A320 INITIAL SUUMARY

PRELIMINARY COCKPIT PREPRATION:

NOTES:
• Battery voltage above 25.5 V ensures a charge above 50 %.
• Check on ELEC SD page, that the battery contactor is closed and the batteries are
charging.
• If the APU is started on batteries only, it should be started within 30 min after the
selection of batteries to AUTO (35 min after battery selection to AUTO, the battery
charge is less than 25 % of maximum capacity).
• Wait at least 3 s before selecting APU START pb-sw.
• The flight crew should keep ON the external power units to reduce the APU load,
particularly in hot weather conditions.
• Do not use APU BLEED, if the ground personnel confirms that a LP or HP ground
air unit is connected to the aircraft.
• To determine if an HP ground air unit is connected, the flight crew should also
check on the BLEED SD page, if there is pressure in the bleed air system.
• Check the emergency equipments as follows:
1. Life jackets stowed 2. Axe stowed 3. Smoke hoods or portable oxygen
equipment and full-face masks 4. stowed and serviceable 5. Portable fire
extinguisher lock wired and pressure in the green area 6. Smoke goggles
stowed (smoke hoods) 7. Oxygen masks stowed 8. Flashlights stowed 9.
Escape ropes stowed
• Check that three GEAR PINS and COVERS are on board and stowed.
COCKPIT PREPRATION
 A320 INITIAL SUUMARY

NOTES:
• For ADIRS alignment procedure refer to APPENDIX.
• FOR FMGS COMPLETE PREPRATION REFER TO APPENDIX.
• The volume 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 with no HYD RSVR LO
AIR PR or HYD RSVR LO LVL warning. If the fluid level is outside of the
normal range, contact maintenance to determine if service is required.
• In order to prevent an erroneous data initialization, wait at least 12 min after
power-up and then select the ADIRS to NAV. (EP-IEP & EP-IEQ)
• In order to perform CVR test, ensure that the PARK BRK is on.
• Leaving the EXIT selector or NO SMOKING selector or NO
PORTABLE/ELEC DEVICE selector ON prevents the emergency
batteries from charging.
• PACK FLOW :
LO : 319 PAX<138 320 PAX< 141 321 PAX<168
• 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.
• If the center tank is less than 200 kg (440 lb) for the flight:
* FUEL MODE SEL pb-sw......................................................MAN
* CTR TK PUMP 1 pb-sw and CTR TK PUMP 2 pb sw..................OFF
FOR EP-IFA CHECK FUEL MODE SEL PB AUTO
 A320 INITIAL SUUMARY

• The maximum altitude difference is:

±20 ft between both PFDs And depending on the aircraft configuration:
±100 ft between ISIS and PFDs, or ±300 ft between mechanical standby
altimeter and PFDs.

NOTES:
• When one brake temperature is above 500 °C, avoid applying the parking
brake, unless operationally necessary.
• ALTERNATE BRAKING SYSTEM: The purpose of this check is to verify,
before the first flight of the day, the efficiency of the alternate braking system
(absence of “spongy pedals”).
• With full pedal deflection, the pressure must be between 2000 and 2700 PSI.
• The parking brake must be set to ON during the exterior walkaround, in
order to enable the flight crew to check brake wear indicators.

• At electrical power-up, the FMGSs and FCU run, (3 min) for tests’
completion, and do not start to press pushbuttons until the tests are over
 A320 INITIAL SUUMARY

• The maximum altitude difference is:

±20 ft between both PFDs And depending on the aircraft configuration:
±100 ft between ISIS and PFDs, or ±300 ft between mechanical standby
altimeter and PFDs.
• Do not engage the autothrust on ground, as it may generate the AUTO FLT
A/THR OFF warning at engine start.
• Before pushback and strat, check that the distance between each IRS and the
FMS position is lower than 5 NM then take-off briefing will be initiated.
 A320 INITIAL SUUMARY

BEFORE PUSHBACK OR START

NOTES:
• If the ECAM does not display the N WHEEL STEERG DISC memo, but the ground
crew confirms that the tow pin is in the towing position, the flight crew should not
start the engine during pushback. This is to avoid possible nose landing gear damage
upon green hydraulic pressurization.
• Do not use brakes during pushback, unless required due to an emergency.
• If during engine start with PARK BRK ON, the aircraft moves, immediately release
the PARKING BRK handle to restore pedals braking.
 A320 INITIAL SUUMARY

ENGINE START:

• At ISA sea level : N1 about 19.5 % N2 about 58.5 % EGT about 390 °C FF about 275
kg/h
• due to insufficient starter inlet air pressure, use the manual start procedure.
• 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 the 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.
• Both pack valves reopen with 30 s delay after the second engine N2 is above 50 %.
• ENG 2 is started first because it powers the Yellow hydraulic system, which
pressurizes the parking brake.
• DO NOT SET the ENG MASTER 2 lever to ON before all amber crosses and
messages have disappeared on the engine parameters, FADEC AUTO SELF
TEST.(upper ECAM display).
Ignition:
• The ignition comes on automatically when N2 reaches 16 % and cuts off automatically when N2
reaches 50 %
• During an automatic start, if the first attempt fails, the FADEC automatically initiates a new start
attempt with both igniters energized.
• During a manual start both igniters are supplied, when the ENG MASTER lever is ON
• Both igniters are cut off when N2 reaches approximately 50 %.
• In case of start attempt in flight, when the ENG MASTER lever is ON, both igniters are supplied.
Continues ignition:
• On the ground after the engine is started, because ignition cuts off automatically, the flight crew
must switch the ENG MODE selector to NORM then back to IGN/START to turn on continuous
ignition.
• for EP-IFA ENGINE ANTI ICE
WON’T START CONT IGNITION.
• In case of inadvertent engine
shutdown by cycling the Engine
Master lever to OFF then ON, in the
 A320 INITIAL SUUMARY

