A320 RESUME

FCOM – NORMAL PROCEDURES – STANDARD OPERATING PROCEDURES

Golden Rules :
1. Fly, Navigate and Communicate
2. Use the appropriate level of automation at all times
3. Understand the FMA at all times
4. Take action if things do not go as expected

REJECTED TAKEOFF
If the CO-PILOT is flying as PF, he maye ven callout a failure but only
the Captain may call STOP and perform the RTO actions. As son as the
captain calls STOP, the Co-pilot becomes the PM

OPTIMUM FLIGHT LEVEL

As a general rule, an altitude that is 4.000 ft below the optimum
produces a significant penalty (approximately 5% of fuel)
Flight 8.000 ft below the optimum altitude produces a penalty of more
than 10% againts trip fuel
The usual contigency allowance is 5%

EMERGENCY EQUIPMENT
- Life jackets stowed
- Axe stowed
- Smoke hoods
- Portable fire extinguisher
- Smoke goggles stowed
- Oxygen masks stowed
- Flashlights stowed
- Escape ropes stowed

Do not pressurize the hydraulic systems until clearance is obtained from

ground personnel

- If the aircraft has not been electrically supplied for 6 h or more,

perform the following check :
- BAT 1 AND 2 pb ….CHECK OFF
- BAT 1 AND 2 VOLTAGE… CHECK ABOVE 25.5 V : Battery voltage
above 25.5 V ensures a charge above 50%
A320 RESUME
- If the battery voltage is at or below 25.5 V
- A charging cycle of about 20 min is required

APU START
The APU start should be delayed until 5 minutes prior to the estimated time
of departure or when doors close, whichever occurs first. The APU may be
started earlier in the following conditions :
- When no external power units is available
- When theres no ACU available and the coockpit/cabin temperature
is at or above 26º C or at or below 17º C

APU MASTER ….ON : Wait at least 3 s before selecting APU START pb

PREFERENTIAL SETTING FOR TAKEOFF

- Uses CONF 1+F configuration always first for the actual conditions
- Use CONF 2 in case the ATOW ( ACTUAL TAKEOFF WEIGHT ) is
greater tan calculated MTOW ( MAXIMUM TAKEOFF WEIGHT )
- Use CONF 3 if the ATOW is still greater tan calculated MTOW

FOR A320 FLEET

- CG = 27% Select Basic
- CG greater than 27% Select Extended forward

FULL RANGE TEMPERATURE : 24º C +- 6º C

RCL pb …….. PRESS 3 S : This action recalls all the warnings that the flight
crew cleared or cancelled during the last flight

The volumen of the hydraulic fluid in the reservoirs may change with outside
Air temperature. As a result the reservoir fluid level that appears on the HYD
SD page may be outside of the normal range.

When one brake temperature is above 500º C, avoid applying the parking
brake, unless operationally necessary

Never use rain repellent to wash the windshield and never use i ton a dry
windshield
A320 RESUME
GEAR PINS AND COVERS : Check that three are on board and stowed

The parking brake must be set ON during the exterior walkaraound, in order
to enable the flight crew to check brake wear indicators

CVR TEST :
- Loudspeakers volumen knob : OFF both sides
- ACP INT/RAD sw ( CAPT AND F/O ) : SET to INT
- INTERPHONE VOLUME RECEPTION KNOB : RELEASE : Turn down the
volume to the mínimum
- CVR TEST pb : PRESS AND MAINTAIN : The CVR test is successful
when an audio test signa lis Heard throught the loudspeakers .

ADIRS
If OAT is above 30º C and flaps lever is in 1 position: Select flap lever to 0
position to retract the slats and flaps, then perform the ADIRS alignment
procedure. After that flaps lever should be selected to 1 position to extend
the slats and flaps again. This action prevents damage to the rudder travel
limit unit mechanical stop due to an unnecessary return to low speed funtion
activation.

