Sop A320 A321

A320/321
PHƯƠNG THỨC BAY TIÊU CHUẨN

STANDARD OPERATING PROCEDURES
Revision 17
PHẦN B- CÁC VẤN ĐỀ LIÊN QUAN ĐẾN KHAI THÁC MÁY BAY
PART B- AEROPLANE OPERATING MATTERS
A320/321 STANDARD OPERATING PROCEDURES
This AIRBUS A320/321 STANDARD OPERATING PROCEDURES is

published under the authorisation of the Vietnam Airlines, Vice President
Operations. Any questions with respect to the use of this manual or
information contained herein should be addressed to:
Vice President Operations

Vietnam Airlines
Gia Lam Airport
HANOI
VIETNAM
INTENTIONAL BLANK PAGE

LONR/P1
LIST OF NORMAL REVISIONS
Rev 10
A320/321 STANDARD
OPERATING PROCEDURES 06 Jul 06
No ISSUED EFFECTIVE APPROVAL INSERT DATE &

REV DATE DATE SIGNATURE
08 30 Apr 05 30 Apr 05
09 01 Mar 06 01 May 06
10 06 Jul 06 15 Jul 06
11 19 Dec 06 01 Jan 07
LONR/P2
Rev 14
A320/321 STANDARD
OPERATING PROCEDURES 01 May 08
No ISSUED EFFECTIVE APPROVAL

REV DATE DATE
12 01 MAY 07 15 JUL 07
13 01 SEP 07 30 SEP 07
14 01 MAY 08 01 JUN 08
15 15 AUG 08 25 AUG 08
LONR/P3
Rev 16
A320/321 STANDARD
OPERATING PROCEDURES 20 Dec 08
LIST OF NORMAL REVISION
No ISSUED EFFECTIVE
APPROVAL
REV DATE DATE
16 20 DEC 08 15 JAN 08
17 15 AUG 09 30 AUG 09
18
19
SIG/P1
REVISION INSTRUCTIONS AND SIGNIFICANT
CHANGES Rev 08
A320/321 STANDARD
OPERATING PROCEDURES 30 Apr 05
A320/321 REVISION NO 08
THE ATTACHED REVISION IS A COMPLETE RE-WRITE OF THE A320/321
STANDARD OPERATING PROCEDURES TO STANDARDISE THE FORMAT
WITH THE STANDARD OPERATING PROCEDURES FOR ALL AIRCRAFT IN
THE VAC FLEET.
THERE ARE SIGNIFICANT CHANGES IN THIS NEW VERSION COMPARED
WITH THE PREVIOUS VERSION OF THE A 320/321 STANDARD OPERATING
PROCEDURES. IN PARTICULAR, PAGES THAT REPRODUCED PAGES
FROM THE AIRBUS FCOM HAVE BEEN DELETED.
THE FOLLOWING TABLE SUMMARISES THE DELETIONS AND
SIGNIFICANT CHANGES BETWEEN THIS NEW VERSION AND THE
PREVIOUS VERSION OF THIS MANUAL.
SECTION 0 – INTRODUCTION
DELETIONS:
(i) Abbreviations
SECTION 1 – LIMITATIONS
DELETIONS:
(i) Aircraft configuration diagrams, C of G limits, weights and operating limitations
- Pages 1.1/P2 – 1.1/P24
SIGNIFICANT CHANGES:
(i) New Passenger Configuration table – Page 1.1/P1
SECTION 2 – NORMAL PROCEDURES
This Section has been completely revised with the following significant changes:
(i) Standard calls – Pages 2.1/P3 – P7: Standardized with FCOM and other
aircraft in VAC fleet.
(ii) Communications – Pages 2.1/P8 – P9: New information
(iii) Altimeter Procedures – Pages 2.1/P9 – P10: New information
(iv) PRE-DEPARTURE – Page 2.2/P1: Completely revised
(v) TAXI OUT – Page 2.3/P1: Completely revised
(vi) TAKEOFF – Page 2.4/P1: Completely revised
(vii) AFTER TAKEOFF – Page 2.5/P1: Completely revised
(viii) SOP APPENDIX INCLUDED
SIG/P2
CHANGES Rev 08
A320/321 STANDARD
SECTION 2 – NORMAL PROCEDURES (CONT)

(vii) CRUISE FLIGHT AND DESCENT – Page 2.6/P1: Completely revised
(viii) APPROACH AND LANDING – Page 2.7/P1: Completely revised
SECTION 3 – NON-NORMAL PROCEDURES
DELETIONS:
(i) A. Policy – Page 3.1/P2
(ii) B. Communication with ATC – Page 3.1/P2
(iii) C. Crew Incapacitation – Page 3.1/P3
(iv) B. Spillage of Volatile Mixtures in Flight – Page 3.3/P2
(v) 3.4 EMERGENCY LANDINGS – Section transferred to Section 11 –
EMERGENCY EVACUATION PROCEDURES
(i) Engine shutdown Procedures – Pages 3.1/P1 – P2: Crew coordination during
engine shutdown included.
(ii) Depressurization – Page 3.1/P4: New procedure included.
SECTION 4 – PERFORMANCE
DELETIONS:
(i) All existing text. Reference should be made to FCOM for performance
information
SECTION 5 – FLIGHT PLANNING
(i) 5.1.3 Fuel Calculations and 5.1.4 FMC Cost Index included – Page 5.1/P10
SECTION 10 – EMERGENCY EQUIPMENT
(i) Complete Section re-written to include additional emergency equipment such
as Halon fire extinguishers, other vendor’s PBE, life vests, life rafts and
miscellaneous equipment.
SIG/P3
CHANGES Rev 08
A320/321 STANDARD
SECTION 11 – EMERGENCY EVACUATION PROCEDURES

(i) Information regarding EMERGENCY EVACUATION PROCEDURES
transferred from Section 3.
SIG/P4
CHANGES Rev 09
A320/321 STANDARD
OPERATING PROCEDURES 01 Mar 06
ATTACHED IS REVISION 09 TO THE A320/321 SOP.

AMEND MANUAL IN ACCORDANCE WITH THE FOLLOWING
INSTRUCTIONS.
REMOVE INSERT
SIGNIFICANT CHANGE(S)
PAGE(S) PAGE(S)
SIG/P4 Filling Instructions
LEOP/P1-4 LEOP/P1-4
2.1 /P9-10 2.1 /P9-10 Flight desk automation policy – new item
2.2/P2 2.2/P2 Jumseat/observer Briefing – new item
2.6/ P2 2.6/P2 Rate of descent at lower height- new item
3.1/P 6 3.1/P 6 Minimum fuel quantity – new item
Contents Contents Revised
Chapter 6 Chapter 6
TOC/P1-2 TOC/P1-2
6.1/P6 6.1/P6 Last minute change procedure – new item
10.1/P3-38 10.1/P3-40 Location of emergency medical kit
SIG/P5
CHANGES Rev 10
A320/321 STANDARD
OPERATING PROCEDURES 06 Jul 06

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
LEOP/P1-4 LEOP/P1-4
2.1 /P9-10 2.1 /P9-10 Flight desk automation policy
SIG/P 6
CHANGES Rev 11
A320/321 STANDARD

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
LEOP/P1-4 LEOP/P1-4
1.1 /P 1 1.1 /P 1 Limitations
Chapter 2 Chapter 2
Revised
TOC/P1-2 TOC/P1-2
2.1/P 1-2 2.1/P 1-10 Operating policy
2.2/ P2 2.2/P 2 Take-off data
2.3/ P1 2.3/P 1 Taxi out
2.4/P 1 2.4/P 1 Reduced visibility take-off Minimum
2.5/P 1 2.5/P 1 Maximum bank angle
2.5/P 2 2.5/P 2 Flight in turbulence
2.6/P 1-4 2.6/P1-2 Cruise flight and descent
2.7/P 3 2.7/P 3 CAT I ILS procedure
2.7/P 5 2.7/P 5 Stabilised final approach
2.7/P 6 2.7/P 6 Monitoring during approach, landing techniques
2.7/P 7 2.7/P 7-8 Crosswind landing, go-around,after landing,
parking, securing the aircraft
Chapter 3 Chapter 3
Revised
TOC/P1-2 TOC/P1-2
3.1/P 1-6 3.1/P 1-6 Abnormal procedures
5.1/P1-10 5.1/P1-10 Flight planning
Chapter 10 Chapter 10
Revised
TOC/P1-2 TOC/P1-2
10.1/P5-38 10.1/P5-40 Remove VN-A343
SIG/P 7
CHANGES Rev 12
A320/321 STANDARD

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
LEOP/P1-4 LEOP/P1-4
10.1 /P 3 10.1 /P 3 Emergency equipment
10.1 /P 4 10.1 /P 4 Emergency equipment
SIG/P 8
CHANGES Rev 13
A320/321 STANDARD
OPERATING PROCEDURES 01 Sep 07

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
LEOP/P1-4 LEOP/P1-4
1.1 /P 1 1.1 /P 1 Max crosswind when aircraft stopping capability
is degraded
2.4 /P 1 2.4/P 1 Max crosswind when visibility is degraded
5.1 /P 1 5.1/P 1 CFP format
5.1 /P 5 5.1/P 5 CFP format
SIG/P 9
CHANGES Rev 14
A320/321 STANDARD
OPERATING PROCEDURES 01 Sep 07

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
SIG/P9-10 Filling Instructions
LEOP/P1-4 LEOP/P1-4
2.3 /P1 2.3 /P1 Taxiing procedures
Appendix
5.1/P10 5.1/10-12 Reclearance flight plan
TOC/P1 Chapter 6 Reprint and merge
title,
TOC/P1
SIG/P 10
CHANGES Rev 15
A320/321 STANDARD
OPERATING PROCEDURES 15 Aug 08

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
LEOP/P1-4 LEOP/P1-4
1.1 /P1 1.1 /P1 A320 162 seat config
2.5 /P1 2.5 /P1 Maximum bank angle
5.1/P5 5.1/5 Flight plan decode
6.1/P4-6 6.1/P4-7 A320 162 seat trimsheet
A321 with ACT, A321 without ACT
SIG/P 11
CHANGES Rev 16
A320/321 STANDARD

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
LONR/P3
LEOP/P1-4 LEOP/P1-4
0.1/P1 0.1 /P1 Revised
1.1/P1 1.1 /P1 Limitations
Chapter 2 Chapter 2
Normal Normal
Procedures Procedures
TOC/P1-2 TOC/P1-4
2.1/P1-10 2.1/P1-10 Operating policy
2.2/P1-2 2.2/P1-4 Departure briefing
2.3/P1-2 2.3/P1-2 Push back, start up and taxi out
2.4/P1 2.4/P1 Noise abatement take-off
2.5/P1-2 2.5/P1-2 RVSM, RNP
2.6/P1-4 2.6/P1-4 Cruise and descent
2.7/P1-7 2.7/P1-8 Approach and landing
2.8/P1-2 Go- around
2.9/P1-2 After landing
2.10/P1-2 Taxi in
2.11/P1-2 Parking
2.12/P1-2 Securing the aircraft
4.1/P1-2 4.1/P1-2 Performance
Chapter 13 Task sharing
Task sharing
TOC/P1-2
13.1/P1-16 Task sharing
SIG/P 12
CHANGES Rev 17
A320/321 STANDARD

INSTRUCTIONS.
REMOVE INSERT
PAGE(S) PAGE(S)
LEOP/P1-4 LEOP/P1-4
2.1/P3-10 2.1 /P3-10 Operating policy
2.2/P1-4 2.2 /P1-4 Flight plan (MCDU F-PLN page)
2.3/P1-2 2.3 /P1-2 Cross bleed engine start
2.4/P1-2 2.4 /P1-2 Low visibility take-off
2.6/P3-4 2.6 /P3-4 Approach Briefing
2.7/P1-8 2.7/P1-3 Autoland
2.7/P3-6 CAT I ILS Approach
2.7/P7-8 Page number change
2.7/P9-10 CAT II/III Check list
2.7/P11-14 Page number change
5.1/P1-12 5.1/P1-14 New Flight Planning format
TOC/P1 TOC/P1 Revised
chapter 13 chapter 13
13.1/P1-16 13.1 /P1-20 Task sharing
LOEP/P1
LIST OF EFFECTIVE PAGES
Rev 17
A320/321 STANDARD

AUTHORISATION PAGE SECTION 2 – NORMAL PROCEDURES
TOC/P1 16 20 Dec 08
LIST OF NORMAL REVISIONS TOC/P2 16 20 Dec 08
LONR/P1 10 06 Jul 06 TOC/P3 16 20 Dec 08
LONR/P2 12 01 May 07 TOC/P4 16 20 Dec 08
LONR/P3 16 20 Dec 08
RONR/P1 12 01 May 07 2.1/P1 16 20 Dec 08
RONR/P2 12 01 May 07 2.1/P2 16 20 Dec 08
REVISION INSTRUCTIONS AND 2.1/P3 16 20 Dec 08
SIGNIFICANT CHANGES 2.1/P4 17 15 Aug 09
SIG/P1 08 30 Apr 05 2.1/P5 17 15 Aug 09
SIG/P2 08 30 Apr 05 2.1/P6 16 20 Dec 08
SIG/P3 08 30 Apr 05 2.1/P7 16 20 Dec 08
SIG/P4 09 01 Mar 06 2.1/P8 17 15 Aug 09
SIG/P5 10 06 Jul 06 2.1/P9 17 15 Aug 09
SIG/P6 11 19 Dec 06 2.1/P10 17 15 Aug 09
SIG/P7 12 01 May 07
SIG/P8 13 01 Sep 07 2.2/P1 17 15 Aug 09
SIG/P9 14 01 May 08 2.2/P2 17 15 Aug 09
SIG/P10 15 15 Aug 08 2.2/P3 16 20 Dec 08
SIG/P11 16 20 Dec 08 2.2/P4 17 15 Aug 09
SIG/P12 17 15 Aug 09
LIST OF EFFECTIVE PAGES 2.3/P1-2 17 15 Aug 09
LEOP/P1 17 15 Aug 09
LEOP/P2 17 15 Aug 09 2.4/P1-2 17 15 Aug 09
LEOP/P3 17 15 Aug 09
LEOP/P4 17 15 Aug 09 2.5/P1-2 16 20 Dec 08
SECTION 0 – INTRODUCTION 2.6/P1 16 20 Dec 08

TOC/P1 08 30 Apr 05 2.6/P2 16 20 Dec 08
TOC/P2 08 30 Apr 05 2.6/P3 17 15 Aug 09
0.1/P1 16 20 Dec 08 2.6/P4 17 15 Aug 09
0.1/P2 08 30 Apr 05
2.7/P1-14 17 15 Aug 09
SECTION 1 – LIMITATIONS
TOC/P1 08 30 Apr 05 2.8/P1 16 20 Dec 08
TOC/P2 08 30 Apr 05 2.8/P2 16 20 Dec 08
1.1/P1 16 20 Dec 08
1.1/P2 08 30 Apr 05
LOEP/P2
Rev 17
A320/321 STANDARD
2.9/P1 16 20 Dec 08 SECTION 3 – NON-NORMAL

2.9/P2 16 20 Dec 08 PROCEDURES
TOC/P1 11 19 Dec 06
2.10/P1 16 20 Dec 08 TOC/P2 11 19 Dec 06
2.10/P2 16 20 Dec 08
2.11/P1 16 20 Dec 08 3.1/P1 11 19 Dec 06

2.11/P2 16 20 Dec 08 3.1/P2 11 19 Dec 06
3.1/P3 11 19 Dec 06
2.12/P1 16 20 Dec 08 3.1/P4 11 19 Dec 06
2.12/P2 16 20 Dec 08 3.1/P5 11 19 Dec 06
3.1/P6 11 19 Dec 06
SECTION 4 – PERFORMANCE
4.1/P1 16 20 Dec 08
4.1/P2 16 20 Dec 08
SECTION 5 – FLIGHT PLANNING

TOC/P1 17 15 Aug 09
TOC/P2 17 15 Aug 09
5.1/P1-11 17 15 Aug 09
5.1/P12-14 14 01 May 08
LOEP/P3
Rev 17
A320/321 STANDARD
SECTION 6 – MASS AND BALANCE 10.1/P1 08 30 Apr 05

TOC/P1 09 01 Mar 06 10.1/P2 08 30 Apr 05
TOC/P2 09 01 Mar 06 10.1/P3 12 01 May 07
10.1/P4 12 01 May 07
10.1/P5 11 19 Dec 06
6.1/P1 08 30 Apr 05 10.1/P6 11 19 Dec 06
6.1/P2 08 30 Apr 05 10.1/P7 11 19 Dec 06
6.1/P3 08 30 Apr 05 10.1/P8 11 19 Dec 06
6.1/P4-7 15 15 Aug 08 10.1/P9 11 19 Dec 06
10.1/P10 11 19 Dec 06
10.1/P11 11 19 Dec 06
10.1/P12 11 19 Dec 06
10.1/P13 11 19 Dec 06
SECTION 7 – LOADING 10.1/P14 11 19 Dec 06
7.1/P1 08 30 Apr 05 10.1/P15 11 19 Dec 06
7.1/P2 08 30 Apr 05 10.1/P16 11 19 Dec 06
10.1/P17 11 19 Dec 06
10.1/P18 11 19 Dec 06
SECTION 8 – CONFIGURATION 10.1/P19 11 19 Dec 06
DEVIATION LIST 10.1/P20 11 19 Dec 06
8.1/P1 08 30 Apr 05 10.1/P21 11 19 Dec 06
8.1/P2 08 30 Apr 05 10.1/P22 11 19 Dec 06
10.1/P23 11 19 Dec 06
10.1/P24 11 19 Dec 06
SECTION 9 – MINIMUM EQUIPMENT 10.1/P25 11 19 Dec 06
LIST 10.1/P26 11 19 Dec 06
9.1/P1 08 30 Apr 05 10.1/P27 11 19 Dec 06
9.1/P2 08 30 Apr 05 10.1/P28 11 19 Dec 06
10.1/P29 11 19 Dec 06
10.1/P30 11 19 Dec 06
SECTION 10 – EMERGENCY 10.1/P31 11 19 Dec 06
EQUIPMENT 10.1/P32 11 19 Dec 06
TOC/P1 11 19 Dec 06 10.1/P33 11 19 Dec 06
TOC/P2 11 19 Dec 06 10.1/P34 11 19 Dec 06
10.1/P35 11 19 Dec 06
10.1/P36 11 19 Dec 06
LOEP/P4
Rev 17
A320/321 STANDARD
10.1/P37 11 19 Dec 06 13.1/P15 17 15 Aug 09

10.1/P38 11 19 Dec 06 13.1/P16 17 15 Aug 09
10.1/P39 11 19 Dec 06 13.1/P17 17 15 Aug 09
10.1/P40 11 19 Dec 06 13.1/P18 17 15 Aug 09
SECTION 11 – EMERGENCY 13.1/P19 17 15 Aug 09
EVACUATION PROCEDURES 13.1/P20 17 15 Aug 09
TOC/P1 08 30 Apr 05 13.1/P21 17 15 Aug 09
TOC/P2 08 30 Apr 05 13.1/P22 17 15 Aug 09
11.1/P1 08 30 Apr 05
11.1/P2 08 30 Apr 05
11.1/P3 08 30 Apr 05
11.1/P4 08 30 Apr 05
11.1/P5 08 30 Apr 05
11.1/P6 08 30 Apr 05
SECTION 12 – AIRCRAFT SYSTEMS