windmilling quick relight envelope, the FADEC will attempt automatically a relight regardless of
the rotary selector position.
START:
•The FADEC controls the start valve electrically and bleed pressure is required for opening the
start valve. If electrical control fails when the aircraft is on the ground, a handle allows the
start valve to be operated manually.
AUTOMATIC START:
PROTECTION
The FADEC:
- Detects a hot start, a hung start, a stall, a failed light up, a low start air pressure, a starter time
exceeded and a thrust lever not at idle
- Announces FAULT and identifies the fault in an ECAM message
- Runs an abort sequence if a start aborts on the ground, and :
• Closes the HP valve
• Closes the start valve
• Turns off ignition
• Ensures an automatic dry crank cycle after the abort sequence in order to remove the fuel vapors
• Controls any additional start attempts.
• After 30 s following ENG START/IGN selected, if the flight crew does not set the ENG MASTER
lever to ON, pack valves automatically open again.
• A PTU FAULT is triggered, if the last engine is started within 40 s following the end
of the cargo doors operation.
 A320 INITIAL SUUMARY

AFTER START:

NOTES:
• After start, to avoid thermal shock, the pilot should operate the engine at idle or near
idle for at least 2 min before advancing the thrust lever to high power.
• 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.
• On ground when wing anti-ice is switched on, the anti-ice valves open for about 30 s
for self-test sequence, then close as long as the aircraft is on ground.
• After the reset, the flight crew may observe an indication of up to 0.3 ° (L or R) in the
RUD TRIM position indication.
• If taxiing in icing conditions with rain, slush or snow, maintain the flaps retracted until
the aircraft reaches the holding point of the takeoff runway. This action prevents
contamination of the slats/flaps mechanism.
 A320 INITIAL SUUMARY

TAXI:

NOTES:
• 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.
• In the event that one or more tires is/are deflated on the main landing gear, the
maximum permitted steering angle will be limited by the aircraft speed. Therefore,
with one tire deflated, the aircraft speed is limited to 7 kt and nosewheel steering can
be used. With two tires deflated, the aircraft speed is limited to 3 kt and nosewheel
steering angle should be limited to 30 °.For turns of 90 ° or more, the aircraft speed
should be less than 10 kt.

• FOR 180 TURN Maintain a ground speed between 5 kt and 8 kt during the entire
maneuver.On wet or contaminated runway, it is recommended to maintain a speed of
5 kt during the entire maneuver.
 A320 INITIAL SUUMARY

BEFORE TAKE OFF

NOTES:
• If brake temperature is above 150 °C, delay takeoff.
• If brake temperature is below 150 °C, select brake fans off.
• Continuous ignition is automatically selected, if the ENG 1 ANTI ICE pb and ENG 2
ANTI ICE pb are ON.
• Select IGN, if:
‐ The runway has standing water, or
‐ Heavy rain is falling, or
‐ Heavy rain or severe turbulence is expected after takeoff.
• 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.
• Consider selecting packs OFF, or APU bleed ON.
This will improve performance when using TOGA thrust.
In case of a FLEX takeoff, selecting packs OFF or APU bleed ON will reduce takeoff
EGT, and thus reduce maintenance costs.
• Use of APU bleed is not authorized, if wing anti-ice is to be used.
 A320 INITIAL SUUMARY

TAKE OFF
NOTES:
• If the crosswind is at or below 20 kt 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. Release the sidestick gradually to reach
neutral at 100 kt.
• At any time during FLEX takeoff, the flight crew may set the thrust levers to TOGA.
• In case of tailwind, or if crosswind is greater than 20 kt:
The PF rapidly increases thrust to about 70 % N1 then progressively to reach takeoff
thrust by 40 kt ground speed, while maintaining sidestick full forward up to 80 kt.
Release the sidestick gradually to reach neutral at 100 kt.
• At 130 kt (wheel speed), the connection between nosewheel steering and the rudder
pedals is removed.
• If an ILS that corresponds to the departure runway is tuned, RWY mode appears. If
not, no lateral mode appears until the aircraft lifts off.
• BELOW 80 KT: Check that the actual N1 of the individual engines has reached the
N1 rating limit, before the aircraft reaches 80 kt. Check EGT.
• REACHING 100 KT:
-Below 100 kt the Captain may decide to abort the takeoff, depending on the
circumstances.
-Above 100 kt, rejecting the takeoff is a more serious matter.
• At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3 °/s,
towards a pitch attitude 15 ° (12.5 °, one engine is failed).
• In strong crosswind conditions, small lateral stick inputs may be used, if necessary, to
aim at maintaining wings level. Minimize lateral inputs on ground and during rotation
to avoid spoiler extension.
• If a tail strike occurs, avoid flying at an altitude requiring a pressurized cabin, and
return to the originating airport for damage assessment.
• Select PACK 1 on after CLB thrust reduction.
Select PACK 2, at least 10 s after PACK 1 is selected on, for passenger comfort.
• Selecting pack on before reducing takeoff thrust would result in an EGT increase.
• If packs are not switched on after the takeoff phase, an ECAM caution will be
triggered.
• For takeoff in CONF 1 + F, “F” speed does not appear.
• At heavy takeoff weight, the S speed on A321 may be higher than the MAX speed of
configuration 1 + F (225 kt). Continue to accelerate and on reaching 210 kt the
automatic flap retraction will occur and the MAX speed will move to 235 kt.
• Above 100 ft AGL and at least 5 seconds after lift-off AP can be engaged.
• If NAV is armed, NAV mode engages at 30 ft>>>>callout: “NAV”
• If NAV is not armed, RWY TRK mode engages>>>>Callout: “RWY TRK “
• Select IGN, if severe turbulence or heavy rain is encountered.
• Engine anti-ice must be set to ON when icing conditions exist or are anticipated,
except during climb and cruise when the SAT is below -40 °C
 A320 INITIAL SUUMARY