A complete IRS aligment must be performed in the following cases :

- Before the firts flight of the day
- When there is a crew change
- When the GPS is not available an the NAVAIDS coverage is por on
the expected route
- When the GPS is not available an the expected flight time is more
than 3 h

A fats IRS aligment must be performed if a complete IRS alignment is not

necessary and the difference between the IRS position an the FMGC position
is at or above 5 NM
To perform an alignment, the aircraft must be stopped on gorund. Any
aircraft movement will automatically restart the IRS alignment
A320 RESUME
AIR COND
The single pack on ground should be used as a normal procedure and must
be discontinued in the following conditions :
- If the airport is at 9.200 ft or higher
- If the cabin temperature is 17º C or below
- If the cabin temperature is 26º C or above
- If operational needs or weather conditions require so

PACK FLOW SELECTOR

LO : If the number of passengers is up to 144
HI : For abnormally hot and humid conditions
NORM : For all other normal operating cases
If the APU is supplying, pack controllers select HI flow automatically,
independent of the selector position

ELEC
BAT 1 and BAT 2 pb sw ….. OFF then ON
This action initiates a charging cycle of the batteries
10 s after setting all BAT pb sw ON, check on the ELEC SD page that the
current charge of the battery is below 60 A, and is decreasing

FUEL
If the center tank is less than 200 kg for the flight :
Apply the following procedure
FUEL MODE SEL pb-sw……..MAN
CTR TK PUMP 1 AND CTR TK PUMP 2 ……OFF

ATC SYS 1 : For RVSM operations, Select SYS 1 if AP 1 is used and SYS 2 if AP 2
is used

TAKEOFF DATA INSERTION

If a noise abatement departure procedure is in effect, the pilot must adjust
the values according to the local regulations. If the ACC altitude i not
specified, it must be of 3.000 ft AFE and the mínimum THR RED altitude, if
not specified must be 800 ft AFE
A320 RESUME
EFIS CONTROL PANEL
THE MAXIMUM DIFFERENCE IS :
+- 20 FT BETWEEN PFDs
+- 100 FT BETWEEN ISIS AND PFDs
+- 300 FT BETWEEN MECHANICAL STANDBY ALTIMETER AND PFDs

SET THE LOUDSPEAKER KNOB AROUND THE 1 O’CLOCK POSITION

ADIRS
On the POSITION MONITOR page, check that the IRS are in NAV mode and
check the distance between each IRS and the FMS position is lower than 5
nm

FUEL ON BOARD ( FOB )

Abnormal discrepancy
Up to 6 tons = 400 kg
Between 6 tons and 12 tons = 500 kg
More than 12 tons = 600 kg

Disconnection of the external power with the EXT PWR pb-sw ON may
cause injury to the ground engineer. Request disconnection of the external
power only with the EXT PWR pb-sw AVAIL

THE ONE ENGINE TAXI OUT PROCEDURE may be considered as the standard
operating procedure when taxiing out the aircraft. It must be disconsidered if
any of the following situations apply :
- The aircraft has been dispatched with MEL ítems tha affect
operational procedures
- Slippery taxiways
- Uphill slopes
- Low visibility conditions
- Conditions require the use of Anti-Ice
- APU is not working
- A short taxi time expected
- The captain considers the procedure will have and impact on the
flight safety or workload will increase too much during taxi
A320 RESUME
WINDOWS AND DOORS
The response CLOSED of the normal checklist means that the Windows and
doors are fully closed and the slides are armed

Engines will start, regardless of the thrust lever position; thrust will rapidly
increase to the corresponding thrust lever position, causing a hazardous
situation, if thrust levers are not at IDLE

ONE ENGINE TAXI PROCEDURE

Keep the APU running and swicth the APU BLEED to OFF. The APU generator
provides power to the engine fire extinguisher

MSN : 4839 – 6183, 6364 – 7119, 7128 – 7379

AUTOMATIC ENGINE START
If, during the engine start, the ground crew reports a fuel leak from the
engine drain mast, run the engine at idle for 5 min, if leak disappears during
these 5 min, the aircraft can be dispatched without maintenance action. If
the leak is still present after 5 min, shut down the engine and request the
maintenance personnel to investigate the leakage source