12.1/P1 08 30 Apr 05
12.1/P2 08 30 Apr 05
SECTION 13 – TASK SHARING

TOC/P1-2 17 15 Aug 09
13.1/P1 17 15 Aug 09
13.1/P2 17 15 Aug 09
13.1/P3 17 15 Aug 09
13.1/P4 17 15 Aug 09
13.1/P5 17 15 Aug 09
13.1/P6 17 15 Aug 09
13.1/P7 17 15 Aug 09
13.1/P8 17 15 Aug 09
13.1/P9 17 15 Aug 09
13.1/P10 17 15 Aug 09
13.1/P11 17 15 Aug 09
13.1/P12 17 15 Aug 09
13.1/P13 17 15 Aug 09
13.1/P14 17 15 Aug 09
SECTION 0
INTRODUCTION

INTRODUCTION TOC/P1
TABLE OF CONTENTS Rev 08
A320/321 STANDARD
0.1 INTRODUCTION 0.1/P1

0.1.1 Manual Policy 0.1/P1
0.1.2 General Aircraft Information 0.1/P1
INTRODUCTION TOC/P2
A320/321 STANDARD

0.1/P1
INTRODUCTION
Rev 16
A320/321 STANDARD
0.1 INTRODUCTION
0.1.1 Manual Policy

This A320/321 Standard Operating Procedures Manual conforms to the
VAR manual format for Aeroplane Operating Matters – Type Related.
This manual contains the Company A320/321 Standard Operating
Procedures and additional Company information and procedures that are to
be used in conjunction with the Airbus Flight Crew Operating Manuals
Volumes 1, 2 and 3, Quick Reference Handbook and the Flight Crew
Training Manual.
In the interests of standardisation these Standard Operating Procedures do
not duplicate, except where considered necessary, information available in
the Airbus Flight Crew Operating Manuals.
If discrepancy exists between information contained in this manual and that
contained in FCOMs, QRH, FCTM, the information contained in this
manual will take precedence.
Amendment and revision of this manual shall be in accordance with Flight
Operations Manual, Chapter 0.2. It is the responsibility of all manual holders
and offices holding copies of the manual to update them when revisions or
bulletins are received, in accordance with the instructions included in the
revision or bulletin.
0.1.2 General Aircraft Information
0.1.2.1 Units of Measurement
Company operations are based upon the use of metric units
of measurement.
0.1.2.2 Abbreviations
Refer A320/321 FCOM 1.00.40 - A bbreviations.
0.1.2.3 Aircraft Dimensions
Refer A320/321 FCOM 1.20.20 for aircraft dimensions.
0.1. 2.4 Conversion Tables
Refer Flight Operations Manual, Chapter 0.1.5 - Units conversion table.
0.1/P2
INTRODUCTION
Rev 08
A320/321 STANDARD

SECTION 1
LIMITATIONS

LIMITATIONS TOC/P1
A320/321 STANDARD
1.1 LIMITATIONS 1.1/P1

1.1.1 General 1.1/P1
1.1.2 Passenger Configuration 1.1/P1
1.1.3 Kind of Operations 1.1/P1
1.1.4 Crew Composition 1.1/P1
1.1.5 Mass and Centre of Gravity 1.1/P1
1.1.6 Speed and Weight Limitations 1.1/P1
1.1.7 Performance Limitations 1.1/P1
1.1.8 Contaminated Runway Operation 1.1/P1
LIMITATIONS TOC/P2
A320/321 STANDARD

1.1/P 1
LIMITATIONS
Rev 16
A320/321 STANDARD
1.1 LIMITATIONS
1.1.1 General
Refer to FCOM 3 – Operating Limitations for applicable limitations.
1.1.2 Passenger Configuration
The aircraft seating capacity are as follows:
Aircraft Configuration
Business Economy Total
A320 162 162

A321 16 168 184
NOTE: Depending upon configuration individual aircraft seating may vary

from those above with respect to seats in each class and the total
number of seats.
1.1.3 Kind of Operations

Refer FCOM 3.01.10 Kind of operations.
1.1.4 Crew Composition
The minimum crew is one pilot and one co-pilot.
- One Captain and one First officer, or
- Two Captains. The Captain operating in the right hand seat must be
TRI/TRE or training/check Captain or must have right hand seat
qualification.
1.1.5 Mass and Centre of Gravity
Refer to AFM and FCOM 3.01.20
1.1.6 Speed and Weight Limitations
Refer FCOM 3.01.20 Speed and weight limitations.
1.1.7 Performance Limitations
Refer to AFM and FCOM 3.01.20
1.1.8 Contaminated Runway Operation
Refer to FCOM 2.04.10
1.1.9 Cross wind guidelines
Maximum cross wind 20 kts must be applied when aircraft stopping

capability is degraded (ground spoiler and/or one brake is inoperative)
1.1/P2
LIMITATIONS
Rev 11
A320/321 STANDARD

SECTION 2
NORMAL PROCEDURES

NORMAL PROCEDURES TOC/P 1
A320/321 STANDARD
TABLE OF CONTENTS
2.1 OPERATING POLICY 2.1/P 1
2.1.1 General 2.1/P 1
2.1.2 Checklist 2.1/P 1
2.1.3 Standard Callouts 2.1/P 2
2.1.3.1 Standard Callouts for Each Flight Phase 2.1/P 2
2.1.4 Altitude Alert System 2.1/P 6
2.1.5 Flight Deck Automation Policy 2.1/P 6
2.1.6 Task Sharing 2.1/P 6
2.1.7 Flight Deck Discipline 2.1/P 7
2.1.8 Communication 2.1/P 7
2.1.9 Briefings 2.1/P 8
2.1.9.1 Flight Crew Briefing 2.1/P 8
2.1.9.2 Cabin Crew Briefing 2.1/P 8
2.1.10 Computerized Flight Plan (CFP) 2.1/P 8
2.1.11 Takeoff and Landing Cards 2.1/P 8
2.1.12 Cost Index 2.1/P 9
2.1.13 APU, Ground Power and Ground Air-conditioning Units 2.1/P 9
2.2 PRE-DEPARTURE 2.2/P 1
2.2.1 FMS Procedures 2.2/P 1
2.2.2 Departure Briefing 2.2/P 1
2.2.3 First Officer Takeoff and Landing 2.2/P 2
2.2.4 Departure ATC Clearance 2.2/P 3
2.2.5 Flap Selection for Takeoff 2.2/P 3
2.2.6 Takeoff Data 2.2/P 3
2.2.7 Jumpseat / Observer Briefing 2.2/P 4
2.2.8 APU 2.2/P 4
2.3 PUSH BACK, START UP AND TAXI OUT 2.3/P 1
2.3.1 Push back and Start up 2.3/P 1
2.3.1.1 Automatic Engine Start 2.3/P 1
2.3.1.2 Manual Engine Start 2.3/P 1
A320/321 STANDARD
2.3.1.3 Engine Start With External Pneumatic Power 2.3/P 1

2.3.1.4 Crossbleed Engine Start 2.3/P 1
2.3.1.5 Start Valve Manual Operation 2.3/P 1
2.3.2 Taxi Out 2.3/P 1
2.3.3 ATC Clearance and Takeoff Briefing Confirmation 2.3/P 2
2.4 TAKEOFF 2.4/P 1
2.4.1 Reduced Visibility Takeoff Minimum 2.4/P 1
2.4.2 Monitoring During Takeoff 2.4/P 1
2.4.3 Noise Abatement Takeoff 2.4/P 1
2.5 AFTER TAKEOFF/CLIMB 2.5/P 1

2.5.1 Clean Up and Thrust Reduction Altitudes 2.5/P 1
2.5.2 Maximum Angle of Bank 2.5/P 1

2.5.3 Turns after Takeoff 2.5/P 1
2.5.4 Departure Terrain Awareness 2.5/P 1
2.5.5 Autopilot Engagement 2.5/P 2
2.5.6 Flight Mode Annunciation (FMA) Mode Changes 2.5/P 2
2.5.7 Flight in Turbulence 2.5/P 2
2.5.8 En-Route Navigation 2.5/P 2
2.5.9 Fuel Management 2.5/P 2
2.5.10 RVSM and RNP operation capability 2.5/P 2
2.6 CRUISE AND DESCENT 2.6/P 1

2.6.1 Cruise 2.6/P 1
2.6.1.1 Flight Level Check 2.6/P 1
2.6.1.2 Rapid Descent Considerations 2.6/P 1
2.6.1.3 Oxygen Masks 2.6/P 1
2.6.1.4 Approach Preparation 2.6/P 1
2.6.1.5 Timeliness of briefings 2.6/P 1
2.6.1.6 Approach Briefing 2.6/P 1
2.6.2 Descent 2.6/P 2
2.6.2.1 Descent Planning 2.6/P 2
2.6.2.2 Arrival Procedures 2.6/P 2
2.6.2.3 Rate Of Descent At Low Height 2.6/P 2
A320/321 STANDARD
2.7 APPROACH AND LANDING 2.7/ P1

2.7.1 General 2.7/ P1
2.7.2 Autoland 2.7/ P1
2.7.2.1 General 2.7/ P1
2.7.2.2 Aircraft Autoland Performance Monitoring 2.7/ P1
2.7.2.3 Maintenance Procedures 2.7/ P2
2.7.3 CAT I ILS Approach 2.7/ P2
2.7.4 CAT II/III ILS Approach 2.7/ P3
2.7.5 Non Precision Approach 2.7/ P4
2.7.5.1 Straight-in Non Precision Approach 2.7/ P4
2.7.5.2 Circling Approach 2.7/ P5
2.7.6 Stabilized Final Approach 2.7/ P5
2.7.7 Mandatory Missed Approach 2.7/ P
2.7.8 Approach Monitoring 2.7/ P7
2.7.9 Landing Techniques 2.7/ P7
2.7.10 Crosswind Landing 2.7/ P7
2.7.11 Heavy Landing 2.7/ P7
2.7.12 Overweight Landing 2.7/ P7
2.8 GO-AROUND 2.8/ P1
2.9 AFTER LANDING 2.9/ P1
2.9.1 Autobrake 2.9/ P1
2.9.2 Reverse 2.9/ P1
2.10 TAXI IN 2.10/P1
2.11 PARKING 2.11/P1
2.12 SECURING THE AICRAFT 2.12/P1
A320/321 STANDARD

NORMAL PROCEDURES 2.1/P 1
OPERATING POLICY Rev 16
A320/321 STANDARD
2.1 OPERATING POLICY
2.1.1 General
It is Company policy to operate the A320/321 aircraft in accordance with the
applicable Airbus Flight Crew Operating Manuals and Quick Reference
Handbook.
The standard operating procedures outlined in this section are to be applied
in conjunction with the procedures detailed in the Airbus Flight Crew
Operating Manuals.
Standard operating procedures have been established to ensure that flight
deck operations are conducted in a safe and efficient manner. It is essential
that flight deck crew members are fully aware of the procedures outlined in
this section and that they are adhered to in normal and emergency/abnormal
operations.
Flight crews are designated as follows:
- CM1 refers to the crew member in the left hand seat.
- CM2 refers to the crew member in the right hand seat.
- The term “Pilot Flying” (PF) is used to define the pilot operating the
flight controls.
- The term “Pilot Not Flying” (PNF) is used to define the pilot not
operating the flight controls.
2.1.2 Checklist
Normal checklists are initiated (called) by the CM1 or PF and read by the
CM2 or PNF.
The CM1 or PF shall respond after having checked the existing

configuration. When both pilots have to respond, “BOTH” is indicated in the
checklist.
A320/321 STANDARD
2.1.3 Standard Callouts
Refer to FCOM 3.03.90 - Standard callouts
2.1.3.1 Standard Callouts for Each Flight Phase
PRELIMINARY COCKPIT PREP

EVENT PF PNF
After checking ONBOARD DOCUMENT
onboard document CHECKED CHECKED
After exterior walk EXTERIOR CHECKED
around CHECKED
COCKPIT PREP
EVENT PF PNF
Security check before COCKPIT SECURITY
boarding CHECKED CHECKED
Flight instrument INSTRUMENT CHECK READY
check PFD:
- SPEED 30
- _ (V1) BLUE
- _ (V2) MAGENTA
- CLB, NAV BLUE,1 FD 2
- _ FT (Initial alt) BLUE
- ELEVATION _ FT - CHECKED
(or PLUS/MINUS_FT )
- QNH _
- Vs zero, Pitch _, Bank _
- RADIO ALT _ FT - CHECKED
HDG:
- _ (on PFD)
- _ (on ND)
- _ (on DDRMI)
- _ (on Compass) - CHECKED
ND:
- GS zero, TAS dash
- First waypoint: name,
track, distance - CHECKED
TO REMOVE GROUND SUPPLY

EVENT CM1 GND MECH
Refer to FCOM 3.03.90 – Standard callouts, Summary for each phase
A320/321 STANDARD
BEFORE ENGINE START/PUSH BACK

EVENT CM1 CM2
After ATC clearance _ DEPARTURE (SID name)
obtained and set _ FEET/FL, HDG _(if any)
CHECKED TRANSPONDER __
Before start up BEFORE START C/L
clearance received DOWN TO THE LINE BEFORE START C/L DOWN
TO THE LINE COMPLETE
After all doors are CABIN CREW, ARM
closed ALL SLIDES AND
CROSS-CHECK
After start up clearance BEFORE START C/L BEFORE START C/L
received BELOW THE LINE BELOW THE LINE
COMPLETE
PUSH BACK/ENGINE START

EVENT CM1 GND MECH
When ready for push GROUND (from) COCKPIT (from) GROUND,
back and push back COCKPIT, CLEARED CLEARED FOR PUSH.
clearance received FOR PUSH? RELEASE BRAKES
Start of push back BRAKES RELEASED.
COMMENCE PUSH
BACK
When ready to start
engines
When push back Refer to FCOM 3.03.90 – Standard callouts, Summary
complete for each phase
When ready to
disconnect
AFTER ENGINE START

EVENT CM1 CM2
TAXI
EVENT CM1 CM2
When taxi clearance
obtained Refer to FCOM 3.03.90 – Standard callouts, Summary
Brake transfer check for each phase
Flight control check
When cabin report CABIN READY
obtained/checked CHECKED
During taxi BEFORE TAKEOFF C/L BEFORE TAKEOFF C/L
DOWN TO THE LINE DOWN TO THE LINE
COMPLETE
A320/321 STANDARD
BEFORE TAKEOFF
EVENT CM1 CM2
When line up CABIN CREW BE SEATED
clearance obtained FOR TAKEOFF
Before entering RWY FINAL/RWY CLEARED RWY/FINAL CLEARED
Lining up on the RWY BEFORE TAKEOFF C/L
BELOW THE LINE BEFORE TAKEOFF C/L
COMPLETE
TAKEOFF
EVENT PF PNF
When both pilots ready TAKEOFF
When both engine thrust STABILIZED
stabilized at 50% N1 CHECKED
(or 1.05 EPR)
Before passing 80 Kt
At 100 Kt
At V1
Refer to FCOM 3.03.90 – Standard callouts,
At VR
Summary for each phase
Gear retraction
If AP is engaged by PNF
Check list
At transition altitude TRANSITION ALT. STD SET. CROSS-CHECK
SET STD PASSING FL _ .
CHECKED. NOW.
PLUS /MINUS_FT (if
any)
Check list AFTER
TAKEOFF/CLIMB C/L AFTER TAKEOFF/CLIMB
BELOW THE LINE C/L COMPLETE
MALFUNCTION BEFORE V1 AT TAKEOFF

EVENT PF PNF
DESCENT
EVENT PF PNF
At FL200 or TOD (if CABIN CREW PREPARE
cruising below FL200) FOR LANDING
When cleared to SET QNH_ /QFE_ QNH_ /QFE_ SET. CROSS-
altitude and CHECK PASSING _ FT.
approaching transition CHECKED. NOW.
level PLUS/MINUS_FT(if any)
A320/321 STANDARD
APPROACH AND LANDING

EVENT PF PNF
Approach check list
Activation of approach
Refer to FCOM 3.03.90 – Standard callouts, Summary
phase
for each phase
RA alive
FAF
Final approach slope DME_ , _ FT.
check against ALT/DME PASSING NOW.
table (for NPA) _ FT HIGH /LOW.
or ON SLOPE
When aircraft in landing CABIN CREW BE SEATED
config FOR LANDING
Landing check list
1000 ft AGL
100 ft above DA/MDA
At DA/MDA with no
visual reference Refer to FCOM 3.03.90 – Standard callouts, Summary
At DA/MDA with visual for each phase
reference
After touch down
Deceleration
At 70 Kt
GO AROUND
EVENT PF PNF
AFTER LANDING
EVENT CM1 CM2
Check list AFTER LANDING C/L AFTER LANDING C/L
COMPLETE
Approaching parking CABIN CREW DISARM ALL
position SLIDES AND CROSS-
CHECK
A320/321 STANDARD
PARKING
EVENT CM1 CM2
SECURING THE AIRCRAFT

EVENT CM1 CM2
2.1.4 Altitude Alert System

The altitude alert system is to be used to record cleared altitudes and not as a
reminder device for transition levels or reporting altitudes. When
climb/descent constraints are part of a departure/arrival clearance such
constraint altitude(s) should be set in the altitude alert system even though the
constraints are also entered in the FMGC.
During the approach phase of flight the altitude alert system is to be set as
follows:
(a) In the case of an instrument approach, the missed approach altitude
must be set on FCU at the commencement of the final approach.
(b) In the case of an unrestricted visual approach the altitude alert
system should be set to the appropriate missed approach altitude.
2.1.5 Flight Deck Automation Policy (FOM 8.3.2.4.c)
Automation shall be used to increase the operational efficiency of the flight.

Pilots are required to comply with the automation policy as follows:
(a) Monitoring of the Auto-Flight System (AFS) by:
- cross-checking the status of AP/FD and A/THR modes (armed and

selected) on Flight-mode annunciator
- observing the result of any target entry (on the AFS panel) on the related
data as displayed on the PFD or ND; and ,
- supervising the resulting AP/FD guidance and A/THR operation on PFD
and ND (e.g attitude, airspeed and airspeed trend, altitude, vertical
speed, heading etc.)
(b) The use of an appropriate level of automation for the task, including
manual flying
2.1.6 Task Sharing
Refer to Chapter 13 - Task Sharing.