• With ENG ANTI ICE ON, the FADEC automatically selects continuous ignition. The
IGNITION memo appears on ECAM.
• If take-off is carried out at heavy weight, two protections may intervene:
1. THE AUTOMATIC RETRACTION SYSTEM: While in CONF 1+F and
IAS reaches 210 kt, the ARS is activated. The ARS automatically retracts flaps
to 0 °.As the aircraft accelerates above S speed, the flap lever can be selected to
0. If IAS decreases below VFE CONF1+F, the flaps will not extend back to
1+F.
2. THE ALPHA LOCK FUNCTION: prevent slat retraction at high AOA or low
speed at the moment the flap lever is moved from Flaps 1 to Flaps 0.
• Noise Abatement Procedures will not be conducted in conditions of significant
turbulence or windshear.

CLIMB/FL100

• PF MCDU should be showing the PERF CLB page (allowing PF to monitor when the
aircraft will reach the FCU selected altitude) but he may select other pages such as F-
PLN page as may be tactically necessary. PM MCDU should be showing the F-PLN
page (allowing him to enter any ATC long-term revisions to the lateral or vertical
flight plan).
 A320 INITIAL SUUMARY

• 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.
• EFIS Option:
The PF will select CSTR for grid MORA
The PM will select ARPT
• AT acceleration altitude, if green dot speed is higher than the managed target speed,
the AP/FD will guide the aircraft to green dot.
• The use of low values of V/S, e.g., less than 1 000 ft/min, may be appropriate for
small altitude changes as it makes the guidance smoother and needs less thrust
variation.
• The EXPED mode is used to climb with maximum vertical gradient i.e. the target
speed becomes green dot. Its use should be avoided above FL 250.
• The speed to achieve the maximum gradient of climb, i.e. to reach a given altitude in a
shortest distance, is green dot
• The speed to achieve the maximum rate of climb, i.e. to reach a given altitude in the
shortest time, lies between ECON climb speed and green dot. As there is no indication
of this speed on the PFD, a good rule of thumb is to use turbulence speed to achieve
maximum rate.
• Pilots should be aware that it is possible to select and fly a speed below green dot but
there would be no operational benefit in doing this.
• In some specific cases, the FMS Go-Around phase may be unduly activated.
the flight crew should do either of the following in order to activate the CLIMB phase:
‐ Insert a NEW DEST (different from the current DEST), or ‐ Select the ALTN
destination.
CRUISE
• A slight decrease in oil quantity is normal. during CRZ system check.
• Fluid contraction during cold soak can be expected.
• Green system is lower than on ground, following landing gear retraction.
• When overflying the waypoint, or at least every 30 min: ‐ Check FUEL.
• If the sum is unusually smaller than the fuel on board at departure, or if it decreases,
suspect a fuel leak.
• If the sum is unusually greater than the fuel on board at departure, suspect a fuel
quantity overread.
• The A320 Soft Altitude Mode and the A330 A/THR Soft Mode…
1. Minimize thrust variations,
2. Improve fuel economy, and
3. Improve passenger comfort.
• The SOFT ALTITUDE Mode corrects minor deviations from MACH target by
allowing an altitude range of +/- 50 ft.
• CI=0 corresponds to maximum range whereas the CI=999 corresponds to minimum
time.
 A320 INITIAL SUUMARY

• Continuous speed decay during cruise phase may be due to:

-A large and continuous increase in tailwind or decrease in headwind, in addition to an
increase in the Outside Air Temperature (OAT), that results in a decrease of the REC
MAX FL
- A large downdraft, when the flight crew flies (parallel and) downwind in a
mountainous area, due to orographic waves. The downdraft may have a negative
vertical speed of more than 500 ft/min. Therefore, if the aircraft is in a downdraft, the
flight crew must climb in order to maintain altitude, and the pitch angle and the thrust
value increase. Without sufficient thrust margin, the flight crew may notice that
aircraft speed decays, but the REC MAX FL is not modified.
• The flight crew must be aware that at high altitude, the thrust margin (difference
between the thrust in use and the maximum available thrust) is limited. The maximum
available thrust decreases when there is an increase in altitude and/or outside
temperature.
• The REC MAX FL indicated in the PROG page of the MCDU decreases when the
OAT increases. The nearer the aircraft is to the REC MAX FL, the smaller the thrust
margin.
• The optimum lift/drag speed is the G.D speed. The G.D speed uses the lowest quantity
of thrust necessary to maintain the required/desired altitude.
• If aircraft speed goes below GD speed, with the maximum available thrust in use, the
only way for the flight crew to avoid a dangerous increase in the angle of attack is to
descend.
• If aircraft speed goes below GD speed, with the maximum available thrust in use, the
only way for the flight crew to avoid a dangerous increase in the angle of attack is to
descend.
• Fuel freeze refers to the formation of wax crystals suspended in the fuel, which can
accumulate when fuel temperature is below the freeze point (-47 °C for jet A1) and
can prevent proper fuel feed to the engines. The rate of cooling of fuel can be expected
to be in the order of 3 °C per hour with a maximum of 12 °C per hour in the most
extreme conditions.
• If there is a STEP CLIMB in the F-PLN, the crew will ensure that the wind is properly
set at the first waypoint beyond the step (D on the following example) at both initial
FL and step FL.