If taxing with both engines is intended, engine 2 is usually started first. It

powers the yellow hydraulic system, that pressurizes the parking brake

- Do not set the ENG MASTER 2 LEVER to ON before al lamber crosses

and messages have disappeared on the engine parameters
- In case the electrical power supply is interrupted during the start
sequence (indicated by the loss of ECAM DUs) abort the start by
setting to OFF the ENG MASTER 2 LEVER. Then perform a 30 s dry
crank
A320 RESUME
N2 INCREASES = Corresponding start valve in line
Bleed pressure indication Green
Oil pressure increases
AT 16% N2 = indication of the active igniter (A or B )
AT 22% N2 = FF Increases, 15 s after fuel i son = EGT increases, N1
increases
AT 50% N2 = Start valve starts closing (It is fully closed between 50% and
56% N2)
IGNITER indication OFF.

ENG MODE
After a shutdown period greater than 2 h, to avoid termal shock, the pilot
should opérate engine at idle or near idle for at least 5 min before advancing
the thrust lever to high power. Taxi time at idle may be included in the warm-
up period
The last engine started must run for at least 2 min before takeoff initiation,
to ensure that takeoff is not initiated before the center tank pumps test is
finished, since takeoff on center tank is prohibited.

IF TAXING IN ICING CONDITIONS WITH RAIN, SLUSH OR SNOW : Mantain

the flaps retracted until the aircraft reaches the holding point of the takeoff
runway. This action prevents contamination of the slats/flaps mechanism

When the engines have started, the PF sets the ENG MODE selector to
NORM to permit normal pack operation.

TAXI
When the aircraft is stopped on ground, lights must be turned off ( NOSE,
RWY TURN)
The PF may ask the PM to set the exterior lights

FOR ENG 2 START AND WHEN TAXIING IN A STRAIGHT LINE :

- During the engine start, a slight jerk forwad may occur if the brakes
are applied while the aircraft is moving
- Mantain taxi in a straight line during at least 5 s after the selection
of the ENG 2 master leter to ON, In order to ensure the PTU auto-
test is completed
A320 RESUME
- The yellow electric pump must be set to OFF to enable PTU
automatic test during engine 2 start

When a short taxiing time is expected and/or in low visibility conditions,

the flight controls check must be done before taxi roll with the aircraft
stopped on ground

RADAR : To check the radar and the departure path, set the multiscan sw to
MAN. The flight crew can then set the radar to the AUTO position
Gain must be manually set to +4, when MULTISCAN selector is set to AUTO
and when flying below FL 200

BRAKE FANS
- If brake temperature is above 150º C, delay takeoff
- If brake temperature is below 150º C, select brake fans OFF

EXTERIOR LIGHTS
Set the LAND LIGHTS sw to ON when entering the runway and takeoff
clearence is received.

Select IGN START, if heavy rain or severe turbulenceis expected after

takeoff

Continous ignition is automatically selected if the ENG 1 ANTI-ICE and ENG2

ANTI-ICE are ON

Select IGN AIF :

- The runway has standing wáter
- Heavy rain is falling
- Heavy rain or severe turbulence is expected after takeoff

TAKEOFF
Selecting packs OFF will reduce takeoff EGT, and thus reduce maintenance
costs.
The uses of flex thrust may reduce maintenance costos. The effect is
particularly significant with the first degrees of FLEX
Use of APU bleed is not authorized, if wing anti-ice is to be used
A320 RESUME

If the crosswind is at or below 20KT and there is no tailwind

To counter the nose-up effect of setting engine takeoff thrust, apply half
forward sidestick until the airspeed reaches 80 kt. Reléase the sidestick
gradually to reach neutral at 100 kt

In case of tailwind, ori f crosswind is greater than 20 kt

The PF increases thrust progressively to reach takeoff thrust by 40 kt ground
speed, while maintaining sidestick full forward up to 80 kt. Reléase the
sidestick gradually to reach neutral at 100 kt.