As a general rule, during taxiing on the ground, all the selection on FCU should
be made by CM2. In flight, all the selection on FCU should be made by the PF
A320/321 STANDARD
when AP is ON and by the PNF when AP is OFF. In flight, when below 10000 ft
AGL, all actions on MCDU should be made by PNF.
2.1.7 Flight Deck Discipline

At any moment of the flight, there must be one pilot who controls the aircraft. Any
transfer of control should be clearly understood between two pilots with one pilot
stating "I have control" and the o t h e r p i l o t relinquishing control with the
words "You have control".
During critical phases of flight such as takeoff, landing and flying at low
altitude, the PNF must always be prepared to take over control of the
aircraft with his/her feet lightly on the rudder pedals and one hand adjacent to
the side-stick.
When the aircraft is below 10000 ft AGL or in high workload situation, pilots are
required to comply with the sterile cockpit rule. Any conversation and activities
that are not essential should be avoided.
Two pilots qualified on type must be seated at the controls properly secured (lap,
crotch and shoulder restraints fastened, rudder pedals and seat adjusted) at all
time when the seat belt sign is ON and during flight in turbulence. At other time,
the lap strap need only be worn.
During the cruise phase, one pilot may vacate his/her seat for short periods. Lap,
crotch and shoulder restraints must be worn by the pilot in control when the other
pilot is not in his seat.
Under no circumstances will an unqualified person occupy a pilot’s seat.
All sun blinds, sun visors must not be used during taxi and criti cal phases of
fl i ght such a s takeoff and landing.
All screens must not be touched neither with fingers nor pens.
After flight, pilots must leave the Flight deck clean and in good order. All onboard
document and head sets must be in the place. All extraneous items such as
food, water bottles, newspapers, towel,... must be removed.
2.1.8 Communication
Headsets will be used in high work load situation and:
- From commencement of pushback/engine start until top of climb.
- From top of descent until the aircraft is parked and both engine are shut down.
When both pilots wear the headsets, interphone will be used for cockpit
communication except whilst the ground engineer is on the interphone.
The Radio Management Panels (RMPs) will normally be set up in the following
manner:
- VHF1 for Air Traffic Control.
- VHF2 for Company frequency (where available), ATIS information or 121.5.
A320/321 STANDARD
Both pilots will maintain a listening watch on the ATC frequency in use
unless SELCAL is being used.
Pilots should normally use his onside RMP to tune any one of the VHF or HF
radios. If the SEL lights come on after tuning the radio, the pilot should turn
them off by selecting the appropriate radio system dedicated to his RMP.
2.1.9 Briefings
2.1.9.1 Flight Crew Briefing

Refer to FOM 8.3.1.12
Before each departure and arrival, a briefing should be made by PF to cover
both Normal and Abnormal/Emergency operations. The briefings should be
concise, structured (i.e. following the flight sequence), interactive and should
fulfill two important purposes:
- To provide both pilots with opportunity to cross check and to correct each
other.
- To share a common mental image of the flight.
During the briefings, relevant MCDU pages will be selected and checked to
make sure that FMS has been properly programmed.
To ensure FMS flight plan and SID/STAR/Approach charts reconciliation,

during briefing, PF uses MCDU F-PLN page and his ND in PLAN mode
whilst PNF uses appropriate SID/STAR/Approach charts.
2.1.9.2 Cabin Crew Briefing
2.1.10 Computerized Flight Plan (CFP)
Normally two copies of CFP, one for each pilot, will be provided for each flight.
The Commander’s CFP should be the Master one and must be signed by the
Commander. Pilots should record and amend ETA/ATA and FOB at each
waypoint on CPF
2.1.11 Takeoff and Landing Cards
Takeoff/Landing card shall be used to record the takeoff/landing data of the

flight and shall be retained in the flight envelope after flight.
Takeoff card shall be used to record:
- Takeoff airfield weather data (by PF)
- Additional information, such as unserviceability of NAV Aid, taxiway,…(by
PF)
- ATC clearance (by CM2)
- Takeoff data: TOW, Takeoff speeds, Flex temperature (by CM2)
A320/321 STANDARD
Landing card shall be used to record:

- Landing airfield weather data (by PNF)
- Additional information, such as unserviceability of NAV Aid, taxiway,…(by
PF)
- Landing data: Landing weight, Landing flaps configuration, Autobrake mode,
Vapp, (by PF)
2.1.12 Cost Index
Depending on various operational factors, cost index will be established.

Refer to Flight Operation Notice for current cost index.
2.1.13 APU, Ground Power and Ground Air-conditioning Units
Before departure, if aircraft is powered by GPU and/or ACU, APU will be

started 15 minutes before push back or start-up.
On arrival, if APU is to be used at parking, APU will be started 2 minutes
before reaching parking position. In order not to forget starting the APU,
having APU system page displayed on SD (such as by pressing APU Master
SW p/b) is a good reminder.
Refer to appropriate Flight Operation Notice for list of airports with contracted
GPU/ACU service.
A320/321 STANDARD

PRE-DEPARTURE Rev 17
A320/321 STANDARD
2.2 PRE-DEPARTURE
2.2.1 FMS Procedures

Refer to FOM 8.3.2 – Navigation procedures, regarding:
(a) FMS data base validity;
(b) FMS route/computer flight plan reconciliation; and
(c) Navigation procedures.
2.2.2 Departure Briefing
Prior to the first flight for the cre w, a full briefing should be given by the
PF covering the following items:
2.2.2.1 Normal operation
(a) Miscellaneous
− NOTAMs
− Weather, RWY condition, wind
− Aircraft type and model (tail strike awareness), FMS database
validity, performance factor.
− Aircraft technical status (MEL, CDL, relevant OEBs)
− RVSM, RNP operation status
− Specific takeoff procedure (use of pack, APU, Noise abatement
procedure, radar, engine/wing anti-icing,…)
− Engine start procedure
(b) Push back and taxi
− Parking position, expected push back clearance
− Expected taxi route
(c) Takeoff data
− Departure/Destination and Alternate airports (MCDU INIT A page)
− Flight number, cost index, cruising FL,…
− Estimated takeoff weight, landing weight (MCDU INIT B page)
− Block fuel, extra fuel/time
− Takeoff RWY (MCDU PEF page)
− Takeoff flap configuration and thrust (Flex/TOGA)
− Takeoff speeds V1/ VR/ V2, preset climb speed,…
− Transition altitude, THR reduction/ ACC altitude, One engine out ACC
altitude
(d) Flight plan (MCDU F-PLN page)
− SID chart index number, effective date, MSA, airport elevation,..
− SID description: track and distance between waypoints, altitude/speed
constraints at waypoints,…
− Airways, total distance (check against CFP)
A320/321 STANDARD
(e) Radio navigation aids (MCDU RADNAV page): Radio navigation aids
should be manually tuned for
− Tracking the one-engine-out turn procedure or
− Tracking the SID or
− Preparation for immediate return/diversion
(f) Navigation accuracy (MCDU PROG page)
If the departure RWY is not on the aircraft navigation database, the departure
should be flown in HDG/TRK mode with raw data reference.
2.2.2.2 Abnormal operation
(a) Failure before V1: Refer to FCOM 3.02.10 P1,2,3

(b) Failure after V1: Takeoff must be continued
− Engine failure/fire (climb performance limiting)
+ One-engine-out turn procedure (if available) or initial HDG or
continue SID
+ Safety altitude
+ Immediate return/diversion consideration (MCDU SEC F-PLN
page)
− Other failure
+ Continue following the SID or initial HDG
+ Safety altitude
+ Immediate return/diversion or to continue flight plan route
consideration
On s u b s e q u e n t takeoffs with the same crew, the term “Standard
procedures” can be used, with only the salient points applicable to the
particular takeoff highlighted.
2.2.3 First Officer Takeoff and Landing

Prior to giving a First Officer a takeoff or landing the Commander should
assess the existing conditions and the First Officer's experience; both total
and recent. If there are any doubts the Commander must conduct the takeoff
or landing.
In the event of an engine failure/fire after V1, the First Officer should continue
to fly the aircraft until the Commander, at his discretion, takes over
control. Such take over, if required, should not take place before the landing
gear has been selected up.
A320/321 STANDARD
2.2.4 Departure ATC Clearance
Both pilots must be in the flight deck and ready for correct reception of
the ATC clearance.
The ATC clearance must be recorded adjacent to the route line on the
Master CFP by the CM1 and on the Takeoff Card by the CM2.
After ATC clearance has been received both pilots must be absolutely certain
that the clearance is understood before "read back" to ATC.
The review of the clearance must be conducted in the following

manner, assuming expected SID or departure tracking has already been
entered into the MCDU
(a) The C M 2 will read the clearance while the CM1 will observe
the F-PLN page to ensure compatibility with the actual ATC
clearance received;
(b) If the comparison between the received ATC clearance and the
data on the F- PLN page shows difference, the PF (or CM2 if the
aircraft is taxiing) will re-program the MCDU in accordance with
the clearance received;
(c) The CM2 will set the initial cleared altitude, the initial HDG (if
required) on FCU and the ATC transponder code. These settings
are announced by the CM2 and to be cross-checked by the CM1.
2.2.5 Flap Selection for Takeoff
The standard flaps setting for takeoff is either Flaps 1 or Flaps 2.

Unless otherwise required by special operational procedure such as by MEL,
for flexible takeoff, regardless of runway pavement condition and elevation,
flaps configuration giving the highest flexible temperature must be selected.
If different flaps configurations give the same flexible temperatures, the flaps
configuration associated with the lowest takeoff speeds will be used.
However for fuel saving purpose, subject to Commander’s discretion, Flaps1
can be selected in case of long runway, light weight, etc…
2.2.6 Takeoff Data

Takeoff performance should be calculated in accordance with r e l e v a n t
R T O W c h a r t s , FCOM 2.02 or FCOM 2.04.
All relevant takeoff data should be recorded on the Takeoff Card.
A320/321 STANDARD
2.2.7 Jumpseat / Obsever Briefing

A briefing is to be given to any approved observers travelling in the
jumpseat and it is the Commander’s responsibility to ensure that this is
completed. The briefing may be given by either pilot and is to include the
procedures for observer to adhere to in the event of an emergency. The
briefing is to include available exits, the use of the oxygen mask and the
use of any emergency equipment located in the cockpit.
TAXI OUT Rev 17
A320/321 STANDARD
2.3 PUSH BACK, START UP AND TAXI OUT
2.3.1 Push back and Start up
Engine start will be performed by CM1.

During engine start, both pilots have to monitor the engine parameters.
Any conversation and activities that are not essential should be avoided.
If a specific engine start procedure is to be applied, both pilots have to review it

before start up. All steps of a specific engine start procedure will be read by
CM2 and executed by CM1.
2.3.1.1 Automatic Engine Start
2.3.1.2 Manual Engine Start
2.3.1.3 Engine Start With External Pneumatic Power
2.3.1.4 Crossbleed Engine Start

Crossbleed engine start is not allowed during push back. Crew should apply this
procedure only when aircraft is stationary with parking brake on.
2.3.1.5 Start Valve Manual Operation
2.3.2 Taxi Out

Taxi must be conducted by the pilot o n the left hand seat (CM1) or
qualified TRI/TRE on the right hand seat. The other pilot will advise taxi route
by airport diagram.
In case of P I C incapacity, the First Officer requests to tow the aircraft to
parking bay.
O u t s i d e vigilance during taxi must be maintained

TAXI OUT Rev 17
A320/321 STANDARD
2.3.3 ATC Clearance and Takeoff Briefing Confirmation
If the ATC clearance has not been obtained prior to taxi, it should be
reviewed in accordance with Chapter 2.2.4 - Departure Clearance.
Prior to takeoff, the PF will brief the PNF on the salient points of the
ATC clearance and updated takeoff data, covering the following items:
- Takeoff RWY
- Gross weight
- Flaps configuration
- Fuel onboard
- Flex temperature, N1 (EPR)
- Speeds V1, V2, NAV (or initial HDG), initial ALT – [on PFD]
- SID
- Transponder code
NORMAL PROCEDURES 2.4/P1
TAKEOFF Rev 17
A320/321 STANDARD
2.4 TAKEOFF
2.4.1 Low Visibility Takeoff
A takeoff with RVR less than 400m is considered as a low visibility takeoff
(LVTO).
Low visibility takeoff procedure is not applicable in stormy weather
condition.
No takeoff shall be commenced if:
- The RVR is below the Company’s minimum which is 150m for CAT C
aircraft and 200m for CAT D aircraft; or
- The RVR is below the required takeoff minimum, stated in Jeppesen
Airways Manual for each runway.
The required takeoff minimum for each runway depends on the runway
facilities, such as lighting, marking,…
Minimum RVR (Note 2)

RWY facility
CAT C a/c CAT D a/c
Nil (day ONLY) 500 m 500 m
RWY edge lighting and/or centre

250 m 300 m
line marking (Note 1)
RWY edge and centre line lighting 200 m 250 m
RWY edge and centre line lighting

150 m 200 m
and multiple RVR info (Note 3)
Note 1: For night operations, at least runway edge and runway end lights
are required.
Note 2: The reported RVR representative of the initial part of the takeoff
run (or TDZ) may be replaced by pilot assessment.
Note 3: The required RVR value must be achieved for all of the relevant
RVR reporting points: TDZ, Mid-point and Lift-off zone, except as
stated in Note 2 above.
Low visibility takeoff procedure:

- Both crew members must be qualified for LVO.
- LVP is confirmed to be in force (by ATIS or ATC) or requested by
crew.
- ILS push button should be ON for reference
- Maximum crosswind component is 10 kt.
- The runway is not contaminated.
- Taxi, takeoff, landing and strobe lights will not be used due to glare
that may cause a reduction in forward visibility. Landing lights should
NORMAL PROCEDURES 2.4/P2
TAKEOFF Rev 17
A320/321 STANDARD
be turned on at landing gear retraction, after liftoff.

- Static takeoff shall be applied. No rolling takeoff is allowed.
- CM1 will be PF and CM2 will be PNF.
The CM1 will be “head-up” after takeoff thrust set. The CM2 will be
“head-down” through out the takeoff roll, monitoring the flight
instruments, parameters and provide appropriate callout.
- Takeoff shall be performed with TOGA thrust.
PNF will advice ATC when aircraft has lifted off.
2.4.2 Monitoring During Takeoff

The PF must observe his/her airspeed during takeoff with the "V1" and
"Rotate" calls from the PNF serving as backup only.
During all instrument takeoffs the PNF must positively monitor flight
instruments to at least 500 FT and alert the PF if tolerances are being
exceeded.
2.4.3 Noise Abatement Takeoff
Pilots should conform to the published Noise Abatement Departure
Procedures (NADP) on the condition that aircraft safety is not
compromised. In conditions of anticipated or actual wind shear,
turbulence, engine failure or other operational factors a noise abatement
takeoff should not be conducted or discontinued.
For NADP1 or NADP2 detail, refer to Jeppesen Airway Manual – ATC
Chapter
AFTER TAKEOFF/CLIMB Rev 16
A320/321 STANDARD
2.5 AFTER TAKEOFF/CLIMB
2.5.1 Clean Up and Thrust Reduction Altitudes

It is required that thrust reduction, flap retract and clean up heights as
promulgated in the Flight Crew Operating Manual, Runway Analysis
Manual or as specified in noise abatement procedures be adhered to.
Certain airports levy penalties against the operators of aircraft found
infringing noise abatement procedures.
Subject to published exceptions such as Noise Abatement Procedure, 1000 FT
(AGL) shall be used as the standard thrust reduction and acceleration altitude.
2.5.2 Maximum Angle of Bank
Standard procedure Specific approval
Above 500 ft 25 30
Twenty-five degrees is the normal angle of bank with a maximum of thirty

degrees that must be closely monitored, particularly during instrument
flight.
2.5.3 Turns after Takeoff
Turns after takeoff at altitudes below 500 FT (AGL) are not permitted
except as prescribed for noise abatement procedures.
2.5.4 Departure Terrain Awareness
On all IMC departures, without a published SID, speed should be held at
“green dot” until reaching the Minimum Sector Altitude (MSA) and 250 Kt until
reaching either the Minimum Off-route Altitude (MORA), the Minimum En-route
Altitude (MEA) or 10000 FT in countries where the 250 Kt speed restriction
below 10000 FT is applicable. Pilots must always assess terrain and at some
airports it may be necessary to climb in the circuit area to set heading over the
top at the MSA, MORA or MEA, as applicable.
For departure on a reciprocal track that has a published inbound STAR, the
associated altitude and distance restrictions can be used in reverse to
ensure terrain clearance.
AFTER TAKEOFF/CLIMB Rev 16
A320/321 STANDARD
2.5.5 Autopilot Engagement

The PF must advise the PNF the autopilot engagement status and the
selected active modes.
2.5.6 Fight Mode Annunciation (FMA) Mode Changes
Any change in FMA during flight must be called by the PF following by
a “Checked” call from the PNF.
2.5.7 Flight in Turbulence
Refer to FCOM 3 .04.91 and QRH 5.01 for information on operations in
adverse weather conditions and general procedures for flight in
turbulence.
2.5.8 En-Route Navigation
The F M S position should be checked against radio aids to ensure
accuracy between the ND map presentation and the required track.
This check should be conducted at regular intervals during flight when
appropriate radio aids are available.
2.5.9 Fuel Management
At any time that the configuration of the fuel system is changed from
normal operation, e.g. Cross-feeding, both pilots are to be aware of
the changed configuration and an estimated time calculated and
recorded to return the fuel system to normal operation.
2.5.10 RVSM and RNP operation capability
Prior to entering RVSM/RNP airspace, crew must check aircraft technical

status against RVSM/RNP operation requirements.
CRUISE FLIGHT AND DESCENT Rev 16
A320/321 STANDARD
2.6 CRUISE FLIGHT AND DESCENT

2.6.1 Cruise
2.6.1.1 Flight Level Check
On reaching initial cruise flight level (and any subsequent amended flight
level) the crew must conduct a positive check between the altimeters, the
flight level displayed in the FCU window and the flight level displayed in the
MCDU.
Whenever possible, crew should fly the optimum cruising flight level.
2.6.1.2 Rapid Descent Considerations
During operations above FL 250 pilots should be aware of preferred flight
paths, in the event that a rapid descent becomes necessary, by taking into
consideration other traffic, terrain, restricted airspace, etc.
2.6.1.3 Oxygen Masks
Both crew members must wear oxygen masks with the diluter demand
regulator in the NORMAL position at all times while the cabin altitude
exceeds 10000 FT.
2.6.1.4 Approach Preparation
Before arrival, the PNF will obtain the weather information (on the Landing
Card).
The PF will transfer aircraft control to the PNF (if possible), complete the
Landing Card and prepare the aircraft for the approach. If it is not possible,
the PNF will perform it under the PF order.
2.6.1.5 Timeliness of briefings
To prevent any rush (and increased workload) in initiating and conducting

the descent and the approach, descent preparation and the approach
briefing typically should be conducted 10 minutes before reaching the top-of-
descent point.
2.6.1.6 Approach Briefing
The Flight Management System (FMS) pages and the navigation display
(ND) should be used to guide and illustrate the briefing, and to confirm the
various data entries.
Once approach preparation has been completed and cross checked, the PF
will perform the approach briefing covering the following items:
A320/321 STANDARD
2.6.1.6.1 Normal operation
(a) Miscellaneous
− Aircraft technical status (OEBs, MEL/CDL operational procedure, any
failure during the flight,…)
− NOTAMs
− Weather (in comparison with applicable landing minima), wind, RWY
in use,
− Specific arrival procedure (use of pack, APU, Noise abatement
procedure, flaps configuration, radar, engine/wing anti-icing,…)
(b) Fuel (MCDU FUEL page)
− Minimum diversion fuel
− Extra fuel, holding time
(c) Arrival procedure (MCDU F-PLAN page)
− Top of Descent (confirm or adjust the top-of-descent point, computed
by the FMS, as a function of the expected arrival)
− Expected arrival route (STAR or radar vector), chart index number,
effective date, transition level, MSA
− Arrival route description: track and distance between waypoints,
altitude/speed constraints at waypoints, holding, …
(d) Approach procedure (MCDU F-PLAN page)
− Designated runway and approach type
− Chart index number and effective date, MSA, airport elevation
− Approach chart description:
+ IAF, holding, holding entry, track and distance between waypoints,
altitude/speed constraints at waypoints, , IF,…
+ LOC frequency, front course (for ILS approach) or final approach
course (for NPA)
+ FAF or Final descent point
+ Final descent angle
+ OM, DA/MDA, MAP, TDZ elevation
(e) Missed approach procedure: (MCDU F-PLAN page)
Track and distance between waypoints, altitude/speed constraints at
waypoints, holding, missed approach altitude,…
(f) Diversion to alternate airport route or second approach
(g) Landing
− RWY length, displaced threshold, width and slope, RWY condition
− Approach lighting and RWY lighting, and other expected visual
references
− Use of autobrake, reversers
− Intended exit taxiway, expected taxi route and parking stand
(h) Navigation accuracy (MCDU PROG page)
− Navigation accuracy
− Use of automation
− Managed (use of FMS) or selected modes, use of TRK/FPA, AP and
A/THR
A320/321 STANDARD
− Step-down approach (if a constant-angle non-precision-approach is

not available)
(i) Radio navigation aids (MCDU RADNAV page): Radio navigation aids
should be manually tuned for each instrument approach procedure.
(j) Approach performance (MCDU APPR PERF page)
(k) MCDU SEC F-PLN: alternative approach procedure.
2.6.1.6.1 Abnormal operation: any failure/malfunction in flight with operational

procedure
2.6.2 Descent
2.6.2.1 Descent Planning
Subject to exceptions, such as altitude/speed constraint, ATC requirement,

separation,…crew should plan the descent with IDLE thrust until shortly
reaching 1000 FT AGL for ILS approach or FAF (or Final Descent Point
when FAF is not specified) for NPA.
2.6.2.2 Arrival Procedures
In IMC or VMC (day or night) on a track without a published STAR, the

aircraft must maintain the MEA, MORA or MSA, as applicable, until
commencement of the instrument approach procedure. Under VMC (day or
night) the aircraft should complete the appropriate instrument approach
procedure except at airports where it is safe to conduct a visual approach
once the aircraft is within the relevant circling area.
Under radar vectoring the aircraft may be assigned altitudes below the
MEA, MORA or MSA. Under these circumstances pilots must continue to
remain aware of terrain clearance requirements.
2.6.2.3 Rate Of Descent At Low Height
Rates of descent when within 3000 FT of terrain should be restricted to not

above 3000 feet per minute and when within 2000 FT of terrain - to not
above 2000 feet per minute.
A320/321 STANDARD