•
 A320 INITIAL SUUMARY

DESCEND PREPRATION
• USE OF AUTOBRAKE
To avoid landing with unduly high autobrake settings, the FLD with autobrake may
exceed the LDA as long as all of the following conditions are satisfied:
‐ The RWYCC is 5 or 6
‐ The LD with basic autobrake is less than the LDA ‐ The FLD with maximum manual
braking is less than the LDA.
• If a TOO STEEP PATH message is displayed after the FDP, do not use FINAL
APP guidance for approach.
• In the case of strong or gusty crosswind above 20 kt, VAPP should be at least
VLS +5 kt; the 5 kt increment above VLS may be increased up to 15 kt at the
flight crew's discretion.
• Insert the average wind given by the ATC or ATIS. Do not insert the gust value.
During approach, the Ground Speed Mini function (managed speed mode) takes
into account the instantaneous gust.
 A320 INITIAL SUUMARY

• For more information, Refer to Ground Speed Mini Function.

• After the activation of the SEC F-PLN, check the VAPP, and modify if necessary.
• Always select the landing configuration on the PERF APPR page: CONF FULL in the
normal landing configuration. CONF 3 should be considered, depending on the
available runway length and go-around performance, or if windshear/severe
turbulence is considered possible during approach.
• Check TRANSITION ALTITUDE, THR RED ALT and ACC ALT, and modify, if
necessary.
• When the flight plan calls for an NDB approach, the system automatically tunes the
ADF, only when the aircraft is passing the first fix of the approach. Therefore, it is
convenient to manually tune the ADF earlier (before activating the approach phase).
• Use of MAX mode is not recommended at landing.
- On short or contaminated runways, use MED mode.
- On long runways, LO mode is recommended.
• If, on very long runways, the flight crew anticipates that braking will not be needed,
use of the autobrake is not necessary.
• If NAV ACCURACY is LOW, do not use TERR on ND.
• 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.
 A320 INITIAL SUUMARY

DESCENT

If the aircraft gets high on the computed descent path:

• ‐ The speed will increase towards the upper limit of the speed range, to keep the
aircraft on the path with IDLE thrust.
• ‐ If the speed reaches the upper limit, THR IDLE is maintained, but the autopilot does
not allow the speed to increase any more, thus the VDEV will slowly increase.
• ‐ A path intercept point, which assumes half speedbrake extension, will be displayed
on the ND descent track.
• ‐ If speed brakes are not extended, the intercept point will move forward. If it gets
close to an altitude-constrained waypoint, then a message "AIR BRAKES" or "MORE
DRAG", depending of the FMGS standard, will be displayed on the PFD and MCDU.

If the aircraft gets low on the computed descent path:

The speed will decrease towards the lower limit of the speed range with idle thrust.
When the lower speed limit is reached the A/THR will revert to SPEED/MACH mode and
apply thrust to maintain the descent path at this lower speed. The path intercept point will be
displayed on the ND, to indicate where the descent profile will be regained.

The default hold speed is the lowest of the following:

• ‐ Maximum Endurance speed

• ‐ ICAO limit holding speed
• ‐ Speed constraint (if any).
A320 INITIAL SUUMARY
 A320 INITIAL SUUMARY

• Beyond T/D, the PFD and the MCDU display either "DECELERATE" or "T/D
REACHED" message. This suggests to the crew that it starts reducing speed towards
green dot speed (with ATC permission). When cleared to descend, select DES mode
with managed speed active.
• PF MCDU ……. PROG/PERF DES. PM MCDU ……F-PLN.
• 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, whichever is lower.
• In DES mode: If the aircraft is on, or below, the flight path and the ATC requires a
higher rate of descent, do not use speed brakes because the rate of descent is dictated
by the planned flight path. Thus, the A/THR may increase thrust to compensate for the
increase in drag. In this case, use OPEN DES with speedbrakes.
• If speedbrakes are used above 315 kt/M .75, with the AP engaged, their rate of
retraction is low (total time for retraction from full extension is approximately 25 s).
• 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.
• For approaches using FINAL APP guidance:
The vertical guidance requires a precise baro setting. The maximum acceptable
discrepancy between altimeters is 100 ft.
 A320 INITIAL SUUMARY

DES/FL100

• Select IGN if the runway is covered with standing water, or if heavy rain or severe
turbulence is expected during approach or go-around area.
APPROACH
FOR APPROACH REFER TO FCTM AND FCOM
GO AROUND
• If TOGA thrust is not desired, set the thrust levers to TOGA detent then retard the
thrust levers as required. This enables to engage the GO-AROUND phase, with
associated AP/FD modes.The flight crew may use CL detent to have benefit of A/THR.
• If the thrust levers are not set briefly to TOGA detent :

‐ The FMS does not engage the GO-AROUND phase, and flying over, or close to the
airport will sequence the Destination waypoint in the F-PLN.

‐ When descending at minimum speed with AP and A/THR engaged, the speed may go
below VLS if APPR mode is deselected, and/or if OP CLB or V/S mode is engaged.