BELOW 80 KT
Check that the actual EPR of the individual engines has reached the EPR
rating limit, before the aircraft reaches 80 kt. Check EGT

ONE HUNDRED KNOTS

- The PF crosscheck and confirms the speed indicated on the PFD
- Below 100 kt captain may decide to abort the takeoff, depending on
the circumstances
- Above 100 kt, rejecting the takeoff is a more serious matter

AT VR
- At VR, initiate the rotation to achieve a continuous rotation with a
rate of about 3º/s, towards a pitch altitude 15 º ( 12.5º one engine
is failed )
- After lift-off, follow the SRS pitch command bar

If a tailstrike occurs, avoid flying at an altitude requiring a pressurized

cabin, and return to the originating airport for damage assessment

Above 100 ft AGL, AP 1 or 2 may be engaged

Select PACK 1 ON after CLB thrust reduction

Select PACK 2, at least 10 s after PACK 1 is selected on, for passenger
comfort
A320 RESUME
ENG ANTI-ICE pb-sw
Engine anti-ice must be set to ON when icing conditions exits or are
anticipated, expect during climb and cruise when the SAT is below -40 º C

The displayed MAX REC FL gives the aircraft at least a 0.3 g buffet margin.
The pilot may enter a cruise flight level above this level into the MCDU and
the FMGS will accept it, provided that it does not exceed the level at which
the margin is reduced to 0.2 g

SEAT BELTS
The SEAT BELTS sign is a Captain responsability. The PM must switch the
SEAT BELTS sw to OFF only after Captain confirmation

CLIMB
If ATC requires a rapid climb throught a particular level
Push the EXP p bon the FCU
The target speed is now Green dot speed

CRUISE
Periodically review system display pages and, in particular :
- ENG : Oil pressure and temperature
- BLEED : BLEED Parameters
- ELEC : parameters, GEN loads
- HYD : A slight drecease in quantity is normal, Fluid contraction
during cold soak can be expected, Green system is lower than on
ground, following landing gear retraction.
- FUEL : Fuel distribution
- COND : Duct temperature, compared with zone temperature, avoid
large differences for passenger comfort
- FLT CTL : Note any unusual control Surface position
- DOOR : Oxygen pressure

When overflying a waypoint

Check track and distance to the next waypoint

When overflying the waypoint, or at least every 30 min

Check FUEL : check FOB (ECAM) and fuel prediction FMGC, and compare with
the computer flight plan or the in-cruise quick-check table
A320 RESUME
Check that the sum of the fuel on board and the fuel used is consistent with
the fuel on board at departure. If the sum is unusually greater than the fuel
on board at departure, suspect a fuel quantity over read. If the sum is
unusually smaller than the fuel on board at departure, ori f it decreases,
suspect a fuel leak
NAV ACCURACY
On aircraft equipped with GPS primary, no navigation accurancy check is
required, as long as GPS PRIMARY is available
- If there is a significant mismach between the display and the real
position : Disengage MANAGED NAV mode and use raw data
navigation (possibly switching to ROSE VOR, so as not to be mised
by FM data)

CRUISE BRIEFING
The cruise briefing may be done Reading the standard operating procedure
or perfrmed by memory
For flights with less than 15 minutes of cruise phase, cruise briefing should be
shortened taking in to account point 3 = EN ROUTE DIVERSION AIRPORTS
(Adequate diversión airports, Check meteorological conditions at diversión
airports, Diversion airports and NOTAMs)

HEADSETS
The crewmembers must use the headsets from the engine start procedure
until the end of the climb phase and from the beginning of descent phase
until the end of the parking procedure
The loudspeakers will be used as a communication backup and the volumen
may be adjusted as describe don cockpit preparation ( 1 o’clock position )

SHOULDER HARNESS
The crewmembers must use the shoulder harness before pushback until
10.000 FT AFE and since top of descent until engine shutdown with seat belts
signs OFF

DESCENT PREPARATION
Descent preparation and approach briefing must be completed before top of
descent
A320 RESUME
For flights with less than 15 minutes of cruise phase, the approach briefing
must be completed before crossing 10.000 ft AFE

If a TOO STEEP PATH message is displayed afte the FDP, do not use FINAL
APP guidance for approach

For any Non precisión Approach the minima (MDA) must be added by 50 ft
(Derived Decision Altitude = MDA + 50 ft )

CONF FULL in the normal landing configuration. CONF 3 should be

considered, depending on the available runway lenght and go-around
performance. Or if windshear/severe turbulence is considered posible during
approach