APPROACH AND LANDING Rev 17
A320/321 STANDARD
2.7 APPROACH AND LANDING
2.7.1 General
In preparation for any instrument approach, the briefing requirements as set out
in Chapter 2.6.1.4. The Standard Callouts, including the Out of Tolerance
Calls, as set out in FCOM 3.03.90 apply.
Whenever weather conditions are such that an instrument approach is
necessary the autopilot(s) should be engaged to fly the approach.
2.7.2 Autoland
2.7.2.1 General
Autoland is permitted:
- In CAT I or better weather condition, on following runways with a CAT I ILS:
• Narita: RJAA 16L, RJAA 34L/R
• Fukuoka: RJFF 16/34
• Singapore: WSSS 02C/20R
• Hongkong: VHHH 25L/R
• Hanoi: VVNB 11L/R
• Hochiminh: VVTS 25L/R
- On all runways with a published CAT II or CAT III ILS regardless of locality.
The above is subject to NOTAMs or any other published restrictions on the use
of a particular CAT I ILS for autoland.
Airports with a CAT I ILS installed that are outside the above geographic
areas and are approved for autoland are included in the Route Manual.
Under CAT I or lower minima conditions ILS critical areas are restricted, by
ATC, from aircraft and vehicle operation to ensure that there is no disturbance to
the localizer and/or glideslope signal which may be reflected in adverse
autopilot inputs. Pilots are cautioned to be vigilant for localizer and/or
glideslope disturbances when conducting an autoland in visual conditions as
ATC protection of ILS critical areas is not assured. Pilots should be
prepared to immediately disconnect the autopilot and take appropriate action
should unsatisfactory autoland performance occur.
2.7.2.2 Aircraft Autoland Performance Monitoring

Following each satisfactory autoland an appropriate entry should be made in
the Technical Log whilst any unsatisfactory autoland must be entered as a
defect.
An Autoland Report Form should also be completed.
A320/321 STANDARD
For an autoland to be classified as satisfactory it should meet the

following criteria:
(a) All autopilot/flight director annunciation and radio altitude

callouts (if installed) operate normally;
(b) Indicated airspeed and heading permit normal flare
and landing with autothrust speed deviation not more
than +/- 5 Kt from Vapp;
(c) The aircraft position and movement is such that the
cockpit is within the lateral limits of the extended
centerline;
(d) The Autoland warning is not flashing amber at 200 FT RA;
(e) After passing 200 FT there is no unusual movement
of control surfaces or excessive attitude deviations;
(f) Touchdown occurs within the range 120 m past the
runway threshold to 800 m past the runway threshold;
(g) The longitudinal axis of the aircraft is not more than 8 m
left or right of runway centerline.
If during an autoland approach autopilot performance is outside
the above tolerances a go-around should be conducted unless
the conditions are such that the autopilot can be disengaged
and a manual landing safely accomplished.
2.7.2.3 Maintenance Procedures
In the event of an unsatisfactory entry in the DEFECTS field of the
Technical Log and rectification prior to the next flight is not carried out,
or an MEL is raised for a component which impacts upon autoland
capability, the applicable MEL will reflect that autoland is not permitted. A
red MEL label will be installed adjacent to the autopilot engagement
switches.
Following rectification of defects affecting autoland the applicable MEL
will be amended to indicate that for the MEL to be removed the
aircraft must complete a satisfactory autoland. An entry ‘Autoland
satisfactory – remove MEL #’ must be made in the DEFECTS field of
the Technical Log.
2.7.2.4 Autoland Limitation
- Maximum wind limit is as follows:

o Maximum headwind component, including gusts: 30 Kt
o Maximum tailwind component, including gusts: 10 Kt
A320/321 STANDARD
o Maximum crosswind component, including gusts: 20 Kt

- Glide slope angle is within – 2.5º and – 3.15º
- Airport elevation is below 5750 Ft (A321) or 2500 Ft (A320)
- Actual landing weight is at or below MLW
2.7.3 CAT I ILS Approach

The aircraft should be configured for the ILS approach in accordance
with the Normal Procedures detailed in F C O M 3 . 0 3 . 1 8 .
The PNF must primarily monitor flight instruments throughout the
approach and provide the appropriate standard calls
The PF should call “Visual” any time visual reference is established

above the minimum.
At the “Minimum” call, the PF should assess outside conditions and

declare either “Continue” or “Go-around. Flaps” as the case may
be.
The “Continue” call at the minimum by the PF must be based upon

the observation of the approach lights, runway lights, runway or
touchdown zone lights and that the approach can be continued in
visual conditions on the normal approach profile to a safe landing.
After the “Continue” call, by the PF the PNF MUST maintain

concentration on the flight instruments in order to monitor the flight
parameters for the remainder of the approach.
If the PF calls “Go-around. Flaps” at the minimum, or if visual

contact is lost after the minimum, an immediate go-around in
accordance with the Normal Procedures detailed in the A320/321
Flight Crew Operating Manual must be conducted.
2.7.4 CAT II/III ILS Approach
2.7.4.1 General
Approaches where the reported minima are less than CAT I

weather conditions must normally be conducted as a multiple
autopilot approach, with the PIC as the PF, followed by an
autoland or autopilot go-around. If visual contact is established
above the CAT I minima the autopilot may be disengaged for the
landing (normally, no later than 80 FT).
However, it is recommended that an autoland be conducted under
these circumstances.
CAT II/III approach is not allowed in stormy weather condition.
A320/321 STANDARD
2.7.4.2 ATC Low Visibility Procedures
When RVR falls below 550 m or when the RVR/ceiling falls below 800
m/200Ft, or when the weather is expected to deteriorate rapidly at airports
with CAT II/III capability, “Low Visibility Procedures” are introduced.
Under these procedures ILS sensitive areas are protected and ILS
separation standards are increased to 8 -10 NM. If the pre-departure
forecast indicates that low visibility procedures may be in operation,
additional fuel should be considered to provide for the expected delays
due to increased traffic congestion.
On first contact with the tower, pilot should advise ATC that the aircraft is
conducting a CAT II/III approach (as applicable). Pilot should be advised
either through the ATIS or ATC that “Low Visibility Procedures” are in
operation. If it is not the case, pilot should request clearance for CAT II/III
approach (as applicable).
Priority is given to aircraft with CAT II/III capability.
2.7.4.3 Exterior Lights
Exterior lights should be used with caution in conditions of low visibility

due to glare that can cause a reduction in forward visibility.
Therefore taxi, takeoff, landing and strobe lights will not be used in CAT
II/III approaches.
Taxi, takeoff, landing and strobe lights should normally be turned off at
landing extension on approach. Taxi light should be turned on again after
aircraft has cleared the runway.
2.7.4.4 Seat Position
Pilots will ensure proper seats position by using the eye-position indicating
devices.
2.7.4.5 Braking
A CAT II/III approach is not applicable if the braking effectiveness of the

runway is reported as being worse than Medium.
CAT II/III approach is not permitted in contaminated runway condition.
- For CAT II approach, autobrake should be used in LO mode (on dry

runway) or MED mode (on wet runway).
- For CAT III approach, autobrake should be used in MED mode.
A320/321 STANDARD
2.7.4.6 Runway Visual Range (RVR)
For CAT II/III operations RVR is measured at 03 positions along the

runway:
- Touchdown zone (TDZ)
- Mid point (MID)
- Roll out or Stop end (STP).
Only the TDZ RVR is normally transmitted unless either or both the other
values are less than the TDZ and less than 800 m.
Note: In France, RVR minima are published for both TDZ and MID point.
Both RVR must be satisfactory to commence approach.
The minimum RVR for CAT II/III approach is as follows:
POSITION RVR
TDZ 300 M
CAT II MID POINT 200 M
STOP END ADVISORY
CAT III A TDZ 200 M
MID POINT 200 M
STOP END ADVISORY or 200 M if MID POINT not available
TDZ 75 M or State minimum if it is higher
CAT III B MID POINT ADVISORY
STOP END ADVISORY
2.7.4.7 Pilot Incapacitation
If a pilot becomes incapacitated during a CAT II/III approach, it is

preferable for the other pilot to divert to an alternate airport with better
weather condition.
2.7.4.8 Airport Facility
For CAT II/III approach, HIALS, THRESHOLD lights, HIRLS, CL, TDZ and
continuous RVR information are required.
2.7.4.9 CAT II/III Approach Procedure

A320/321 STANDARD
2.7.4.9.1 Approach Preparation

In addition to items normally covered by approach briefing for any IFR
arrival, CAT II/III checklist should also be reviewed to ensure system
status and to review procedures relating to possible autoflight system
down grading or malfunctions.
CAT II/III minimum should be set in the DH field of the MCDU PERF
APPR page. In case of CAT III without DH, pilot should enter “NO” in the
DH field.
All CAT II/III ILS approaches are stabilized approaches. The aircraft
should be in the landing configuration and at approach speed by the FAF.
2.7.4.9.2 Task Sharing
Refer to Chapter 13.1.16 – CAT II ILS Approach- Task Sharing.
For all CAT II/III approaches, CM1 is PF and CM2 is PNF.
The workload is distributed in such a way that the PF primary tasks are
supervising and decision making and the PNF primary task is monitoring
operation of the automatic system.
As a general rules, PF-CM1 duties are:

- Controlling the thrust throughout the approach, landing, go-around
and rollout
- Making all FCU selections (if any)
- Taking manual control in the event of AP disconnection
- Monitoring flight instruments (when above 350ft AGL) then scanning
outside for visual references (except in CAT III approach with no DH)
- Making decision to land or to go-around
PNF-CM2 duties are:
- Monitoring flight instruments (head-down) throughout approach, go-
around or landing until rollout is completed
- Providing calls for any deviation or failure warning
- Calling barometric heights as required and monitoring auto call-out or
calling radio heights including "100 ABOVE"
- Monitoring FMA and calling mode changes as required.
2.7.4.9.3 Visual Reference
The “Continue” call at the minimum by the PIC must be based upon the
observation of the following:
CAT II
A segment of at least three (3) consecutive lights being the centreline of
the approach lights, or touchdown zone lights, or runway centre-line lights,
or runway edge lights, or a combination of these is attained and can be
maintained. This visual reference must include a lateral element of the
ground pattern, i.e. an approach lighting crossbar or the landing threshold,
or a barrette of the touchdown zone lighting.
CAT III A
A segment of at least three (3) consecutive lights being the touchdown
zone lights, or runway centre-line lights, or runway edge lights, or a
combination of these is attained and can be maintained.
A320/321 STANDARD
CAT III B with DH

At least one centre-line light is attained and can be maintained.
CAT III B without DH

There is no requirement for visual contact with the runway prior to touchdown.
If visual contact is lost after the minimum or if touch down cannot be safely
accomplished in the touch down zone, go-around should be conducted in
accordance with the Normal Procedures detailed in the A320/321 FCOM 3.
Deceleration of the aircraft should be monitored to ensure that the aircraft's

speed is reduced to less than 100 Kt prior to reaching the point on the runway
where the runway centreline lights change to alternating red and white (900 m
from the end of the runway).
The aircraft must be at taxi speed prior to reaching the point where the runway
centreline lights change to continuous red (300 m from the end of the runway).
On reaching this point, CM2 should call “Red Lights”.
No attempt should be made to exit the runway other than at specifically
illuminated turn off points.
CM2 should report “Runway vacated” only when the aircraft is clear of the CAT
II/III sensitive area. Pilots should exercise care when taxiing under conditions
of significantly reduced visibility to ensure that all ATC instructions regarding
holding point(s), runway crossings etc, are adhered to. If there is any doubt
about the situation, request ATC radar or marshalling assistance.
2.7.4.9.4 Required Aircraft Equipment
Refer to QRH 5.04 for required equipments for Cat II and CAT III
approaches.
2.7.4.9.5 Failures and Associated Procedures
The anomalies and failures can be classified into two groups:

- Failures leading to a downgrading of capability as displayed on FMA and
ECAM with an associated specific audio warning (triple click).
- Failures that do not trigger a downgrading of capability but are signaled by
other effects (flag, ECAM warning, amber caution and associated audio
warnings).
It should be noted that some failures might trigger ECAM warnings, cautions
and a downgrading of capability.
After any failure or ECAM warning during approach, before deciding to
continue or to downgrade the planned approach, crew must check the FMA for
landing capability.
Above 1000 Ft AGL:

- Downgrading from CAT III to CAT II is permitted only if:
o ECAM actions are completed
o RVR is at least equal to CAT II minima
A320/321 STANDARD
o Briefing is amended to include CAT II procedure and DH.

o Decision to downgrade is completed above 1000ft AGL.
- Downgrading from CAT II to CAT I permitted only if:

o ECAM actions are completed
o At least one FD is available
o RVR is at least equal to CAT I minima
o Briefing is amended to include CAT 1 procedure and DH.
o The decision to downgrade is completed above 1000ft AGL.
Below 1000 Ft AGL: see tables below
• CAT II Approach:
Height (Ft)
Event
1000-200 200-DH DH-Touch Down
-ALPHA FLOOR
activation,
-Amber caution (Except Continue approach and
Go-around
Nose wheel steering and landing
Antiskid fault)
-Engine failure.
- Nose wheel steering - Continue approach and landing.
fault - Disengage AP at touch down
- Antiskid fault
-Loss of AP - Go-around or
-Downgrade of landing - Continue approach and landing (If visual references
capability are sufficient)
No LAND mode
Go-around
(At 350ft AGL)
Disengage AP, land
AUTO LAND warning manually (If visual
Go-around
light references are
sufficient)
Disengage AP, land
manually
No FLARE mode
(If visual references are
sufficient)
A320/321 STANDARD
• CAT III Approach:
Note: At 350 Ft RA in case of incorrect selected ILS course (no LAND mode)
reversion to CAT II minima is allowed.
Height (Ft)
Event
1000-200 200-100 100-DH DH-Touch Down
- ALPHA FLOOR
activation,
- Amber caution
(Except Nose wheel Go-around Continue approach and landing
steering and
Antiskid fault)
- Engine failure.
- Nose wheel - Continue approach and landing.
steering fault - Disengage AP at touch down.
- Minimum DH=50ft
- Antiskid fault - Continue approach and landing.
- Disengage AP at touch down. Revert to CAT III SINGLE
-Loss of AP - Go-around or
-Downgrade of - Continue approach and landing (If visual references are
landing capability sufficient)
No LAND mode Go-around
(At 350ft AGL)
-Go-around or
AUTO LAND warning -Disengage AP, land manually
Go-around
light (If visual references are
sufficient)
-Go-around or
-Disengage AP, land manually
No FLARE mode
(If visual references are
sufficient)
A320/321 STANDARD
A320/321 CAT II/III CHECK LIST

1. Review the weather condition.
CAT POSITION RVR
TDZ 300 M
CAT II MID POINT 200 M
STOP END ADVISORY
TDZ 200 M
CAT III A MID POINT 200 M

STOP END ADVISORY or 200 M if MID POINT not
available
TDZ 75 M or State minimum if it is higher
CAT III B MID POINT ADVISORY
STOP END ADVISORY
2. Ground facilities:
- Review NOTAM for any inoperative ground components
- Determine if Inner/Outer Marker (if installed) to preset on ACP.
- Lighting condition on landing runway: HIALS, THRESHOLD, HIRLS, CL, TDZ
(check FOM 8.1.3 P13).
- Autoland limitation:
• Wind limitation:
o Maximum headwind component, including gusts: 30 Kt
o Maximum tailwind component, including gusts: 10 Kt
o Maximum crosswind component, including gusts: 20 Kt
• Glide slope angle is within – 2.5º and – 3.15º
• Airport elevation is below 5750 Ft (A321) or 2500 Ft (A320)
• Actual landing weight is at or below MLW
- Confirmation of LVO procedure in force or requested.
3. Aircraft status:
- QRH 5.04
- Autoland warning light test
4. Use of Auto brake.
5. Seat position
6. Use of exterior lights (takeoff /taxi /landing /strobe lights OFF in approach)
7. Crew qualification and recency.
8. Approach briefing:
- Normal approach briefing
- CAT I, II, III reversion
- Review failures and associate actions below 1000 Ft AGL
- Review visual reference at DH
9. Review Task sharing and Standard callouts.
Refer to Chapter 13.1.16 13.1.17, 13.1.18–CAT II/III ILS Approach- Task Sharing.
A320/321 STANDARD
2.7.5 Non Precision Approach
2.7.5.1 Straight-in Non Precision Approach

