and FL180)
• To recognize stall conditions, if any
• To assess the aeroplane energy state and energy rate of change
• To confirm the aeroplane attitude: Pitch and bank angles
• To verbalize the situation
• To determine actions to be performed for an effective recovery.
Extreme Attitude Training

Click when ready...

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Nose Low Actions

- Adjust the thrust and the drag, if necessary
- Recover the level flight

Click for next…

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Nose High Actions

- Apply nose down pitch order
- Adjust the thrust
- If all normal pitch control techniques are
unsuccessful, adjust the roll not to exceed 60º
- Recover the level flight

Click for next…

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Nose Low Actions (V/S is negative)

- Adjust the roll to the right to wings level
- Adjust the thrust, if necessary
- Recover the level flight

Click for next…

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Nose Low Actions

- Roll to the left to wings level
- Adjust the thrust and/or the drag, if necessary
- Recover the level flight avoiding excessive
g-loading

Click for next…

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Nose High Actions

- Apply nose down pitch order
- Adjust the thrust
- Reduce the roll not to exceed 60º
- Recover the level flight

Click for next…

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Nose Low Actions

- Roll to the right to wings level
- Adjust the thrust and the drag
- Recover the level flight avoiding excessive
g-loading

Click for next…

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Stall recovery
- Apply nose down pitch order (reduce the AOA
and unload)
In the case of lack of pitch down authority, reducing
thrust may be necessary
- Simultaneously, bank to left to wings level
When out of stall:
Apply the appropriate upset recovery technique

Click for next…

Extreme Attitude
Extreme Attitude

Any stall?
Energy state and rate of change?
Aeroplane attitude: pitch and bank?
Which actions for Nose High or Nose Low?

Click to review…
Extreme Attitude

Stall recovery
- Apply nose down pitch order (reduce the AOA)
- Simultaneously, bank to the right to wings level
When out of stall:
- Increase the thrust smoothly as needed
- Check speed brakes retracted
- Recover smoothly the level flight avoiding a
stall due to premature recovery at low speed
- Select FLAPS 1, if speed is still lower than
VFE Next
 CLICK TO EDIT MASTER TITLE STYLE
WINDSHEAR
MEMORY ITEM

Symptoms i

TAKEOFF APPROACH/ LANDING

PREDICTIVE REACTIVE PREDICTIVE REACTIVE
WINDSHEAR WINDSHEAR WINDSHEAR WINDSHEAR

PROC PROC PROC PROC

i i

A320/A330 XFTDN3WINDSHR01 – JUL 2019

 CLICK TO EDIT MASTER TITLE STYLE
WINDSHEAR SYMPTOMS BACK
 PFD:  ND:
• Speed Trend, unusual A/THR activity, • Ground Speed,
• Speed margin to VLS, • Wind Direction / Velocity.
• FPV,
• V/S excursions,
• Heading variations,
• Pitch attitude,
• Glide slope deviation.

ILS 33R
 CREDICTIVE
P LICK TO EDIT MASTER TITLE
WINDSHEAR STYLE
AT TAKEOFF BACK

PF PM
“ MONITOR RADAR DISPLAY ”
or
“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”

Before takeoff roll:

TAKEOFF……........…………...………........…….…..DELAY
MOST FAVORABLE RWY…………………..………SELECT
TOGA THRUST for T.O…………………………….SELECT

During the takeoff roll:

TAKEOFF……........…………...……….....…….…..REJECT
If “ MONITOR RADAR DISPLAY ” is displayed during takeoff roll, it is the decision of the Captain to:
- Continue with the takeoff, or
- Reject the takeoff

When airborne:
THR LEVERS..…………...………....…….……………TOGA
AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..………………………..FOLLOW
CREDICTIVE
P LICK TO EDIT MASTER TITLE
WINDSHEAR STYLE
AT TAKEOFF

BACK
WINDSHEAR ALERT ZONES

Alerts available from ground up to 1200ft:

ADVISORY ALERT AREA

i

CAUTION ALERT AREA

i

WARNING ALERT AREA

i
CREDICTIVE
P LICK TO EDIT MASTER TITLE
WINDSHEAR STYLE
AT TAKEOFF
ADVISORY ALERTS BACK

 No message on the PFD,

 No aural alert,
 Only the windhsear icon is displayed on the ND.