• For a go-around with no FD, thrust reduction and acceleration altitude should be the
same. The PF maintains 15 ° of pitch. The crew will not select the FD ON before the
acceleration altitude, since this would not activate the SRS mode.
 A320 INITIAL SUUMARY

• If not previously engaged, the FD automatically engages with the HDG/VS reference
on the FCU. For the go-around, the appropriate flight reference is the attitude, because
go-around is a dynamic maneuver.
• If the autopilot and both flight directors are off, the PF will maintain 15 ° of pitch.
•
• If thrust levers are set to CL detent at thrust reduction altitude, a thrust reduction may
occur, if the current speed is above the speed target (Refer to PRO-NOR-SRP-01-80
Monitoring the Go-Around).
• Do not initiate a go-around after the selection of the thrust reversers.
• 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.
• if the aircraft is on the runway when the PF applies TOGA thrust, CONFIG ECAM
red warning(s) may transiently trigger. The flight crew should disregard these alerts.
• Some FMS misbehaviour may prevent this automatic target speed increase. Should
this occur, pulling the FCU ALT knob for OP CLB manually disengages SRS mode
and allows the target speed to increase to green dot.
 A320 INITIAL SUUMARY

LANDING
• When the pitch attitude approaches the tail strike pitch limit indicator or reaches 10 o,
the PM announces: PITCH, PITCH
• During the flare, the pilot should not concentrate on the airspeed, but only on the
attitude with external cues.

• If one or both thrust levers remain above the IDLE detent, ground spoilers extension is
inhibited.
• The flight crew must select reverse thrust immediately after main landing gear
touchdown.
• If no ground spoilers are extended, the autobrake is not activated.
• It is better to reduce thrust when passing 70 kt. However, high levels of reverse thrust
may be used in order to control aircraft speed in the case of an emergency.
• Below 70 kt, thrust reversers efficiency rapidly decreases. Below 60 kt with REV
MAX selected, engine stall may occur. Therefore, it is recommended to reduce the
reverse thrust to REV IDLE at 70 kt, and keep REV IDLE until taxi speed.
• Avoid the use of high levels of reverse thrust at low airspeed, unless required due to
an emergency. The distortion of the airflow, caused by gases reentering the
compressor, can cause engine stalls that may result in excessive EGT.
• The engines may ingest fine sand and debris that may be detrimental to the engines
and airframe systems.

• On snow–covered areas, snow will recirculate into the air inlet, and may cause an
engine flameout or rollback

• Disengage autobrake before 20 kt to avoid some brake jerks at low speed.

• When approaching the ground, auto-trim ceases and the flare law activates.
• At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is a
reminder rather than an order. depending on the conditions, the pilot will retard earlier
or later.
• After touch down, the pilot must "fly" the nosewheel smoothly, but without delay, on
to the runway, and must be ready to counteract any residual pitch up effect of the
ground spoilers.
• if auto brake MED is used, it may lead to a hard nose gear touch down.
• When the aircraft touches down with at least one main landing gear and when at least
one thrust lever is in the reverse sector, the ground spoilers partially automatically
deploy to ensure that the aircraft is properly sit down on ground. Then, the ground
spoilers automatically fully deploy. This is the partial lift dumping function.
• At taxi speed, and not above, stow the thrust reversers before leaving the runway, in
order to avoid foreign object ingestion.
• In case of light bounce, maintain the pitch attitude and complete the landing, while
keeping the thrust at idle.
 A320 INITIAL SUUMARY

• In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try
to avoid a second touch down during the go-around.

AFTER LANDING

• If the approach was made in icing conditions, or if the runway was contaminated with
slush or snow, do not retract the flaps and slats until after engine shutdown and after
the ground crew has confirmed that flaps and slats are clear of obstructing ice.
• On ground, hot weather conditions may cause overheating to be detected around the
bleed ducts in the wings, resulting in “AIR L (R) WING LEAK” warnings. Such
warnings may be avoided during transit by keeping the slats in Configuration 1 when
the OAT is above 30 °C.
• To avoid damage on the RTLU (Rudder Travel Limit Unit) mechanical stop, the
SLATS/FLAPS should be retracted before all ADIRS are set to OFF simultaneously.
• APU START may be delayed until just prior to engine shutdown.
 A320 INITIAL SUUMARY

NOTES ABOUT BREAK:

• Carbon brake wear depends on the number of brake applications and on brake
temperature. It does not depend on the applied pressure, or the duration of the braking.
• Therefore, the only way the pilot can minimize brake wear is to reduce the number of
brake applications.
• The maximum brake temperature limitation for takeoff ensures that, in the case of a
hydraulic leak, any hydraulic fluid that touches the brake units does not ignite in the
wheel well after the landing gear retraction
• If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware that the
Parking Brake can, quite suddenly, become less efficient.
• Brake fans should not be used during takeoff, in order to avoid Foreign Object
Damage to fans and brakes.
• If the flight crew encounters any braking problems during taxi, they should set the
A/SKID & N/W STRG sw to OFF. They should not apply pressure to the pedals while
setting the A/SKID & N/W STRG sw to OFF. Then, the PF should refer to the triple
brake indicator and modulate the pressure as necessary.