The aircraft should be configured for the non-precision approach in
accordance with the Normal Procedures detailed in FCOM 3.03.19
For straight-in approach, pilot must use FPV as the flying

reference. The FPV must be selected during Initial approach.
For non-precision approach other than RNAV approach, PF must
have his ND in ROSE VOR or ROSE ILS mode with raw data.
The PNF may have his ND in ARC or ROSE NAV mode in case of:
- High navigation accuracy or
- Low navigation accuracy with satisfactory navigation
accuracy check using raw data.
The PNF must primarily monitor flight instruments throughout the
approach and provide the appropriate standard calls.
The PF must primarily monitor flight instruments until the “1,000
feet” call. After this call the PF should expand instrument scan
to include outside visual cues.
The PF should call “Visual” any time visual reference is

established above the minimum.
At the “Minimum” call, the PF should assess outside conditions
and declare either “Continue” or “Go-around. Flaps” as the case
may be.
The “Continue” call at the minimum by the PF must be based

upon the observation of the approach lights, runway lights,
runway or touchdown zone lights and that the approach can be
continued in visual conditions on the normal approach profile to a
safe landing.
After the “Continue” call, by the PF the PNF MUST maintain

concentration on the flight instruments in order to monitor the flight
parameters for the remainder of the approach.
If the PF calls “Go-around. Flaps” at the minimum, or if visual
contact is lost after the minimum, an immediate go-around in
accordance with the Normal Procedures detailed in the A320/321
Flight Crew Operating Manual must be conducted.
A320/321 STANDARD
2.7.5.2 Circling Approach
The aircraft should be configured for the circling approach in

accordance with the procedures detailed in F C O M 3 . 0 3 . 1 9
During a circling approach the PNF must primarily monitor the flight
instruments and alert the PF to any out of tolerance maneuvering.
2.7.6 Stabilized Final Approach
All flights must be stabilized by 1000 ft above airport elevation in

instrument meteorological condition (IMC) and 500 ft above airport
elevation in visual meteorological condition (VMC).An approach is
stabilized when all of the following criteria are met
(a) The aircraft is on the correct flight
path;
(b) Only small changes of heading/pitch are required to
maintain the correct flight path;
(c) The aircraft speed is not more than Vapp + 10 Kt IAS and not
less than Vapp – 5 Kt;
(d) The aircraft is in the correct landing
configuration;
(e) Rate of descent is no greater than 1,000 feet per minute
(if an approach requires a rate of descent greater than
1000 feet per minute a special briefing should be conducted);
(f) Power setting is appropriate for the aircraft
configuration;
(g) All briefings and checklists have been completed.
Note: An approach that becomes unstabilized below 1000 feet above
airport elevation in IMC or below 500 feet above airport elevation in
VMC requires an immediate go-around.
The above criteria should be maintained through the rest of the
approach for it to be considered a stabilized approach. If the above
criteria cannot be established and maintained at and below 500 FT
above airport elevation an immediate go-around should be initiated.
At 400 FT above airport elevation for all visual approaches the aircraft
should be positioned so that the flight deck is within, and tracking so as to
remain within, the lateral confines of the runway’s extended centre-line
As the aircraft crosses the threshold it should
be:
(a) Stabilized on target airspeed to within 10 Kt until arresting
descent rate at flare;
A320/321 STANDARD
(b) On a stabilized flight path using normal

maneuvering;
(c) Positioned to make a normal landing in the touch down
zone.
If the above criteria cannot be maintained a go-around should be initiated.
2.7.7 Mandatory Missed Approach (Refer to FOM 8.3.1.6)

On all instrument approaches execute an immediate missed approach if any of
the following occurs:
(a) A navigation radio aid or flight instrument failure occurs that

affects the ability to safely complete the approach in instrument
conditions;
(b) When on ILS final approach in IMC and either the localizer
and/or glideslope indicator show full deflection;
(c) When the navigation instruments show significant disagreement
and visual contact with the runway has not been established;
(d) On a radar approach radio communication is lost;
(e) On reaching the published operating minimum the required
visual contact is not established.
(f) If the required visual reference is lost after the minimum
2.7.8 Approach Monitoring

Refer to FOM 8.3.1.7 and FCOM 3.03.90
2.7.9 Landing Techniques

Refer to FCOM 3.03.22.
2.7.10 Crosswind Landing

Refer to FCOM 3.04.27.
2.7.11 Heavy Landing

A heavy landing whether above or below the structural landing weight limit
must be reported in the Technical Log with all relevant information such as
actual weight, sink rate, touch down forces etc.
2.7.12 Overweight Landing
Refer to FCOM 3.02.80 and QRH 2.25

In the event that it is necessary to land an aircraft above its structural
landing weight limit consideration should be given to factors such as runway
length and ambient conditions to enhance the prospect of a smooth touch
down.
A320/321 STANDARD
There must be an entry in the Technical Log with sufficient information on

the smoothness of the touch down to assist ground engineering personnel
in the selection of the correct category overweight landing inspection to be
conducted.
A low rate of descent and a smooth touch down can save time and
inconvenience for ground engineering personnel in the subsequent inspection.
The Runway Analysis Manual includes tabular data for the landing distance
required for landings above the maximum landing weight under various
pressure altitude and temperature conditions.
GO-AROUND Rev 16
A320/321 STANDARD
2.8 GO-AROUND

In case of missed approach, crew must follow the published missed approach
procedure dedicated to the cleared instrument approach procedure or alternative
procedure which has been cleared by ATC.
GO-AROUND Rev 16
A320/321 STANDARD

TAKEOFF Rev 16
A320/321 STANDARD
2.9 AFTER LANDING
2.9.1 Autobrake
Autobrake should be used for all landings when available. On short or

contaminated runways, use MED mode. On long runway, LO mode is
recommended. In case of very long runway or low weight, if the flight crew
anticipates that braking will not be needed, autobrake can be disconnected at
early stage of the landing roll.
2.9.2 Reverse
Normally IDLE reverse should be use for landing. However, MAX reverse could
be used in any case when flight crew considers it necessary for the safety of
flight.
TAKEOFF Rev 16
A320/321 STANDARD

In case of missed approach, crew must follow the published missed approach
procedure dedicated to the cleared instrument approach procedure or alternative
procedure which has been cleared by ATC.
TAXI IN Rev 16
A320/321 STANDARD
2.10 TAXI IN
Taxi must be conducted by the pilot on the left hand seat or qualified TRI/TRE
on the right hand seat. The other pilot will advise taxi route by airport diagram.
In case of Captain incapacity, the First Officer requests to tow the aircraft to
parking bay
Outside vigilance during taxi must be maintained.
One engine taxi in procedure should be applied whenever possible.

Except when operational requirement dictates, engine should only be shut
down at taxi speed, when taxiing on straight line and after a cooling period of at
least 3 minutes. This 3-minute cooling period includes the engine operating
time at reverse idle or ground idle thrust.
Refer to FCOM 3.04.90 for more information. In addition, APU availability is not
mandatory for one engine taxi in. Consequently it is not necessary to start APU
before shutting down one engine for taxi in.
On contaminated taxiway, one engine taxi procedure is not applicable
In case of an aircraft system failure or malfunction, this is captain respossibility

whether or not to apply one engine taxi procedure. As a guideline, this
procedure is not applicable in case of malfunction :
o Engine
o Braking system
o Hydraulic system
o Nose wheel steering
o Electric system
Depending on taxi route feature, at some airports one engine taxi in procedure
may not be applicable. This information will be stated in A320/321 Route
Manual.
TAXI IN Rev 16
A320/321 STANDARD

PARKING Rev 16
A320/321 STANDARD
2.11 PARKING

PARKING Rev 16
A320/321 STANDARD

SECURING THE AIRCRAFT Rev 16
A320/321 STANDARD
2.12 SECURING THE AIRCRAFT

SECURING THE AIRCRAFT Rev 16
A320/321 STANDARD

SECTION 3
ABNORMAL PROCEDURES

ABNORMAL PROCEDURES TOC/P1
A320/321 STANDARD
3.1 ABNORMAL PROCEDURES 3.1/P1

3.1.1 Introduction 3.1/P1
3.1.2 Acceleration Height 3.1/P1
3.1.3 Engine Shutdown Procedure 3.1/P1
3.1.4 Flight Path Monitoring During Non-Normal Procedures 3.1/P1
3.1.5 Flight with an Engine Inoperative 3.1/P1
3.1.6 Emergency Airports 3.1/P3
3.1.7 Depressurisation 3.1/P3
3.1.8 Cabin Fire Procedures 3.1/P4
3.1.9 Interception Procedures 3.1/P4
3.1.10 Ground Proximity Warning System (GPWS) or Enhanced 3.1/P5
Ground Proximity Warning System (EGPWS) – As Installed
3.1.11 TCAS 3.1/P6
3.1.12 Minimum Fuel Declaration 3.1/P6
ABNORMAL PROCEDURES TOC/P2
A320/321 STANDARD

3.1/P1
ABNORMAL PROCEDURES
Rev 11
A320/321 STANDARD
3.1 ABNORMAL PROCEDURES
3.1.1 Introduction
Refer A320/321 Flight Crew Operating Manual, Section 3.02.00,
Introduction, for ECAM and QRH procedures.
Pilots must be sufficiently familiar with the QRH to ensure that they can, if
necessary, expeditiously and accurately locate any required non-normal
procedure.
Selection of transponder codes for emergency situations (7700) and the
making of emergency radio calls to ATC is a normal crew function and
should be actioned by crew members in appropriate circumstances.
In the conduct of abnormal/emergency procedures the following actions
must be cross-checked by a dual response prior to actuation:
(a) Thrust lever reduction of a failed engine;
(b) Engine master switch;
(c) Fire push button switch;
(d) IDG disconnect switch.
(e) ADIRS selectors switch
3.1.2 Acceleration Height
A standard acceleration height (AGL) of 1,500 FT should be used or such
height as published in the pre-computed takeoff charts whichever is the
higher, in the event of an engine failure on takeoff.
3.1.3 Engine Shutdown Procedure
Refer to FCOM VOL3 – 3.02.70 and task sharing on QRH 0.00
3.1.4 Flight Path Monitoring During Non-Normal Procedures
Refer to FCOM 3.02.01 P24
3.1.5 Flight with an Engine Inoperative
Following an engine shutdown in flight it is the Commander's responsibility
to decide whether:
(a) The flight should be continued to destination;
(b) The flight should return to the departure airport; or
(c) A landing should be made at the nearest suitable airport.
Factors that need to be considered for flight with an inoperative engine
include the following:
3.1/P2
ABNORMAL PROCEDURES
Rev 11
A320/321 STANDARD
(a) Nature of the malfunction which preceded the engine shutdown

and any further mechanical difficulties which may arise from the
shutdown;
(b) Availability of the inoperative engine for use;
(c) Altitude, aircraft weight and useable fuel at the time of engine
shutdown;
(d) Distance to be flown;
(e) Relative characteristics of suitable airports available for landing;
(f) Weather conditions en route and at suitable airports available for
landing;
(g) Air traffic congestion;
(h) Type of terrain; and
(i) Familiarity of pilot with airport to be used.
It is expected that the Commander will, at all times, operate the aircraft with
full regard to safety. No undue emphasis should be placed on the
continuation of a flight to the destination unless the Commander is satisfied
that this is a desirable and safe course of action.
Following an engine shutdown a two engine aircraft should normally
proceed to the nearest suitable airport, although there is no objection to the
aircraft proceeding to the destination provided the increased flying time is
not significant.
When runway approach slope guidance is not available the aircraft should
carry out a normal circuit unless circumstances or terrain make this
unadvisable.
3.1/P3
ABNORMAL PROCEDURES
Rev 11
A320/321 STANDARD
3.1.6 Emergency Airports .

Pilots must maintain an adequate knowledge of airports, suitable for an
emergency landing, which are on, or adjacent to, the aircraft's flight path.
An emergency airport is an airport with an available runway length
sufficient to meet the applicable aircraft's performance requirements
(scheduled landing distance) and where it is expected that a safe landing
can be made. An emergency airport may be selected from Jeppesen
Airway Manual or the Vietnam domestic airport airway manual if it is
necessary for a emergency or forced landing to be carried out for safety
and/or the preservation of life.
3.1.7 Depressurisation
3.1.7.1 General
In the event of a depressurisation the requirement for the donning of
oxygen masks is immediate. The following table of Times of Useful
Consciousness are representative of a person in normal health in a seating
position.
ALTITUDE (FT) TIME

22,000 5 minutes
25,000 2 minutes
28,000 1 minute
30,000 45 seconds
35,000 30 seconds
40,000 18 seconds
The above times can be reduced by approximately 50% with moderate

activity and by approximately 33% in a rapid depressurization. If oxygen is
applied expeditiously the debilitating effects of oxygen deprivation are
removed within 20 seconds.
3.1.7.2 Emergency Descent Procedures
If an emergency descent is required the procedures as detailed in the
Flight Crew Operating Manual should be followed. Following completion of
the applicable non-normal procedure(s), the First Officer should select
transponder code 7700 and advise ATC through the use of a PAN call.
The Commander should make the following PA announcement:
“COCKPIT SPEAKING, CABIN CREW SEATED AND FASTENED”
Flight deck crews must be aware of the height of the terrain in the vicinity of
the descent and must limit the descent to the MSA (or grid MORA) for the
sector or 10,000 FT whichever is the higher.
3.1/P4
ABNORMAL PROCEDURES
Rev 11
A320/321 STANDARD
When the aircraft attains the required level off altitude, the Commander
should make a PA announcement indicating that the use of oxygen masks
is no longer required. Based upon this PA announcement the Purser shall
enter the flight deck to report on the condition of passengers and cabin
crew.
The flight deck crew should assess the situation with respect to:
(a) The state of any structural damage (if required);
(b) Distance to and weather conditions at suitable diversion airport(s);
(c) Any intervening terrain between the aircraft’s position and suitable
diversion airport(s); and
(d) Diversion fuel requirements.
3.1.8 Cabin Fire Procedures
In the case of a fire in the cabin, a cabin crew member will contact the flight
deck either personally or via the interphone providing the following
information:
(a) What is actually on fire and its location;
(b) If the fire is in the galley area, request that galley power be
removed;
(c) The amount and the color of the smoke and the effect it is having
on the passengers; and
(d) The ferocity of the fire and whether it can be contained.
The Purser should keep the Commander updated as to the progress in
containing the fire and if at any time the situation appears out of control an
immediate face to face report will be made.
In this case a landing at the nearest adequate airport should be
considered.
3.1.9 Interception Procedures
ICAO standard procedures are to be followed in the event of in-flight
interception. These procedures, including the State variations are detailed
in the Jeppesen Airway Manual together with an appropriate NOTAM for
any variations from standard procedures.
In the event of an in-flight interception proceed as follows;
(a) Do not perform any maneuver that may be construed as hostile.
Maintain straight and level flight;
(b) Select transponder to 7700 and where possible notify the
appropriate ATC centre;
3.1/P5
ABNORMAL PROCEDURES
Rev 11
A320/321 STANDARD
(c) Attempt to establish communication with the interceptor or with the

appropriate intercept control unit by making a general call on 121.5
MHZ giving the identity and position of the aircraft and the nature of
the flight; and
(d) Follow instructions from intercepting aircraft responding as
appropriate to instructions.
If any instructions received by radio from any source conflict with those
given by the intercepting aircraft request immediate clarification whilst
complying with the instructions given by the intercepting aircraft.
3.1.10 Ground Proximity Warning System (GPWS) or Enhanced Ground
Proximity Warning System (EGPWS) – As Installed
(FOM 8.3.5-FCOM vol 3- 3.02.34 -3.04.34 and QRH 1.14)
3.1.0.1 General
It is the responsibility of the flight crew to maintain horizontal and vertical
situational awareness at all times. The Ground Proximity Warning System
(GPWS/EGPWS) is designed to alert pilots that the aircraft position in
relation to the terrain is abnormal and, if not corrected, could result in a
controlled flight into terrain (CFIT).
3.1.10.2 Procedure
Procedures associated with GPWS/EGPWS activation are described in
the applicable FCOM/OM – Emergency/Non-Normal Section and the QRH
and can be summarised as follows:
(a) Ideally, preventative actions must be taken before a GPWS/EGPWS
warning;
(b) The response by the pilot flying must be immediate with an aggressive
pull-up manoeuvre utilising the maximum performance of the aircraft;
(c) The pilot not flying must monitor and call the radio altitude and its trend
throughout the terrain avoidance manoeuvre;
(d) The pull-up manoeuvre must be continued at maximum climb
performance of the aircraft until the warning has ceased, as indicted by
a steadily increasing radio altimeter reading.
The GPWS/EGPWS may not be deactivated (by pulling the circuit breaker
or use of the relevant switch) except when specified by approved
procedures.
Any GPWS/EGPWS activation must be subject to a incident report
forwarded to the Flight Operations Department. Where an activation
indicates a possible technical malfunction of the system an appropriate
entry should be made in the Technical Log.
3.1/P6
ABNORMAL PROCEDURES
Rev 11
A320/321 STANDARD
3.1.11 TCAS (FOM 8.3.6.1)(FCOM vol 3 – 3.02.34 – 3.04.34 QRH 1.15)

3.1.11.1 General
All company aircraft must be equipped with TCAS II version 7.0( ACAS II)
The Traffic and Collision Avoidance System is described in the applicable
FCOM/OM Systems Volume.
Procedures associated with TCAS activation are described in the
applicable FCOM, QRH – Emergency/abnormal Section and the QRH.
3.1.11.2 Conflicting Information between Air Traffic Control Instructions and a
TCAS Alert
As Air Traffic Control may not know when the TCAS system issues RA’s it
is possible for ATC to unknowingly issue instructions that are contrary to
the TCAS RA indications.
Safe vertical separation may be lost during TCAS coordination when one
aircraft manoeuvres in the opposite vertical direction to that indicated by
TCAS and the other aircraft manoeuvres as indicated by TCAS.
DURING A TCAS RA DO NOT MANOEUVRE CONTRARY TO THE RA
INDICATIONS BASED SOLEY ON ATC INSTRUCTIONS.
3.1.12 Minimum Fuel Declaration
When a minimum fuel quantity of 1200 kgs for A320 and 1300 kgs for A321
( which is the equivalent of a minimum of 30 minutes ) is expected upon
crossing the threshold of the nearest suitable airport , the comander must
declare an emergency using the appropriate terminology and file a report
after landing.
SECTION 4
PERFORMANCE

4.1/P1
PERFORMANCE
Rev 16
A320/321 STANDARD
4.1 PERFORMANCE
Refer FCOM 2.02 –Takeoff, for information on RTOW charts, MTOW

calculation, flexible takeoff, and takeoff performance corrections.
4.1/P2
PERFORMANCE
Rev 16
A320/321 STANDARD

SECTION 5
FLIGHT PLANNING

FLIGHT PLANNING TOC/P1
A320/321 STANDARD
5.1 FLIGHT PLANNING 5.1/P1

5.1.1 Flight Release 5.1/P1
5.1.1.1 Sample Flight Release 5.1/P1
5.1.1.2 De-Code of Flight Release 5.1/P2
5.1.2 Computer Flight Plan 5.1/P3
5.1.2.1 Sample Computer Flight Plan 5.1/P3
5.1.2.2 Decode of Computer Flight Plan 5.1/P6
5.1.3 Reclearance Flight Plan 5.1/P11
5.1.4 Fuel Calculations 5.1/P13
5.1.5 FMC Cost Index 5.1/P13
FLIGHT PLANNING TOC/P2
A320/321 STANDARD

5.1/P 1
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
5.1 FLIGHT PLANNING
5.1.1 Flight Release

5.1.1.1 Sample Flight Release
1 VIETNAM AIRLINES FLIGHT RELEASE HVN231
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
2 PLEASE USE CFP NUMBER 7327 VVNB TO VVTS IFR COMPUTED 0915Z 22/09/09
3 GENERAL INFO
3.1 FLT NBR A/C REG DATE DEP/ARR STD / STA ETD DEST ALTN
HVN231 VNA351 10OCT HAN/SGN 0800/0945 Z 0800Z PNH/ DAD
3.2 TRIP TIME 1.39 ETOPS FLIGHT YES / NO
4 WEIGH AND FUEL-ALL IN KGS

4.1 TOTAL PAX 150 EST PLD 22363 EZFW 73800
4.2 TRIP FUEL 5350 BLOCK FUEL 8821 FINAL FUEL ORDER. . . . .
4.3 REASON - ZFW CHG/DEST WX/ALTN/ATC/LOW FL/MEL/OTHER. . . . . . . ./
5 DOCUMENT
5.1 -COMPUTERIZED FLIGHT PLAN ... COPIES . . . . . . . . ./
5.2 -ATC FLIGHT PLAN OF HVN231 YES / NO . . . . . . . . ./
5.3 -NOTAM YES / NO . . . . . . . . ./
5.4 -WX YES / NO . . . . . . . . ./
-. . . . . . . . . . . . . . . . .
6 CREW INFORMATION
6.1 -ACTIVE CREW: PF . . . . . . . . . . PNF . . . . . . . . . . .