PREFERENTIAL SETTING FOR LANDING

SETTING RWY REVERSES FLAPS AUTOBRAKE

CONDITION
A DRY ONLY IDLE CONF 3 LO
B DRY ONLY IDLE CONF 3 MED
C DRY ONLY IDLE CONF FULL MED
D ALL MAX CONF FULL MED

CONF 3 MUST NOT BE USED IF ONE OR MORE OF THE FOLLOWING

CONDITIONS APPLY :
- The glide slope path angle is equal or greater than 3.5º
- Margin of inflight landing distance (FLD ) is less than 15%
- The landing runway is not dry
- A low visibility procedure is in effect ( below CAT I minimums )
- The forecast tailwind at landing is greater than 10 kt
- The landing runway has a low coeffcient of friction ( COF )
COEFFCIENT MINIMUM OF 0.3 COF.
- FOR ANY OTHER OPERATIONAL REASON, CONF FULL MAY BE USED
A320 RESUME

REV IDLE Is desired reverse thrust configuration to be used in normal

operations. REV MAX must be used if one or more of the following
conditions apply :
- Margin of inflight landing distance ( IFLD ) is less than 15%
- The landing runway is not dry
- A low visibility procedure is in effect CAT II / CAT III
- The landing runway has a low coeffcient of friction

In case margin is less than 15% with the best stop performance setting,
additional restrictions must be followed :
- Captains operations or captain under training according to
instructor criteria
- Máximum crosswind of 10 kt
- Máximum tailwind of 10 kt or until reach 0% of margin, whichever
comes first
- Auto land operation is not allowed
- Operation with heavy rain, contaminated runway or runway
slippery when wet (MEDIUM) not allowed
- Nigth operation is not allowed if at least one approach vertical
guidance such as PAPI, VASI and ILS or RNAV procedure is not
available
- Additional restrictions published by the Company

In addition, the flight crew must select REV MAX if any of the following
occurs at any time during the landing
- An emergency
- The deceleration is not as expected
- A failure affects the landing performance
- A long flare or a long touchdown
- An unexpected tailwind
A320 RESUME
When landing in FLAPS 3 configuration, the GPWS LDG FLAP 3 pb-sw should
be set to ON

AUTO BRK : use of MAX mode is not recommended at landing

ENGINE ANTI-ICE
ENGINE ANTI-ICE must be set to ON before and during descent, even if the
SAT is below -40º C

ANTI ICE ON reduces the descent path angle (when the engines are at idle)
The pilot can compensate for this by increasing the descent speed, or by
extending up to half speedbrakes

DESCENT
The normal method of initiating the descent is to seles DES mode at the
FMGS calculated top of descent

If ATC requires an early descent

Use DES mode which will guide the aircraft down at a lower vertical speed in
order to converge on the required descent path
( The pilot mey use a V/S of – 1.000 ft/min )

DESCENT
EXPEDITE DESCENT
If a high rate of descent is required, push the EXPED pushbutton on the FCU.
The target speed for the descent now becomes M 0.8 or 340 kt

If speedbrakes are used above 315 kt/M.75 with the AP engaged, their rate
of retraction is low (total time for retraction from full extensión is
approximately 25 s )
In order to avoid overshooting the altitude, due to speedbrake retraction in
ALT mode retract the speedbrakes at least 2.000 ft before the selected
altitude

AT 10.000 FT AFE
Select CSTR on both sides
A320 RESUME
Press the ILS/LS pb if one of the following approaches is planned :
- ILS, GLS, MLS
- ILS G/S out, LOC only or LOC B/C
- Approach with the FLS function

APPROACH
The approach section provides the standard operating procedures for the
following approach types
- ILS, MLS, GLS approaches
- Conventional approaches : VOR, VOR-DME, NDB, NDB-DME
- Approaches base don a LOC signal without any G/S signal : LOC
ONLY, ILS G/S OUT, LOC B/C
- RNAV approaches including :
- RNAV (GNSS) approaches with LNAV minimum or LNAV/VNAV
minimum
- RNAV (RNP) approaches for which authorization is required (AR) if
capability installed