• Maintenance action is due in the following cases:

• The temperature difference between two brakes of a gear is more than 150 °C,
and the temperature of one of these brakes is above or equal to 600 °C, or
• The temperature difference between two brakes of a gear is more than 150 °C,
and the temperature of one of these brakes is below or equal to 60 °C, or
• The difference between the average temperature of the left gear brakes and
right brakes is above or equal to 200 °C, or
• The temperature of one brake exceeds 900 °C. (800 FOR EP-IFA)
• When the turnaround time is short or if the temperature of any brake is likely to
exceed 500 °C, use the brake fans without delay. In other cases, the flight crew should
delay brake fans selection to5 min after landing, or approaching the gate, whichever
occurs first.
• When one brake temperature is above 500 °C (or 350 °C with brake fans ON),
avoid applying the parking brake, unless operationally necessary.
• The main cause of oxidation is the repetitive high temperature of the brakes
(particularly above 400 °C).
• the use of A/BRAKE is usually preferable because it minimizes the number of brake
applications and thus reduces brake wear.
 A320 INITIAL SUUMARY

PARKING
• Keep brake pedals pressed after parking brake application until brakes pressure
indications are above the green band on the triple pressure indicator.
• Select APU bleed ON, just before engine shutdown, to minimize odors of engine
exhaust fumes in air conditioning.
• ENGINE MASTERS SHOULD SET TO OFF No less than 3 min after high
thrust operations
• The flight crew should operate the engines at or near idle thrust for a cooling period
of 3 min before engine shutdown, in order to thermally stabilize the engines.
• If the flight crew uses idle reverse thrust for landing and normal thrust to maneuver
during taxi after landing, the cooling period starts when the flight crew retards the
thrust lever during the flare
• If the flight crew uses maximum reverse for landing, the cooling period starts when
the flight crew sets the thrust lever to idle reverse during the landing rollout.
• The parking brake should be released after chocks are in place, if one brake
temperature is above 300 °C (or above 150 °C with brake fans ON).
 A320 INITIAL SUUMARY

SECURING AIRCRAFT
• After the shutdown of the ADIRS, the flight crew must wait 10 s before the
shutdown of the electrical supply. This time ensures that the ADIRS memorize
the most recent data.
• Should electrical power be required for the crew or servicing personnel, consider
setting the overhead MAINT BUS sw (in the forward cabin) to the ON position, prior
to setting aircraft power to off.
• Wait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes
out), before switching off the batteries. Switching the batteries off before the APU flap
is closed may cause smoke in the cabin during the next flight.
•
A320 INITIAL SUUMARY
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TURBULANCE SPEED
A320 INITIAL SUUMARY
 A320 INITIAL SUUMARY

ABNORMAL OPERATION

• FOR ANY FAILURE MANAGEMENT FOLLOW THE BELOW DIAGRAM:

• FOR INFORMATION ABOUT HOW TO HANDLE ECAM OR QRH ACTIONS REFER TO

“AIRBUS TUTERIAL” FROM PAGE 403-425

MEMORY ITEMS:
LOSS OF BRAKING EMER DESCENT

STALL RECOVERY STALL WARNING AT LIFT OFF

UNRELIABLE SPEED INDICATION GPWS/EGPWS CAUTIONS

GPWS/EGPWS WARNINGS TCAS WARNINGS

WINDSHEAR WARNING - REACTIVE WINDSHEAR

 A320 INITIAL SUUMARY

LOSS OF BRAKING
CALLOUT: LOSS OF BRAKING

USE OF REVERSE THRUST - If needed, full reverse thrust may be used until coming to a complete stop.
Below 70 kt, when the flight crew considers that the aircraft can stop on the runway, the flight crew should
set idle reverse thrust - Unless required due to an emergency, it is recommended to avoid the use of high
level of reverse thrust at low speed, in order to avoid engine stall and excessive EGT.
A/SKID & N/W STRG OFF
In order to successfully revert to alternate braking, it is important to sequence the actions in three steps.
The PF should:
1. Release the brake pedals
2. Request the PM to set the A/SKID & N/W STRG sw to OFF
3. Press the brake pedals, only after the PM has set the A/SKID & N/W STRG sw to OFF.
Modulate brake pedal pressure to maximum 1 000 PSI. Monitor the brake pressure on the BRAKES PRESS
indicator.
PARKING BRAKE-
If still no braking, use short successive parking brake applications to stop the aircraft - Brake onset
asymmetry may be felt at each parking brake application - If possible, delay the use of parking brake until
low speed, to reduce the risk of tire burst and lateral control difficulties.
 A320 INITIAL SUUMARY

EMERGENCY DESCENT
CALLOUT: EMERGENCY DESCENT
 A320 INITIAL SUUMARY

• To initiate the emergency descent, the use of autopilot (AP) and autothrust is highly
recommended.
• The emergency descent should only be initiated on positive confirmation that cabin
altitude and rate of climb are excessive and uncontrollable.
• the flight crew must rely on the CAB PR EXCESS CAB ALT warning, even if not
confirmed on the CAB PRESS SD page.
• At high flight levels, the flight crew should extend the speed brakes while monitoring
the VLS.
• If the flight crew suspects structural damage, apply both of the following:
- Set the SPEED/MACH pb to SPEED, to prevent an increase in the IAS, or to reduce
the speed.This action minimizes the stress on aircraft structure
- Carefully use the speed brakes, to avoid additional stress on aircraft structure.
• If the cabin altitude goes above 14 000 ft, the flight crew must press the MASK MAN
ON pb. When it is obvious that the cabin altitude will exceed 14 000 ft, the flight crew
could press the MASK MAN ON pb, before the cabin altitude reaches 14 000 ft.
• Avoidance of collision has the priority, even if it requires one temporary interruption
of the descent maneuver.
• Below FL 100, the flight crew should limit the rate of descent to approximately 1 000
ft/min, except during the approach phase.
 A320 INITIAL SUUMARY

STALL RECOVERY
CALLOUT: STALL, I HAVE CONTROL
CALL OUT FOR LIFTOFF STALL: STALL, TOGA 15

• When the Mach number increases, both the AOA stall and C L MAX will decrease.
• the flight crew must ensure that the wings are level in order to reduce the lift necessary
for the flight, and as a consequence, the required AOA.
• Immediate maximum thrust application upon stall recognition is not appropriate.
• IN STALL WARNING AT LIFTOFF, when a safe flight path and speed are achieved, if the
aural stall warning is still activated the flight crew must consider that it is a spurious
warning.
 A320 INITIAL SUUMARY