6.2 -RELIEF CREW: CAPT . . . . . . . . . . F/O . . . . . . . . . . .
6.3 -PURSER: . . . . . . . . . . . SECTION LEADER: . . . . . . . . . .
7 REMARKS
7.1 -DGR/SPECIAL: YES/NO . . . . . . . . . . . . . . . . . . . . .
7.2 -MEL/CDL: NONE
8 TIME ACCEPT (HH:MM): . . . . . . . . . . . . . .

I HEREBY RELEASE THIS FLIGHT IN FULL COMPLIANCE WITH CIVIL AVIATION
LAW AND/OR COMPANY OPERATION MANUAL
9 - DISPATCHER: HOANG DUC CONG
I HEREBY PREPARE AND ARRANGE THIS FLIGHT RELEASE ACCORDING TO THE
INSTRUCTION AND DATA PROVIDED BY VIETNAM AIRLINES
10 - AGENT: . . . . . . . . . . . SIGN:. . . . . . . . . . .
I HEREBY ACCEPT THIS FLIGHT RELEASE WITH FULL ACKNOWLEDGEMENT.
11 - PILOT IN COMMAND: NGUYEN DUC CHUONG SIGN:. . . . . . . . . . .
12 POST FLIGHT: ETOPS SUCCESSFUL - YES/NO

*IF NO, WRITE DOWN REASON ON BACK SIDE OF THIS PAGE
13 END OF FLIGHT RELEASE HVN231/VERSION OCC-CFP-001

5.1/P 2
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
5.1.1.2 Decode of Flight Release

1 VIETNAM AIRLINES FLIGHT RELEASE: Header of Flight Release
HVN231
2 PLEASE USE CFP NUMBER 7327 Computerized Flight plan with
reference number.
VVNB Departure airport (ICAO).
VVTS Arrival airport (ICAO).
IFR Instrument Flight Rules.
COMPUTED 0915Z 22/09/09 Time flight plan was computed.
3 GENERAL INFO
3.1 FLT NBR HVN231 Flight Number
A/C REG VN-A351 Aircraft registration
DATE 10OCT Date of flight
DEP / ARR HAN / SGN Departure and Arrival Airport
STD / STA 0800/0945Z Schedule Time of Departure and
Schedule Time of Arrival (UTC)
ETD 0800Z Estimate Time of Departure (UTC)
DEST ALTN PNH/ Destination Alternate Airport
3.2 TRIP TIME: 1.39 Trip time
ETOPS FLIGHT YES / NO Circle to YES or NO
4 WEIGH AND FUEL-ALL IN KGS
4.1 TOTAL PAX: 150 Estimate Passenger Number
EST PLD: 22363 Estimate Payload
EZFW 73800 Estimate Zero Fuel Weight
4.2 TRIP FUEL 5350 Trip Fuel Calculated
BLOCK FUEL 8821 Block Fuel Calculated
FINAL FUEL ORDER. . . Fuel order by PIC
4.3 REASON Circle to reason when FINAL FUEL
ORDER higher then BLOCK FUEL
– ZFW CHG/ Zero Fuel Weight Change
– DEST WX/ Destination Weather
– ALTN/ Alternate
– ATC/ Air Traffic Control
– LOW FL/ Low Flight Level
– MEL/ Minimum Equipment List
– OTHER. . . . . . . Other reason
5 DOCUMENT Document related to Flight Release
5.1 -COMPUTERIZED FLIGHT PLAN
....COPIES . . . . . . . . ./ Number of copy
5.2 -ATC FLIGHT PLAN OF HVN Circle to YES or NO
YES / NO . . . . . . . . ./
5.3 -NOTAM Circle to YES or NO
YES / NO . . . . . . . . ./
5.4 -WX Circle to YES or NO
YES / NO . . . . . . . . ./
6 CREW INFORMATION
6.1 -ACTIVE CREW: Crew’s name fill up by PIC
PF . . . . . . . . . .
PNF . . . . . . . . . . .
6.2 -RELIEF CREW:
CAPT . . . . . . . . . .
F/O . . . . . . . . . . .
6.3 -PURSER: . . . . . . . . . . . Purser’s Name
SECTION LEADER: . . . . . . . . . Section Leader’s Name
7 REMARKS
5.1/P 3
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
7.1 -DGR/SPECIAL: Dangerous Goods Information

YES/NO . . . . . . . . . . . . .
7.2 -MEL/CDL: PRINTER NOT WORK . . . Minimum Equipment List/
. . . . . . . . . . . . . . . . . Configuration Deviation List
Information
8 TIME ACCEPT (HH:MM): . . . . . . Time pilot sign flight release
9 - DISPATCHER: HOANG DUC CONG Name of Dispacher
10 - AGENT: . . . . . . . . . . . Representative or Agency, name and
SIGN:. . . . . . . . . . . sign
11 - PILOT IN COMMAND: NGUYEN DUC PIC, name and signature
CHUONG
SIGN:. . . . . . . . . . .
12 POST FLIGHT: ETOPS SUCCESSFUL - Circle to YES or NO if ETOPS flight
YES/NO
13 END OF FLIGHT RELEASE HVN781/ Footer of Flight Release
VERSION OCC-CFP-001 Version of CFP
5.1.2 Computer Flight Plan

5.1.2.1 Sample Computer Flight Plan
1 VIETNAM AIRLINES C.F.P NUMBER 7327 FOR FLIGHT HVN231 - NON ETOPS
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
2 PLAN 7327 VVNB TO VVTS A321 M78/F IFR 22/09/09
3 NONSTOP COMPUTED 0915Z FOR ETD 0800Z PROGS 2200ADF VNA351 KGS
4 ATTN CAPT NGUYEN DUC CHUONG

5 FLT HVN231 VVNB/HAN 1500L/0800Z/. . . . BLOFF . . . . STD / STA
6 VVTS/SGN 1639L/0939Z/. . . . BLON . . . . 0800/0945Z
7 GCD 0623 G/D 0693 A/D 0692 W/C P000 TEMP M33 TDV/P15 MAXS 4/PK
8 SPEED SKD CLB-300/.78 CRZ-M78 DSC-.78/300
9 E.FUEL C.FUEL E.TIME

10 TRIP 5350 . . . . 1.39
11 CONT 5PCT 268 . . . . 0.05 FUEL BURN ADJUSTMENT FOR
12 1ST ALT/VDPP 1517 . . . . 0.27
13 FINAL RES 1487 . . . . 0.30 1000 KGS INCR/DECR
14 EXTRA 0 . . . . 0.00 IN TOW +/- 49 KGS
15 TAKE OFF 8622 . . . . 2.41
16 TAXI 200 . . . . FUEL
17 BLOCK 8822 . . . . 2.41 REQT . . . . /ACTUAL . . .
REMAIN . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
18 E.WT CORR. OP.LIMIT STRUC. REASONS FOR OP.LIMIT
19 DOW 051437 ... ..
20 EPLD 022363 ... ..
21 EZFW 073800 ... .. MZFW ... .. 073800 / . . . . . . . . .
22 ETOW 082422 ... .. MTOW ... .. 093000 / . . . . . . . . .
23 ELAW 077072 ... .. MLAW ... .. 077800 / . . . . . . . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
24 FUEL CONSUMPTION - P 2.0 PCT/HR/ENG
25 COMPANY ROUTE R01 FL320

26 VVNB VIT1A VITRA..NAH W1 AC..VVTS
5.1/P 4
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
27 HVN231 FROM VVNB TO VVTS

28 SID . . . . . . TRANS POINT . . . . . INITIAL ALT . . . . . . . .
29 FL . . . . . . SQUAWK . . . . . . . DEPT FREQ . . . . . . . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
30 CAPT NGUYEN DUC CHUONG F/O NGUYEN VAN A DISP HOANG DUC CONG
31A T/O ALTERNATE MSA TTK GDIST ADIST FL W/C TIME FUEL
32A ALTN - 1 VVCI/HPH 076 114 89 92 130 M005 00.19 1133
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
31B DEST ALTERNATE MSA TTK GDIST ADIST FL W/C TIME FUEL
32B ALTN - 1 VDPP/PNH 073 292 138 143 180 M007 00.27 1517
33 ROUTE -N0396F180 SAP1C SAPEN R468
34 LRC FL320 005367 01/39

35 LRC FL260 005608 01/42
36 TIME TO
37 DIST W/C CFR FOB XFR ETP / ALT
38 ETP1 VVNB/VVDN 0169/0169 M002/P002 0 006260 00000 00.27/00.27
39 N18372E106588
ETP2 VVDN/VVTS 0162/0170 M009/P003 0 004067 00000 01.09/00.26
N13204E108012
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
40 VVNB ELEV 00040FT N21133E105483 NOIBAI INTL REMAINING
41 AWY FIX OAT FL TAS GS MCSE ZDIST ZTIME ETA ECBO TIME EFOB
42 FREQ MSA WIND ITCS RDIST CTIME ATA ACBO AFOB
43 LAT - LONG POSN FULL NAME
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
44 VIT1A VITRA P02 15 383 382 170 0045 00/09 .... 001.0 01/30 007.6
082 086/008 169 0648 00/09 .... ..... .....
N20350E106046 VITRA
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
NAH M02 17 397 396 170 0012 00/02 .... 001.2 01/28 007.4
115.5 024 084/010 169 0636 00/11 .... ..... .....
N20232E106071 NAMHA (HANOI)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 MAREL M23 27 467 468 156 0077 00/12 .... 002.1 01/16 006.6
024 060/010 155 0559 00/23 .... ..... .....
N19137E106416 MAREL
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 TOC M33 32 471 473 157 0030 00/03 .... 002.3 01/13 006.3
038 054/009 156 0529 00/26 .... ..... .....
N18462E106546 TOC
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 ETP1 M33 32 471 473 157 0010 00/01 .... 002.4 01/12 006.3
038 054/009 156 0519 00/27 .... ..... .....
N18372E106588
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 HATIN M33 32 471 473 157 0010 00/01 .... 002.4 01/11 006.2
038 054/009 156 0509 00/28 .... ..... .....
N18280E107029 HATIN
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 XONUS M33 32 471 473 157 0026 00/03 .... 002.6 01/08 006.0
010 057/011 156 0483 00/31 .... ..... .....
N18042E107140 XONUS
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
5.1/P 5
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
W1 HAMIN M33 32 471 472 157 0062 00/08 .... 003.0 01/00 005.6
017 060/013 156 0421 00/39 .... ..... .....
N17078E107407 HAMIN
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 DAN M33 32 471 468 156 0071 00/09 .... 003.5 00/51 005.1
114.4 091 076/016 155 0350 00/48 .... ..... .....
N16032E108119 DA NANG
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 PK M33 32 471 469 186 0123 00/16 .... 004.3 00/35 004.3
282.0 103 100/019 185 0227 01/04 .... ..... .....
N14004E108005 PLEIKU
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 ETP2 M33 32 471 470 179 0040 00/05 .... 004.6 00/30 004.1
104 090/018 179 0187 01/09 .... ..... .....
N13204E108012
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 BU M33 32 471 470 179 0040 00/05 .... 004.8 00/25 003.8
386.0 104 090/018 179 0147 01/14 .... ..... .....
N12402E108025 BUONMATHUOT
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 TOD M34 32 470 478 207 0049 00/06 .... 005.1 00/19 003.5
104 088/017 206 0098 01/20 .... ..... .....
N11558E107408 TOD
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
W1 AC P12 08 291 291 207 0066 00/11 .... 005.3 00/08 003.4
320.0 104 300/014 206 0032 01/31 .... ..... .....
N10563E107113 ANLOC
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
.. VVTS P18 00 470 478 257 0032 00/08 .... 005.4 00/00 003.3
.../... 0000 01/39 .... ..... .....
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
VVTS ELEV 00033FT N10492E106397 TANSONNHAT
FIRS VVTS/0039
45 ALTERNATE DATA
46 -N0396F180 SAP1C SAPEN R468
47 CPT LAT LONG MCS DIST

D249D N10474 E106348 251 0005
48 SAPEN N11012 E106108 300 0028
POPET N11060 E105570 290 0015
VDPP N11330 E104504 293 0090
49 (FPL-HVN231-IS
50 -A321/M-SDHIRWZY/S
51 -VVNB0800
52 -N0471F320 VIT1A VITRA DCT NAH W1 AC DCT
-VVTS0139 VDPP
53 -EET/VVTS0039
REG/VN-A351 SEL/BDFQ
NAV/RNAV5 RNP10
RMK/TCAS EQUIPPED
54 -E/0241 P/TBN R/UV S/MJ J/L D/5 220 C ORANGE
55 A/WHITE/PURPLE
5.1/P 6
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
C/NGUYEN DUC CHUONG)
56 WINDS/TEMPERATURES ALOFT FORECAST

57 FD DATA BASED ON 2200ADF
12000 18000 24000 30000 34000 36000 38000 41000
VITRA 0707P07 1009M03 1507M14 0007M28 0205M39 0406M44 0607M49 0707M56
NAH 0709P07 0910M03 1208M14 0208M28 0304M39 0505M44 0806M49 0807M56
MAREL 0610P07 0812M03 0910M14 0510M28 0504M38 0805M44 1005M49 1107M56
HATIN 0613P07 0714M03 0814M15 0512M28 0607M38 0808M43 0909M49 1011M56
XONUS 0613P07 0715M03 0717M15 0614M28 0608M38 0710M43 0911M48 0913M56
HAMIN 0614P07 0716M03 0720M15 0616M28 0610M38 0712M43 0813M48 0816M56
DAN 0513P07 0815M03 0816M15 0817M28 0716M38 0717M43 0817M48 0820M56
PK 0110P07 0912M03 1009M15 1215M28 0823M37 0723M43 0724M48 0627M56
BU 2912P06 2110M04 1307M15 1014M29 0822M38 0825M43 0828M49 0732M57
AC 2913P06 2609M04 1507M16 1014M29 0821M39 0824M44 0828M49 0834M57
VVTS 2914P06 2610M04 1608M16 1015M29 0820M39 0823M44 0826M49 0732M57
58 INFORMATION FILL-UP BY PILOT
59 AIRPORT INFO TIME RWY WIND VIS CLOUD QNH
VVNB
VVDN
VVTS
VDPP
60 VERSION OCC-CFP-001
61 END OF JEPPESEN DATAPLAN

62 REQUEST NO. 7327
5.1.2.2 Decode of Computer Flight Plan

1 VIETNAM AIRLINES C.F.P Header
NUMBER 7327 FOR FLIGHT
HVN231 – NON ETOPS
2 PLAN 7327 Flight plan with reference number.
VVNB Departure airport (ICAO).
VVTS Arrival airport (ICAO).
A321 Data plan aircraft type.
M78/F Primary cruise mode/fuel conservation.
IFR Instrument Flight Rules.
22/09/09 Day/month/year flight plan computed
3 NONSTOP Non-stop flight plan.

COMPUTED 0915Z Time flight plan was computed.
FOR ETD 0800Z Estimated Time of Departure.
PROGS Bracknell winds prognostics.
5.1/P 7
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
2200ADF time collection weather data, ADF – Aviation

Digital Format
VNA351 A/C data base name (for dispatcher referrence)
KGS Kilos (Flight plan in kilos).
4 ATTN CAPT Send to responsible person
5 HVN231 Call sign

VVNB/HAN Departure airport (ICAO/IATA).
1500L/0800Z Estimated Time of Departure – (Local/UTC)
BLOFF Block off time
STD/STA Schedule Time of Departure/Arrival (Local or
UTC)
6 VVTS/SGN Arrival airport (ICAO/IATA).
1639L/0939Z Estimated Time of Arrive – Local/Zulu time
BLON Block on time
7 GCD 0623 Great Circle Distance.

G/D 0693 Ground Distance.
A/D 0692 Air Distance.
W/C P000 Average Wind Component.
TDV/P15 Average Temperature Deviation.
MAXS 4/PK Maximum wind shear at waypoint.
8 SPEED SKD
CLB-300/.78/CRZ-M78 Climb/Cruise Speed
DSC-.78/300 Cruise/Descend Speed
9 E.FUEL Estimated fuel burn values.

C.FUEL Correct fuel burn values.
E.TIME Estimated time values.
10 TRIP
5350 Estimated trip fuel burn.
1.39 Estimated time en-route.
11 CONT 5PCT Contingency reserve (0.05 x TRIP).

0268 Contingency reserve fuel value.
0.05 Estimated time value of Contingency reserve
fuel.
12 1ST ALT/VDPP Fuel and Time value to 1st Alternate Airport

(ICAO code)
13 FINAL RES Holding fuel and Time value
5.1/P 8
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
1487 Holding Fuel

0.30 30 minutes holding at alternate (1500 ft AGL)
FUEL BURN ADJUSTMENT Fuel burn for each 1000 kgs increase or
FOR 1000 KGS INCR/DECR decrease in take-off weight.
IN TOW +/-
14 EXTRA Extra fuel and time values.
15 TAKE OFF Take-off fuel and time values.

8622 Estimated take-off fuel.
2.41 Estimated take-off total time.
16 TAXI Taxi fuel

200 Taxi fuel quantity
17 BLOCK Ramp fuel and time values.

8822 Estimated ramp fuel.
2.41 Estimated total time.
FUEL REQT Fuel request
ACTUAL Actual fuel on board
REMAIN Fuel remain after flight
18 E.WT Estimated weight

CORR Correct
OP.LIMIT Operations limit
STRUC Structure limit
REASONS FOR OP.LIMIT
Reasons for operations limit
19 DOW 051437 Dry operating weight

20 EPLD 022363 Estimated payload
21 EZFW 073800 Estimated Zero fuel weight
MZFW 073800 Maximum Zero fuel weight
22 ETOW 082422 Estimated Take-off weight
MTOW 093000 Maximum Take-off weight
23 ELAW 077072 Estimated Landing weight
MLAW 077800 Maximum Landing weight
24 FUEL CONSUMPTION 2.0 Primary cruise mode fuel degradation

PCT/HR/ENG…
25 COMPANY ROUTE R01 Name of company route in route database file
FL320 Cruise Flight Level 32000 ft
26 VVNB VIT1A VITRA… Route summary with airway and significant
waypoint
27 HVN231 FROM VVNB TO VVTS ATC Clearance information filling by pilot
5.1/P 9
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
28 SID . . . . . .
TRANS POINT . . . . .
29 INITIAL ALT . . . . .
FL . . . . . .
SQUAWK . . . . . . .
DEPT FREQ . . . . .
30 CAPT………………….. Name of captain
FO……………………… Name of First officer
DISP…………………… Name of dispatcher
31A T/O ALTERNATE Take-off Alternate
31B DEST ALTERNATE Destination alternate.
ALTN - 1 Primary alternate (up to 4 permitted)
VDPP/PNH Alternate airport (ICAO/IATA)
MSA 073 Minimum safe altitude (grid MORA data)
TTK 292 True track to alternate
GDIST 138 Ground distance to alternate
ADIST 143 Air distance to alternate.
FL 180 Flight Level.
W/C M007 Wind component.
TIME 00.27 Estimated time en-route.
FUEL 1517 Estimated fuel burn en-route.
33 ROUTE - N0396F180 Route to Alternate airport
SAP1C SAPEN R468
34 LRC FL320 005367 Second flight level and relevant fuel, time values.
01/39
35 LRC FL260 005608 Third flight level and relevant fuel, time values.
01/42
36 TIME TO Time to Equal Time Point and En-route Alternate
37 DIST Distance to en-route alternate from ETP.
W/C Wind component to en-route alternates.
CFR Critical fuel required.
FOB Fuel on board.
XFR Extra fuel required.
ETP / ALT Equal Time Point / En-route Alternate
38 ETP1 Equal time point 1.
VVNB/VVDN En-route alternate airports.
0169/0169 Distance from ETP’s to en-route alternates.
M002/P002 Average wind component from ETP’s to en-route
alternates.
00000 Fuel required from ETP’s to en-route alternates.
006260 Fuel on board at ETP’s.
00000 Extra fuel required.
00.27/00.27 Time to ETP 1 and time from ETP1 to En-route
Alternate
5.1/P 10
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
39 N18372E106588 Lat/long coordinates of ETP.