In relation to the names in the ICAO performance based navigation (PBN)

manual :
- RNP APCH operations corresponds to RNAV (GNSS) approaches
- RNP AR APCH operations corresponds to RNAV (RNP) approaches

According to ICAO, instrument approach procedures are classifed as follows

- Non-precision approach (NPA) PROCEDURE :
- An instrument approach procedure which utilizes lateral guidance
but does not utilize vertical guidance
- Approach procedure with vertical guidance (APV)
- An instrument approach base don a navigation syustem that is not
required to meet the precisión approach standards of ICAO annex
10 but provides course and glide path deviation information
(sometimes referred to as semi-precision) Baro-VNAV, LDA with
glide path, LNAV/VNAV and LPV are examples of APV approaches
- Precision approach (PA) procedure
- An instrument approach procedure using precisión lateral and
vertical guidance with minima as determined by the category of
operation
A320 RESUME
STABILIZATION CRITERIA
This stabilization criteria must be apploed in all kinds of approaches : LOC
G/S, FINAL APP, FPE GUIDANCE and VISUAL APPROACH
The objective i to be stabilized on the final descent path at VAPP in the
landing configuration, at 1.000 ft above elevation (AFE) in either instrumento
or visual conditions, after continuos deceleration on the glide slope
In order to be stabilized, all of the following conditions must be achieved
prior to, or upon reaching this stabilization height :
- The aircraft i son the correct lateral and vertical flight path (this may
be a straight or curved path, depending on the approach procedure
in use)
- The aircraft is in the desired landing configuration (as define don
the approach briefing)
- Engine thrust is properly set, usually above idle, in order to
maintain the target approach speed along the desired final
approach path
- IAS is between VApp and VApp + 20 kt (VApp = target speed on the
PFD)
- The descent rate does not exceed 1.000 ft/min
- Landing checklist completed (all ítems accomplished and checklist
read)
- There is no excessive flight parameter deviation

In case of all conditions above have been achieved, at 1.000 ft AFE the PM
will callout ONE THOUSAND, STABILIZED
Unless the flight crew estimates that only small corrections are necessary to
rectify minor deviations from stabilized conditions due, amongst others, to
external perturbations, if the aircraft is not stabilized on the approach path in
landing configuration at 1.000 ft AFE, or any altitude below 1.000 ft AFE the
flight crew must initiate a go-around
If go-around is necessary, the PM will callout ONE THOUSAND,
UNSTABILIZED GO AROUND and the PF will necessarily start the go-around
procedure

If the predicted tailwind at landing is greater than 10 kt, decelerated

approach is not permitted, and the aircraft speed should be stabilized at
around VREF + 5 kt in final
A320 RESUME

DECELERATED APPROACH
The decelerated approach with FD or AP/FD guidance is the standard flying
technique for ILS/MLS/GLS approaches and approaches using FLS or FINAL
APP guidance
EARLY STABILIZED APPROACH
Under certain circumstances, the flight crew may decide to reduce the speed
down to VAPP in the landing configuration at the final descent point in order
to obtain a valuable deceleration pseudo waypoint and to ensure a timely
deceleration, the flight crew should enter VAPP as speed constraint at the
final descent point
DISCONTINUED APPROACH
When the aircraft is below the FCU altitude, the flight crew must apply the
GO-AROUND procedure

APPROACH PHASE
If the aircraft is in HDG/TRK mode, approximately 15 nm from touchdown,
actívate and confirm APPROACH phase on the MCDU

FLIGHT PARAMETERS
The PF announces any FMA modification
The PM calls out if :
- The speed goes lower than the speed target -5 kt or greater than
the speed target + 10 kt
- The pitch altitude goes lower than -2.5 º or greater than + 10 º nose
up
- The bank angle becomes greater than 7 º
- The descent rate becomes greater than 1.000 ft/min

Recommended landing gear extensión altitude is 2.000 ft AFE. According to

the current weather conditions, speed and speed trend, landing gear
extensión should be anticipated or delayed until a mínimum altitude of
1.700 ft AFE

When operating to AFIS airports, TCAS inoperative or if requested by pilot

in comand due to safety reasons, land lights must be turne don at 10.000 ft
AFE
A320 RESUME