UNRELIABLE AIRSPEED
CALLOUT: UNRELIABLE SPEED

• Apply the QRH procedure(NAV SECTION)without delay because flying with the
memory pitch/thrust values for an extended period of time can lead to exceed the
aircraft speed limits.
• 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.
• BUSS FLYING:
-Before retracting the next flaps configuration, fly the upper part of the green band
- Before extending the slats/flaps, reduce speed to the bottom part of the green area.
- APPR Speed…..….Fly the fixed green target.
• 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. turn two ADRs off to prevent the flight control laws
from using two consistent but unreliable ADR data. The flight crew must keep one ADR
on. For flight continuation, the flight crew uses pitch and thrust tables of the QRH
• BELLOW FL250: Generally, permanent situation. Speed and altitude indications are
replaced by the Back-Up Speed Scale and the Back-Up Altitude Scale. turn off all ADRs
then use the BUSS for the flight continuation.
• Each ELAC receives speed information from the three ADRs and compares the three
values. The ELACs do not use the pressure altitude.
• Each FAC receives speed and pressure altitude information from the three ADRs and
compares the three values.
• If one ADR deviates, and if this ADR is used to display the speed information on either
the CAPT or F/O PFD, a NAV IAS DISCREPANCY and/or a NAV ADR DISAGREE ECAM
caution is triggered. Furthermore, the autoland capability is downgraded to CAT 3
SINGLE.
 A320 INITIAL SUUMARY

• TWO ADR OUTPUTS ARE ERRONEOUS, BUT DIFFERENT, AND THE REMAINING ADR
IS CORRECT, OR IF ALL THREE ADRS ARE ERRONEOUS, BUT DIFFERENT:
Both the AP and A/THR disconnect. The ELACs trigger the NAV ADR DISAGREE ECAM
caution. The flight controls revert to alternate law without high and low speed
protection.
On both PFDs:
- The SPD LIMflag appears
- No VLS, no VSW and no VMAX are displayed
This situation is latched for the remainder of the flight, until the ELACs are reset on
ground, without any hydraulic pressure. if the anomaly is only transient, the AP and
the A/THR can be re-engaged when the disagree disappears.
• ONE ADR IS CORRECT, BUT THE OTHER TWO ADRS PROVIDE THE SAME ERRONEOUS
OUTPUT, OR IF ALL THREE ADRS PROVIDE CONSISTENT AND ERRONEOUS DATA :
The systems reject the correct ADR and continue to operate using the two erroneous
but consistent ADRs. The flight crew can encounter such a situation when, for
example, two or all three pitot tubes are obstructed at the same time, to the same
degree, and in the same way. (Flight through a cloud of volcanic ash, takeoff with two
pitots obstructed by foreign matter (mud, insects)).
• If the barometric altitude is unreliable, the Flight Path Vector (FPV) and the Vertical
Speed (V/S) are affected.
• the ATC transponder may transmit an incorrect altitude to ATC or to other aircraft,
which can lead to confusion. Therefore, the flight crew should advise ATC of the
situation without delay.
• Because the barometric altitude may be erroneous, the Autopilot (AP) may not be
able to maintain accurately the level flight.
• Rely on the STALL warning. Erroneous airspeed data does not affect the STALL
warning, because the STALL warning is based on AOA data
• Depending on the situation, the OVERSPEED warning may be false or justified. When
the OVERSPEED VFE warning triggers, the appearance of aircraft buffet is a symptom
that the airspeed is indeed excessive. In approach, it is not possible to extend the
landing gear using the normal landing gear system
• If the A/THR automatically disconnects, the Thrust Lock function activates. The
thrust is locked at its level at the moment of the disconnection until the flight crew
moves the levers. The thrust may be locked at idle, due to normal A/THR behavior, or
due to the use of erroneous data.
• The GPS altitude can be used to confirm that the aircraft is maintaining level flight.
The GPS altitude remains available on the MCDU GPS MONITOR page.
• When one indication differs from the others, the flight crew may be tempted to
reject the outlier information. However, they should be aware that two or even all
three ADRs can provide identical but erroneous data.
• When flying the aircraft with unreliable speed and/or altitude indications, it is
recommended to change only one flight parameter at a time
 A320 INITIAL SUUMARY

EGPWS CAUTIONS
CALLOUTS: PULL UP TOGA
 A320 INITIAL SUUMARY

GPWS MAIN FUNCTIONS:

1. Excessive rate of descent.2. Excessive terrain closure rate.3. Altitude loss after TO or
GA.4.Unsafe terrain clearance.5. Excessive deviation below G/S.
• EGPWS gives additional time to react.
• 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.
A320 INITIAL SUUMARY
 A320 INITIAL SUUMARY