40 VVNB ELEV 00040FT VVTS elevation (departure elevation).
N21133E105483 Lat/Long coordinate of the airport
NOIBAI INTL Name of Departure Airport
REMAINING
41 AWY Airway identifier.

FIX Waypoint
OAT Outside air temperature
FL Flight level.
TAS True airspeed.
GS Ground speed.
MCSE Magnetic course.
ZDIST Zone distance – Between check points
ZTIME Zone time
ETA Estimated Time of Arrival – fill in area.
ECBO Estimate cumulative burn-off fuel
TIME Remaining time.
EFOB Estimated fuel remaining on board
42 FREQ Navaid frequency.

MSA Minimum Safe Altitude (grid MORA data).
WIND Wind direction and speed.
ITCS Indicated true course
RDIST Remaining distance
CTIME Cumulative time
ATA Actual Time of Arrival – fill in area.
ACBO Actual cumulative burn off fuel – fill in area.
AFOB Actual fuel remaining on board – fill in area.
43 LAT-LONG POSN FULL Waypoint coordinate and Full name
NAME
44 Body of flight plan Includes all relevant data.
45 ALTERNATE DATA All information about 1st alternate airport

46 -N0396F180 SAP1C SAPEN Speed, Flight level and route of flight to Alternate
R468 airport
47 CPT LAT LONG Checkpoint, Latitude/Longitude, Magnetic course,
MCS DIST Distance
48 SAPEN Name of check point
ATC flight plan

49 FPL-HVN231-IS Flight Plan – Call Sign – IFR Scheduled.
50 A321/M-SDHIRWZY/S Type of aircraft/wake turbulence category –
Equipment and transponder code.
5.1/P 11
FLIGHT PLANNING
Rev 17
A320/321 STANDARD
51 VVNB0800 Departure airport and ETD.

52 N0471F320 VIT1A VITRA Speed , Flight Level and route of flight.
DCT NAH W1 AC DCT
VVTS0139 VDPP Arrival airport, trip time and alternate airport.
53 EET/VVTS0039 Estimated Elapsed Time to FIR boundaries.
REG/VN-A351
SEL/ Aircraft registration and SELCAL code.
54 E/0241 Endurance – time.
P/TBN Persons on Board.
R/UV Radio.
S/MJ Survival equipment.
J/L Life jackets.
D/5 220 C ORANGE Dinghies, number, capacity and colour.
55 A/WHITE/PURPLE Aircraft colours.

56 WINDS/TEMPERATURES Wind, temperature information for Flight Crew
ALOFT FORECAST
57 FD DATA BASED ON
2200ADF
58 INFORMATION FILL-UP BY
PILOT
59 AIRPORT INFO TIME RWY
WIND VIS CLOUD QNH Information filling by pilot only
VVNB
VVDN
VVTS
60 VERSION OCC-CFP-001 Version of CFP
61 END OF JEPPESEN End of CFP
DATAPLAN/
62 REQUEST NO. 7327 Number of request on Jeppesen server
5.1.3 Reclearance Flight Plan

A set of Reclearance Flight Plan includes 2 parts : Normal flight plan and
Reclearance flight plan.
Some contents in Reclear flight plan are different with Normal flight plan :
5.1.3.1 Flight plan

1 PLAN 5743 RJGG TO VVTS A321 M78/F IFR 03/07/08C
2 NONSTOP COMPUTED 1048Z FOR ETD 0000Z PROGS 0300ADF VNA341 KGS
5.1/P 12
FLIGHT PLANNING
Rev 14
A320/321 STANDARD
3 PLAN 5739 5740

4 RJGG/VVTS RCLR RJGG/VVDN
5 FUEL TIME DIST FUEL TIME DIST
6 TRIP VVTS 13905 5.16 2341 POA 13885 5.22 2376
7 ROUTE RES 200 0.05 FROM MIMUX RES 694 0.18
8 ALTN VVDN 2844 1.03 401 0 0.00 0
9 FINAL RES 1450 0.30 F/R 1450 0.30
10 EXTRA 0 0.00 EXT 2370 1.00
11 T/O FUEL 0 0.00 T/O 0 0.00
12 TAXI 0 TAXI 0
13 BLK 18599 BLK 18599 . . . . FUEL OB
14 MIN DIV 4294 MIN DIV 1450

15 TOW 73206 TOW 73206
16 LDW 59301 LDW 59321
17 ZFW 54807 ZFW 54807
18 PL 5424 PL 5424
19 S/C 03 P001 S/C 03 P001
Explain:
- Line 3: Plan number of each sector
- Fuel and Weight Summary are devided to Two (2) main column:
+ Reclear : Provide Fuel and weight summary from Departure to Destination
Airport (PLAN 5739)
+ Divert : Provide Fuel and weight summary from Departure to Diversion
Airport(PLAN 5740)
5.1/P 13
FLIGHT PLANNING
Rev 14
A320/321 STANDARD
- Line 5: Summary information include : Fuel, Time, Dist

- Line 6: POA – Point of diversions Arrive
- Line 7:
+ Route res :FROM XXXX(MIMUX) – Diversion decision point (Reclear Flight
Plan calculate Route reserve fuel 5% from this point to Destination)
+ Route res :FROM Departure airport to reclear alternate airport
- Line 14: MIN DIV – Minimum Diversion fuel – Minimum fuel for Destination
alternate (equal ALTN fuel plus Final Res)
- Line 19 : S/C 03 P001 – Max Shear and Average Wind componance
Body flight plan (Airway and inflight information) : All detail for inflight information
for both Reclear and Divert flight .
5.1.3.2 ATC Flight plan
1 (FPL-XXXX-IS
2 -A321/M-SDHIRZWY/S
3 -RJGG0000
4 -N0464F340 BAY4 KEC A1 ALBAT/N0459F360 A1 HKC A582 ANOXA Y26 IGURU
G581 HCN/M078F390 N892 MIMUX/N0473F300 N500 PTH W2 AC DCT
5 -VVTS0516 VVDN
6 -EET/RCAA0217 RPHI0254 ZJSA0356 VVTS0404
7 RIF/MIMUX VVDN
8 REG/VN-A341 SEL/RSFG
9 NAV/JRNAV
10 RMK/TCAS EQUIPPED
11 -E/0654 P/TBN R/UV S/MJ J/L D/7 232 C BLUE
12 A/WHITE)
Explain: Line 7 : RIF /… – Reclear InFlight, Route from Reclear Point to Diversion
Airport
5.1.4 Fuel Calculations

Refer Company Flight Operations Manual, Chapter 8.1.7 for Company fuel
policy.
5.1.5 FMC Cost Index
A cost index of 35 is to be used for all Company operations.
5.1/P 14
FLIGHT PLANNING
Rev 14
A320/321 STANDARD

SECTION 6
MASS AND BALANCE

TOC/P1
MASS AND BALANCE
Rev 09
A320/321 STANDARD
TABLE OF CONTENTS
6.1 MASS AND BALANCE 6.1/P1

6.1.1 General 6.1/P1
6.1.2 Departure Control System (DCS) 6.1/P1
6.1.3 Manual Load Sheet 6.1/P1
6.1.4 Manual Balance Chart 6.1/P3
6.1.5 Last minute change procedures 6.1/P6
TOC/P2
MASS AND BALANCE
Rev 09
A320/321 STANDARD

6.1/P1
MASS AND BALANCE
Rev 08
A320/321 STANDARD
6.1 MASS AND BALANCE
6.1.1 General
Aircraft mass and balance information including Dry Operating Weight(s)
and Dry Operating Indices for each particular A320/321 aircraft is included
in the Weight and Balance Manual in the aircraft’s library.
Refer Flight Operations Manual, Chapter 8.1.8 for additional information on
mass and balance including details standard weights, last minute changes
(LMC), etc.
6.1.2 Departure Control System (D.C.S)
Aside from the Company standard format DCS generated load and balance
sheet there are also a number of different formats of Departure Control
Systems in use by ground handling companies. These systems are self
evident in the presentation of the weight and balance data necessary for
the calculation of takeoff performance.
6.1.3 Manual Load Sheet
The Company manual load sheet is based upon the standard IATA load
sheet form.
The top section of the load sheet form must be completed to determine the
most limiting weight (e.g. takeoff weight, zero fuel weight or landing weight)
for the particular operation and to determine the allowed traffic load.
Traffic load should be entered, both passengers and cargo, and the
appropriate fields completed.
A sample load sheet follows on the next page.
6.1/P2
MASS AND BALANCE
Rev 08
A320/321 STANDARD
SAMPLE LOAD SHEET

6.1/P3
MASS AND BALANCE
Rev 08
A320/321 STANDARD
6.1.4 Manual Balance Chart

The procedure for completion of the manual balance chart is as follows:
(a) Enter the Dry Operating Index for the particular aircraft in the field
“DRY OPERATING INDEX” and plot the value on the DRY
OPERATING INDEX scale;
(b) Enter the number of passengers in the fields provided for FWD
CABIN, MID CABIN and AFT CABIN;
(c) Enter the weight of baggage and cargo in the fields provided for
FWD HOLD (1), AFT HOLD (3 AND 4) and BULK (5);
(d) Draw a line vertically downward from the DRY OPERATING INDEX
to the alignment bar for the first field with entered data (e.g. either
passenger or baggage and cargo);
(e) On interception of the alignment bar move either left or right, as
indicated by the arrows, the number of increments applicable to the
particular alignment field;
(f) Continue this process for all alignment bars with entered data;
(g) After all compartment loads have been accounted for draw a line
vertically downward through the field FUEL ADJUSTMENT INDEX
into the balance chart envelope and plot the Zero Fuel Weight
position in the envelope opposite the value for the actual Zero Fuel
Weight. If this position is within the envelope completion of the
balance chart can be continued. If this position is outside the
envelope, payload must be re-located to ensure that the Zero Fuel
Weight falls within acceptable balance limits. Ensure that the correct
aft Zero Fuel Weight check (ZERO FUEL CHECK “A” or ZERO
FUEL WEIGHT “B” – subject to the actual takeoff fuel weight) is
used;
(h) Circle the fuel INDEX in the FUEL INDEX TABLE that is closest to
the actual takeoff fuel weight and apply this index (either as a plus
or minus, to the FUEL ADJUSTMENT INDEX determined under g)
above;
(i) Draw a line vertically downward from the field FUEL ADJUSTMENT
INDEX adjusted as necessary for the takeoff fuel into the balance
chart envelope and plot the Takeoff Weight position in the envelope
opposite the value for the actual Takeoff Weight. Ensure this
position is within envelope limits;
6.1/P 4
MASS AND BALANCE
Rev 15
A320/321 STANDARD
MANUAL BALANCE CHART – A320

6.1/P 5
MASS AND BALANCE
Rev 15
A320/321 STANDARD
MANUAL BALANCE CHART – A321(with ACT)

6.1/P 6
MASS AND BALANCE
Rev 15
A320/321 STANDARD
MANUAL BALANCE CHART – A321(without ACT)

6.1/P 7
MASS AND BALANCE
Rev 15
A320/321 STANDARD
6.1.5 Last Minutes Change

Last minutes change means any change concerning passengers,
baggage, cargo, mail, fuel occurring after the using of the load sheet.
This LMC must immediately be communicated s soon as noticed by
traffic agetn if takeoff weight variation exceeds ± 500 kg
The following must be checked:

- No weight limitation is exeeded.
- MACTON and MACZFW remain within the limit.
- If the LMC exeed 500kg , the new Loadsheet and Balance
sheet have to be issued.
SECTION 7
LOADING

7.1/P1
LOADING
Rev 08
A320/321 STANDARD
7.1 LOADING
Refer Company A320/321 Weight and Balance Manual.

7.1/P2
LOADING
Rev 08
A320/321 STANDARD

SECTION 8
CONFIGURATION DEVIATION LIST


8.1/P1
Rev 08
A320/321 STANDARD
8.1 CONFIGURATION DEVIATION LIST
Refer Company Flight Operations Manual, Chapter 8.6.

CAAV approved A320/321 Configuration Deviation List is included in the
flight deck documentation library.
8.1/P2
Rev 08
A320/321 STANDARD

SECTION 9
MINIMUM EQUIPMENT LIST


9.1/P1
Rev 08
A320/321 STANDARD
9.1 MINIMUM EQUIPMENT LIST
Refer Company Flight Operations Manual, Chapter 8.6.

CAAV approved A320/321 Minimum Equipment List is included in the flight
deck documentation library.
9.1/P2
Rev 08
A320/321 STANDARD

SECTION 10
EMERGENCY EQUIPMENT

EMERGENCY EQUIPMENT TOC/P1
A320/321 STANDARD
10.1 EMERGENCY EQUIPMENT 10.1/P1

10.1.1 General 10.1/P1
10.1.2 Emergency Equipment Location 10.1/P1
10.1.3 Portable Oxygen 10.1/P8
10.1.4 Water (H20) Extinguisher 10.1/P11
10.1.5 HALON Fire Extinguisher (Type 1) 10.1/P13
10.1.6 HALON Fire Extinguisher (Type 2) 10.1/P15
10.1.7 Protective Breathing Equipment (PBE) 10.1/P17
10.1.8 Life Vests 10.1/P26
10.1.9 Life Rafts 10.1/P30
10.1.10 Miscellaneous Safety Equipment 10.1/P34
EMERGENCY EQUIPMENT TOC/P2
A320/321 STANDARD

10.1/P1
EMERGENCY EQUIPMENT
Rev 08
A320/321 STANDARD
10.1 EMERGENCY EQUIPMENT
10.1.1 General
Cabin crew is responsible for the serviceability checking of all cabin
emergency equipment in accordance with procedures detailed in the Cabin
Crew Manual. The Purser shall report to the Commander prior to departure
that this check has been satisfactorily completed.
The flight deck crew is responsible for the serviceability checking the flight
deck emergency equipment.
10.1.2 Emergency Equipment Location
Portable emergency equipment is stowed at strategic locations throughout
the aircraft. This may include:
(a) Life vests;
(b) Portable breathing equipment;
(c) Emergency locator transmitter(s) (ELT’s);
(d) Halon fire extinguishers;
(e) Water fire extinguishers;
(f) First aid kits;
(g) Megaphone(s);
(h) Flashlights;
(i) Crash axe(s)/crow bar(s);
(j) Flight deck escape ropes;
(k) Life rafts.
Refer the following flight deck and passenger cabin emergency equipment
layout diagrams specific for locations.
10.1/P2
EMERGENCY EQUIPMENT
Rev 08
A320/321 STANDARD
EMERGENCY EQUIPMENT LAYOUT – FLIGHT DECK

10.1/P 3
EMERGENCY EQUIPMENT
Rev 12
A320/321 STANDARD
EMERGENCY EQUIPMENT SYMBOLS – A320
4
10.1/P 4
EMERGENCY EQUIPMENT
Rev 12
A320/321 STANDARD
EMERGENCY EQUIPMENT LAYOUT – A320

10.1/P 5
EMERGENCY EQUIPMENT
Rev 11
A320/321 STANDARD

10.1/P 6
EMERGENCY EQUIPMENT
Rev 11
A320/321 STANDARD

10.1/P 7
EMERGENCY EQUIPMENT
Rev 11
A320/321 STANDARD
EMERGENCY EQUIPMENT LAYOUT – A321

10.1/P 8
EMERGENCY EQUIPMENT
Rev 11
A320/321 STANDARD
10.1.3 Portable Oxygen

10.1.3.1 General
Portable oxygen bottles are installed with oxygen masks that include a
moulded face-piece, re-breather bag and elastic restraining strap that are
individually wrapped for hygienic reasons. A supply tube is also provided.
Portable oxygen bottles can be used by passengers with breathing
difficulties or by cabin crew as a walk around bottle following a
depressurisation and an emergency descent.
Portable oxygen bottles are not suitable for use during the fighting of an in-
flight fire because the masks have holes in the sides that allow cabin air to
enter the mask.
The portable oxygen cylinder is fitted with a HI outlet and a LO outlet, a
quantity/contents gauge and a yellow ON-OFF control knob.
The following table details flow rate and duration based upon oxygen bottle
100% full:
Flow Rate (litres/min) Duration (minutes)

Bottle Size
HI LO HI LO
310 litre (passenger) 4 2 77 155
120 litre (crew) 4 2 30 60
10.1.3.2 Pre-Flight Check

During the pre-flight inspection of oxygen bottles the following should be
observed:
(a) The bottle quantity/contents gauge indicates 3/4 full or 1500 psi;
(b) The bottle is secured in its brackets;
(c) The dust caps are in position;
(d) There is no oil or grease on the fittings;
(e) There is a mask taped to each bottle; and
(f) There is a serviceable shoulder strap.
10.1/P 9
EMERGENCY EQUIPMENT
Rev 11
A320/321 STANDARD
10.1.3.3 Operation
(a) Push aside or remove dust cover and insert metal connector of
mask tube into the HI outlet ensuring that it “clicks” into position;
(b) Turn yellow control knob ON;
Note: With the yellow control knob ON, inserting the mask
connector into one of the two outlets starts the oxygen flowing.
Removal of the mask connector stops the oxygen flow.
(c) After using oxygen turn yellow control knob OFF (finger tight) and
remove the mask connector.
SCOTT PORTABLE OXYGEN BOTTLE
10.1/P 10
EMERGENCY EQUIPMENT
Rev 11
A320/321 STANDARD
10.1.3.4 Precautions When Using Oxygen