PWS SCAN
P
CREDICTIVE
LICK TO EDIT MASTER TITLE
WINDSHEAR
CAUTION ALERTS
AT TAKEOFF
STYLE
BACK

“ MONITOR RADAR DISPLAY ”

ILS 33R

PWS SCAN
CREDICTIVE
P LICK TO EDIT MASTER TITLE
WINDSHEAR STYLE
AT TAKEOFF
BACK
WARNING ALERTS

“ WINDSHEAR AHEAD,
WINDSHEAR AHEAD ”
 PCLICK TO EDIT
REDICTIVE MASTER IN
WINDSHEAR TITLE STYLE
APPROACH
BACK

For ADVISORY and CAUTION alerts refer to predictive windshear at takeoff.

WARNING ALERTS

“ GO AROUND,
WINDSHEAR AHEAD ”

ILS 33R
 CRLICK TO EDIT
EACTIVE MASTER AT
WINDSHEAR TITLE STYLE
TAKEOFF BACK

PF PM
A red flag “ WINDSHEAR” is displayed on each PFD associated with
an aural synthetic voice “ WINDSHEAR ” repeated three times.

“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”

Below V1 with significant airspeed variations:

“ STOP”
TAKEOFF……........…………...……….....…….…..REJECT
After V1:
“ WINDSHEAR TOGA”
THR LEVERS..…………...………....…….……………TOGA
REACHING VR……………………………………….ROTATE
SRS ORDERS……………..………………………..FOLLOW

 DO NOT CHANGE CONFIRGURATION (SLATS/FLAPS, GEAR) UNTIL

OUT OF WINDSHEAR.

 CLOSELY MONITOR FLIGHT PATH AND SPEED.

 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.

 P
CREDICTIVE WINDSHEAR
LICK TO EDIT MASTERWHEN STYLE,
AIRBORNE
TITLE BACK
INITIAL CLIMB
PF PM

“ WINDSHEAR AHEAD, WINDSHEAR AHEAD ”

THR LEVERS TOGA…...…….......…….SET OR CONFIRM

AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..………….……………..FOLLOW
 CP
LICK TO EDIT
REDICTIVE MASTERINTITLE
WINDSHEAR STYLE
APPROACH BACK

PF PM

“MONITOR RADAR DISPLAY” or windshear suspected

APPROACH…………………………..…………….…..DELAY
DIVERSION………………………………………..CONSIDER
However, if the flight crew decide to perform the approach
CONF 3 LDG…………...…….............................CONSIDER
VAPP increase (max 15 KTS)……….......….....CONSIDER

The flight crew may increase VAPP displayed on MCDU PERF page.
The use of managed speed is recommended to take advantage of ground speed mini function.

“GO AROUND WINDSHEAR AHEAD”

GO AROUND…………...…….....................…….PERFORM
AP (if engaged)…………………………………….KEEP ON
 CLICK TO EDIT
REACTIVE MASTERIN TITLE
WINDSHEAR STYLE
APPROACH BACK

PF PM

A red flag “ WINDSHEAR ” is displayed on each PFD associated with

an aural synthetic voice “ WINDSHEAR ” repeated three times.

“ WINDSHEAR, WINDSHEAR, WINDSHEAR ”

THR LEVERS TOGA…...…….......…….SET OR CONFIRM

AP (if engaged)…………………………………….KEEP ON
SRS ORDERS……………..…………….…………..FOLLOW

 DO NOT CHANGE CONFIRGURATION (SLATS/FLAPS, GEAR) UNTIL

OUT OF WINDSHEAR.

 CLOSELY MONITOR FLIGHT PATH AND SPEED.

 RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.