TCAS WARNINGS
CALLOUT: TCAS, I HACE CONTROL

• In some dynamic situation the TCAS may generate an RA without a previous TA.
Such situation is linked to a rapid change in the Intruder Detection Category.
• the flight crew should limit vertical speeds to 1 500 ft/min during the last 2 000 ft
of a climb or descent, especially when they are aware of traffic that is converging
in altitude and intending to level off 1 000 ft above or below the flight crew's
assigned altitude.
• To avoid overshooting the assigned altitude during climb, and to minimize altitude/
level busts, the rate of climb shall be reduced to not more than 1000 fpm when
passing through the final 1000 ft below the assigned altitude.(ACCORDING OM)
• If a TA is generated:
‐ The PF announces: "TCAS, I have control".
‐ No evasive maneuver should be initiated, only on the basis of a TA.
• If a RA is generated:
‐ The flight crew must always follow the TCAS RA orders in the correct direction,
even:
• If the TCAS RA orders are in contradiction with the ATC instructions
• At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE
CLIMB, INCREASE CLIMB TCAS RA orders
• If it results in crossing the altitude of the intruder.
‐ The PF disconnects the AP, and smoothly and firmly follows the Vertical Speed
Indicator (VSI) green sector within 5 s, and requests that both FDs be disconnected.
‐ The PM disconnects both FDs, but will not try to see intruders.
 A320 INITIAL SUUMARY

‐ The PF will avoid excessive maneuvers, and keep the Vertical Speed outside the
red area of the VSI and within the green area. If necessary, the PF must use the full
speed range between Valpha max and Vmax.
‐ The PM must notify ATC.
‐ The flight crew should never maneuver in the opposite direction of the RA,
because TCAS maneuvers are coordinated.
‐ In final approach, i.e., "CLIMB", "CLIMB NOW", "INCREASE CLIMB", the
flight crew will initiate a go-around.
• When clear of conflict:
‐ The flight crew must resume normal navigation, in accordance with ATC
clearance, and using the AP, as required.

• Do not maneuver based on a TA alone.

• The TCAS detection capability is limited to intruders flying within a maximum
range of 30 NM on either sides and approximately 30 NM to 80 NM longitudinally
(depending on aircraft configuration and external conditions), and within a
maximum altitude range of 9 900 ft above and below the aircraft.
• THRT : Proximate and other intruders are displayed only if a TA or RA is present,
and they are within 2 700 ft above and 2 700 ft below the aircraft.

• ALL : Proximate and other intruders are displayed even if no TA or RA is present

(full time function). The altitude range is –2700 ft to +2 700 ft.

• ABV : The same as ALL, except that the other intruders are displayed if within 9
900 ft above the aircraft and 2 700 ft below.

• BLW : The same as ALL, except that the other intruders are displayed if within 9
900 ft below the aircraft and 2 700 ft above.
 A320 INITIAL SUUMARY

WINDSHEAR WARNINGS
CALLOUT: WINDSHEAR TOGA

• The flight crew should pay attention to the following deviations that may indicate a
possible windshear condition:
‐ Indicated airspeed variations in excess of 15 kt
‐ Ground speed variations
‐ Wind indication variations on the ND or HUD: directions and velocity
‐ Vertical speed excursions of 500 ft/min
‐ Pitch attitude excursions of 5 °
‐ Glide slope deviation of 1 dot
‐ Heading variations of 10 °
‐ Unusual A/THR activity.
• The "SPEED, SPEED, SPEED" low energy warning In windshear conditions, is the
first warning to appear, before the activation of the alpha floor. In addition, the aircraft
has a reactive windshear warning system. This system triggers if the aircraft
encounters windshear. In such a case, there is a "WINDSHEAR WINDSHEAR
WINDSHEAR" aural warning.
 A320 INITIAL SUUMARY

• When the alpha floor protection is triggered, the A/THR triggers TOGA on all
engines. The FMA displays A.FLOOR, that changes to TOGA LK, when the aircraft
AOA has decreased. TOGA/LK can only be deselected by turning the A/THR off.
• The SRS pitch mode ensures the best aircraft climb performance. Therefore, the
procedure requests following the SRS pitch bar and possibly full aft stick, in order to
follow the SRS orders and minimize the loss of height.
• The high angle-of-attack protection enables the PF to safely pull full aft stick, if
needed, in order to follow the SRS pitch order, or to rapidly counteract a down
movement. This provides maximum lift and minimum drag, by automatically
retracting the speed brakes, if they are extended.
The following recommendations apply for takeoff after V1 and when airbone
(including approach and go around phases):
• The flight crew must set TOGA thrust and should follow SRS orders (if necessary
pull the sidestick fully back).
• If the FD bars are not displayed, the flight crew should move toward an initial pitch
attitude of17.5 °. Then, if necessary, to prevent a loss in altitude, increase the pitch
attitude.
• If the AP is engaged, the flight crew should keep it engaged. The AP disengages if
the angle of attack value goes above αPROT
• The flight crew should monitor the flight path, the speed and the speed trend.
Predictive windshear alerts are inhibited when the aircraft speed is above 100 kt and up to
50 ft. If a predictive windshear alert is triggered on the runway before takeoff, or in case of
suspected windshear, the flight crew must delay takeoff until conditions are better.

• If a predictive windshear warning is triggered during the takeoff roll, the Captain
must reject takeoff.
• If a predictive windshear caution is triggered during the takeoff roll, it is the
decision of the Captain according to the Captain's situation assessment to either:
‐ Continue with takeoff considering TOGA, or
‐ Reject takeoff.
• ‐ The flight crew should not change the configuration, until the aircraft is out of the
windshear, because operating the landing gear doors causes additional drag
• If "MONITOR RADAR DISPLAY" or the visual alert appears, or in case of
suspected windshear, the flight crew should either delay the approach or divert to
another airport. However, if the flight crew decides to continue the approach, they
should: Select FLAPS 3 for landing, in order to optimize the climb gradient
capability in the case of a go-around.
• IN APPROACH : If the A/THR performance is unsatisfactory, the PF should
disconnect it and control the thrust manually. If the PF uses manual thrust for
landing, he/she should disconnect the A/THR at 1 000 ft AAL at the latest.