When using a portable oxygen bottle the following precautions should be
taken:
(a) As oxygen promotes combustion there is to be no smoking within a
3 metres radius of the passenger using oxygen (approximately 3
passenger rows either side);
(b) Ensure that the oxygen bottle fittings are free from any oil or grease
as such contaminants can cause combustion;
(c) Turn the ON/OFF valve slowly and do not over tighten when
closing;
(d) Before putting on the mask wipe away any heavy lipstick or grease
from the mouth area;
(e) Ensure tubing is not kinked and that oxygen is flowing (filling of re-
breather bag) before fitting the mask with an efficient seal to the
passenger's face. Some oxygen masks are fitted with a ‘green
indicator flow valve’. When oxygen is flowing to the mask, the
indicator (normally clear or sometimes red) will turn green;
(f) If it is necessary to use a portable oxygen mask on an infant,
reverse the mask (nose part under the chin) and hold gently
against the face. The re-breather bag should be held vertically to
ensure the free flow of oxygen;
(g) Oxygen therapy is rarely detrimental to a patient and its value far
outweighs the very rare problems caused by its use. The
passenger will normally be able to advise the position in which
he/she breathes easiest. If required and available, cabin crew
should seek assistance from a medically qualified passenger(s);
and
(h) When the pressure gauge indicates less than 200 psi the valve
should be turned off and the bottle considered empty.
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10.1.4 Water (H2O) Fire Extinguisher

10.1.4.1 General
Water (H2O) extinguishers are designed for extinguishing smouldering
fabric or waste fires and should NEVER be used on a fire originating from
an electrical source. Accordingly, water (H2O) extinguishers should never
be used for a fire in the galley area.
(a) Ensure that the extinguisher is secured in its brackets;
(b) The lock-wire seal is intact; and
(c) That the CO2 cartridge is visible though the hole in the handgrip.
Note: If the locking wire is broken unscrew the handgrip by turning it anti-
clockwise and check the cartridge for puncture.
10.1.4.3 Operation
(a) Remove from bracket;
(b) Hold extinguisher upright;
(c) Turn handle clockwise rapidly to the limit of its travel, breaking the
locking wire; and
(d) Holding the extinguisher upright aim at the base of the fire and
depress the trigger with the thumb.
10.1.4.4 Precautions
(a) Do not discharge directly at a person;
(b) Do not use to fight a fire in the flight deck;
(c) Do not drink contents in a survival situation.
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WATER (H2O) FIRE EXTINGUISHER

10.1/P 13
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10.1.5 HALON Fire Extinguisher (Type 1)

10.1.5.1 General
This type of fire extinguisher is designed for extinguishing electrical and
flammable liquid fires and is suitable for ALL types of fires in an aircraft.
The extinguishing agent is a vaporising liquid that interrupts the chemical
reaction taking place in the flames thereby extinguishing the fire. It is a
colourless, non-corrosive liquefied gas that can give off an acrid odour that
can cause running of the eyes and nose.
(a) Check that the pressure indicator is positioned in the green range
indicating acceptable pressure charge; and
(b) That the ring pin is in place with the seal intact.
Note: The extinguisher is serviceable even if the plastic seal of
the ring pin is broken, provided that the pressure gauge is in the
green band.
10.1.5.3 Operation
(b) Remove ringed safety pin from the lever and handle;
(c) Hold the extinguisher upright with the fingers of one hand under the
handle and the thumb on the top of the lever. The other hand
should be placed on the bottom of the bottle to steady it if
necessary; and
(d) Aim the extinguisher at the base of the fire and press the lever
down with the thumb.
Note: Duration of discharge from the small size bottle is approximately six
(6) seconds and twelve (12) seconds from the large size bottle.
(b) Discharge distance should be between 1.5 and 2 metres with an
open fire in the cabin. In the case of a fire in a confined space the
extinguisher should be held as close as possible.
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HALON FIRE EXTINGUISHER (TYPE 1)

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10.1.6 HALON Fire Extinguisher (Type 2)

10.1.6.1 General
The extinguishing agent has the same properties as the HALON fire
extinguisher (Type 1) above.
Check the red indicator disc is in place and that the sealing wire is intact.
Note: If the red disc or sealing wire are missing the weight of the
extinguisher should be compared with a serviceable bottle to determine if
the contents are still intact. If not, the extinguisher must be replaced.
10.1.6.3 Operation
(b) Raise safety catch on the back of the operating head by pushing up
with the thumb;
(c) Grasp the operating handle and put the forefinger through the loop
provided at the same time firmly pressing the trigger at the back of
the handle with the heel of the hand;
(d) Initial depression of the trigger will cause the red disc to fall out and
a little additional effort is required to break the sealing disc of the
extinguisher;
(e) Hold extinguisher at an angle within 600 of vertical position;
(f) Firmly squeeze the actuation trigger; and
(g) Ensure that the discharge nozzle head is pointing toward the fire
before operating.
Note: Duration of discharge is approximately thirteen (13) seconds.
(b) Discharge distance should be between 1.5 and 2 metres with an
open fire in the cabin. In the case of a fire in a confined space the
extinguisher should be held as close as possible.
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HALON FIRE EXTINGUISHER (TYPE 2)

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10.1.7 Protective Breathing Equipment (PBE)

10.1.7.1 General
Protective breathing equipment (PBE) is a breathing apparatus designed to
protect the wearer's eyes and respiratory tract from the effects of smoke
and toxic fumes while fighting an in-flight fire.
The following general features apply to all types of PBE’s installed on
Company aircraft:
(a) They are designed to enclose the head within an elastic neck seal
and provide for a minimum of 15 – 20 minutes (depending upon the
manufacturer) of breathable air from a chemical generator;
(b) They can be worn by persons with glasses, jewellery, a beard or a
hair bun;
(c) They are installed with a neck shield (of varying length depending
upon manufacturer) that extends downward from the hood to
protect the collar and upper shoulder area; and
(d) They have features that permit the wearer’s voice to be heard
outside the PBE.
Note: Excess make-up should be removed before donning a PBE as
contact between grease and oxygen can cause burns.
Wearer’s should be aware that although the head area is protected, the
rest of the body is not and the wearer should guard against a feeling of
invincibility.
Company aircraft are installed with one of three types of protective
breathing equipment as detailed below.
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10.1.7.2 Puritan Bennett PBE

This PBE is a demand device which means that more strenuous the work
the more oxygen will be produced.
(a) Pre-Flight Check:
(i) Inspect that the PBE unit is visible through access door;
(ii) Confirm that the white tamper proof seals located at the
top and bottom of the access door are intact; and
(iii) Ensure that the foil pouch is in place and is not obviously
expanded.
(b) Operation:
(i) Open the container by pulling the red handle. Pull the red
tag to open the foil pouch and pull out on the blue
aural/nasal cone and remove the hood;
(ii) Place both hands inside the neck seals, palms facing
each other and visor facing downward. Guide the hood
over the head and down over the face using the hands to
shield the face and glasses from the blue cone ensuring
that hair clothing and jewellery is clear of the neck seal;
(iii) Using both hands pull the neck shield down over the
collar and shoulders; and
(iv) Grasp both adjustment straps at the lower corner of the
visor and pull forward simultaneously to activate the
oxygen canister, then backward to seal the cone over the
nose and mouth. Oxygen will inflate the hood.
(v) If required, adjust glasses through the fabric, not through
the neck seal.
Note: The blue cone must be positioned high on the
nose with a firm seal otherwise fogging may occur.
If the hood begins to deflate and becomes hot and moist
the oxygen supply is depleted and the PBE must be
removed.
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(c) Abnormal Operation

(i) Failure of Starter Candle
If the starter candle fails to activate when the adjustment
strap is pulled an additional sharp pull on the strap may
be adequate to actuate the device. If the device still fails
the hood will continue to function. Placing fingers into the
neck seal may be required to enable sufficient breathing
volume until the chemical generator begins supplying
oxygen.
(ii) Loss of Neck Seal
The continued presence of strong irritating odours inside
the hood that results in eye and respiratory tract
discomfort is an indication of an ineffective neck seal.
Ensure that the neck seal is in contact with the skin and
that the seal is not disrupted by hair or jewellery. If the
condition persists or there is evidence of a tear in the
neck seal, the wearer should quickly go to a safe area
and remove the hood and don an alternative unit.
(d) Removal
(i) Move away from fire and/or toxic fumes area;
(ii) Push adjustment buckles forward with thumbs to release
straps;
(iii) Place both hands under neck seal and ease up over face;
(iv) Stow PBE in a safe dry place and allow it to cool; and
(v) Brush hair with hands to break down any oxygen build up.
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PURITAN – BENNETT PBE

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10.1.7.3 Drager PBE

The oxygen canister can be activated by just breathing into the oral-nasal
mask but to start the chemical reaction by this method takes a few
seconds, therefore pulling the black quick-start toggle is the more
immediate method of activation.
(i) Check container seal is intact and the yellow
serviceability indicator is not broken; and
(ii) The container is not broken.
(b) Operation:
(i) Open container and remove foil bag containing the hood;
(ii) Pull red tear strip at top of foil bag and remove hood;
(iii) Place hood over head ensuring that the breathing bag
cover is to the front over the chest;
(iv) Ensure that the neck seal is free of obstruction (e.g. hair,
clothes collar, etc) and that the head harness is pulled
down for a secure fit;
(v) Fit oral-nasal mask securely to the nose and mouth and
pull black quick start toggle to activate; and
(vi) Fit tie strap around the waist.
(c) Abnormal Operations:
If the hood collapses onto the head during inhalation or there is an
increased breathing resistance check the fitting of the oral-nasal
mask as the cause may be an incomplete respiration back to the
breathing back due to leakage or an empty oxygen source.
After correcting the fitment of the oral-mask check the equipment
by making five (5) deep breaths. If the collapsing of the hood or
increased resistance occurs again either the oxygen reserve has
been used up or the hood is defective and should be removed.
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(d) Removal:
(i) Move away from fire and/or toxic fumes area;
(ii) Release the tie strap;
(iii) Place both hands under neck seal and ease up over face;
(iv) Stow PBE in a safe dry place and allow it to cool; and
(v) Brush hair with hands to break down any oxygen build up.
DRAGER PBE
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10.1.7.4 Scott PBE

(i) A date/month/year stamp should be visible, but set back
through the round inspection window.
Note: If the date/month/year stamp appears to be
firmly pressed against the inspection window, as if the
inside of the container is pressurised, the PBE should be
further checked for serviceability.
(ii) If the vacuum sealed bag is soft and not tightly formed
around the hood, or if the humidity indicator inside the
bag has changed colour from blue to pink, the unit is
unserviceable.
(b) Operation:
(i) Open the storage case by lifting the latch marked “LIFT”
and remove sealed unit from the storage case;
(ii) Grasp the red strip and tear open the sealed bag and
remove the PBE from bag;
(iii) Hold the hood and pack firmly against the body with one
hand and with the other hand pull the ring marked “PULL
TO ACTUATE” in the direction indicated. The unit will be
actuated when the ring and the pin pull free;
Note: A flow of oxygen should be audible, if not
discard the unit.
(iv) Grip the hood around the neck seal edge with the oxygen
pack away from the body, bend forward from the waist
and pull hood over the chin, across the face and over the
head. Stand upright and pull hood down until the
headband engages the forehead; and
(v) Ensuring that hair, jewellery or clothing is clear of the
neck seal in order to make a tight seal around the neck
pull the skirt of the hood fully down over the chest and
shoulders.
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Note: It is normal to hear the sound of oxygen rushing

into the hood, indicating that the oxygen generator is
operating correctly. Once the noise ceases move to a
safe area and immediately remove the hood. Heat is
produced by the generator and may cause minor
discomfort inside the hood, but it is no cause for alarm.
The generator pack should not be touched during and
after operation due to heat build-up.
(c) Removal:
(i) Move away from the fire or toxic area; and
(ii) Pull the hood from the back forwards and over the head.
(iii) Stow PBE in a safe dry place and allow it to cool; and
(iv) Brush hair with hands to break down any oxygen build up.
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SCOTT PBE
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10.1.8 Life Vests

10.1.8.1 General
Life vests are carried on all Company aircraft and are normally stowed in a
container attached to the underside of the passenger seats.
The following section contains information on life vests from various
manufacturers that may be installed on Company aircraft.
Life vests installed on Company aircraft consist of the following
components:
(a) Pressurised cylinder(s) as the primary means of inflation, activated
by pulling on one or two (depending upon the number if chambers)
red toggles that hangs from the bottom of the vest;
(b) A mouth inflation valve for secondary inflation that can be used to
inflate the life jacket by blowing into one or two (depending upon
the number of chambers) mouthpieces. The life jacket can be
deflated by depressing the pin in the centre of the mouthpiece(s);
(c) A whistle for attracting attention; and
(d) A light, with a continuous life of approximately 20 hours that is
connected to a water sensitive battery and activated automatically
immediately on contact with water.
Life vests are designed to ensure that an unconscious or injured person
will automatically roll face upward in the water.
10.1.8.2 Double Chamber Life Vest Operation
(a) Remove vest from its stowage, tear off the plastic container and un-
roll the vest;
(b) Put the vest over the head with the larger portion of it in the front over
the chest;
(c) Secure the tapes around the waist by the clip(s) provided;
(d) To inflate the vest, pull down firmly on both red toggles.
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Note: Life vests worn by adults must not be inflated in the

aircraft cabin. It may be impossible for an adult wearing an inflated
life jacket to evacuate through a window exit. If a passenger is
evacuating through a door exit the jacket may be inflated just prior
to leaving the aircraft.
Life vests worn by small children and persons incapable of inflating
the life jacket may be inflated at the exit area, just prior to leaving
the aircraft.
DOUBLE CHAMBER LIFE VEST
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10.1.8.3 Single Chamber Life Vest Operation

(a) Adult:
(i) Remove vest from its stowage, tear off the plastic container
and un-roll the vest;
(ii) Put the vest over the head with the larger portion of it in the
front over the chest;
(iii) Secure the tapes around the waist and tie them in the front
towards the side of the body with double knots;
(iv) To inflate the vest, pull down firmly on the red toggle.
Note: Life vests worn by adults must not be inflated in
the aircraft cabin. It may be impossible for an adult
wearing an inflated life jacket to evacuate through a
window exit. If a passenger is evacuating through a door
exit the jacket may be inflated just prior to leaving the
aircraft.
Life vests worn by small children and persons incapable
of inflating the life jacket may be inflated at the exit area,
just prior to leaving the aircraft.
(b) Use on a Child
(i) Remove vest from its stowage, tear off the plastic container
and un-roll the vest;
(ii) Inflate the vest by pulling the red toggle;
(iii) Place vest over child’s head (partially deflate, if necessary);
(iv) Cross tapes at the back and tie in a single knot over the
inflated life vest and a double knot at the back.
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SINGLE CHAMBER LIFE VEST (ADULT AND CHILD USE)

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10.1.9 Life Rafts

10.1.9.1 General
Company A321 aircraft are equipped with life rafts.
10.1.9.2 Raft Features
The life raft is designed so that no matter which way up it inflates it can be
operated from that side. This is achieved by suspending the raft floor
between the two buoyancy chambers and duplicating equipment each side.
The raft weighs approximately 60 kg in its stowage position, and requires
15 seconds to fully inflate.
The raft includes the following features:
(a) A non-inflatable canopy, with an inflatable centre mast and metal
support rods, which is stowed within the survival kit mounted in a
sling on the side of the raft;
(b) A survival kit that also contains an emergency ration pack and a
first aid kit that contains items suitable for survivors of an aircraft
ditching; and
(c) Other items such as a life-line, a boarding stirrup, air pump, rescue
quoit, sea anchor and water activated lights, etc.
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LIFE RAFT
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Cabin crew are responsible to check that the unit is correctly stowed and
restrained against movement.
10.1.9.4 Launching Raft(s)
Following a ditching and when the required door exits are open, remove
the raft(s) from stowage. Roll or carry raft(s) to exits, using able bodied
persons, as necessary and:
(a) Attach the retaining line to a metal section of the aircraft, e.g. a
cabin crew harness or a door hinge, then push the life raft into the
water and allow it to drift away from the door before inflating.
CAUTION: Do not attach the inflation line until the exit is open
in case the raft has to be relocated to another exit.
(b) Inflate by pulling firmly on the inflation line, pulling from the end of
the line, followed by a second firm pull to ensure inflation of both
chambers.
Note: Grasping the inflation line close to the raft as it is being
launched may cause it to inflate prematurely in the
aircraft.
Fill the far end of the raft first, distributing the occupants evenly around the
life raft.
Always launch all available rafts, even if their capacity is in excess of
aircraft loading. Should urgency prevent the raft being launched before the
passengers leave the aircraft attempt to launch the rafts after
disembarkation.
During launching, boarding and tying the life rafts together be alert for
possible aircraft structural damage that could damage the rafts.
(c) When the raft is filled proceed as follows:
(i) Disconnect the raft retaining line or cut it with the knife
provided;
(ii) Use the sea anchor to assist in manoeuvring the raft clear
of the aircraft; and
(iii) Erect the canopy following the instructions in the raft
manual.
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10.1.9.5 To Erect Canopy

(a) Remove fabric canopy/mast assembly and canopy rods from the
survival kit and insert canopy rods into the eyelets in each corner of
the raft. One person per rod should hold the rod securely in place;
(b) Attach the mast to the raft floor with the clips provided and inflate
mast with the air pump;
(c) Spread the canopy over raft with the zipper vent flap placard
positioned above the red stripe raft tube (boarding station);
(d) The people holding the canopy rods should pull the canopy up and
over the rod tips, placing the tips into the holes in canopy and press
firmly until they snap into place;
(e) Secure canopy rods and canopy with the tie provided; and
(f) Adjust canopy sides for appropriate protection and inflate raft floor
flotation support using the air pump.
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10.1.10 Miscellaneous Safety Equipment

10.1.10.1 Megaphone
Portable battery operated megaphones (loud hailers) are carried on board
Company aircraft to provide the means for cabin crew (and flight deck
crew, if necessary) to control passengers during evacuation when the PA
system is inoperative or to control passengers when outside the aircraft
following an evacuation.
The megaphone may be used in the cabin only in emergency situations
when the PA system has failed. It is not to be used for normal passenger
briefing or for making non safety related announcements.
The megaphone consists of a microphone, amplifier, battery, trumpet
shaped loud speaker and a carrying strap.
The following general rules apply to megaphone use:
(a) When used inside the aircraft the megaphone should be pointed
down the central length of the cabin;
(b) When used outside the aircraft announcements should be made
and repeated a number of times in different directions as the sound
is emitted in a narrow beam which is not easily audible on either
side;
(c) Speak slowly, calmly and do not shout as this can distort the
speech.
10.1.10.2 Emergency Torch
All Company aircraft are fitted with emergency torches (flashlights) that are
located near cabin crew seats and in the flight deck. These torches are for
emergency use only. The torch is waterproof, but will not float and has a
wrist strap attached to the base. When activated, the torch will operate for
approximately six hours.
(a) Pre-Flight Check
(i) Ensure torch correctly positioned in stowage with the
plastic guard in place and with the lead seal intact; and
(ii) That the red light is flashing in 3 to 10 seconds intervals.
Note: If the interval is longer than 10 seconds, the battery
power is low and they should be replaced.
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(b) Operation
(i) Pull the torch out from its stowage mount. This action
turns the light on;
(ii) Wear the wrist-strap over the wrist to prevent from loss
during evacuation.
Note 1: In survival situations (when a torch needs to be carried
un-illuminated), unscrew the bottom cap of the torch,
disconnect the plug inside and replace the cap. Reverse
this procedure to reactivate the torch when required.
Note 2: On some aircraft, the torch is fitted with an ON/OFF
switch. During the pre-flight check the switch should be
turned on to ensure the torch operates correctly.
EMERGENCY TORCH
10.1.10.3 Heat Resistant Gloves

One set of heat resistant gloves are stowed in the flight deck and are to be
used for protection in the case of an in-flight fire.
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10.1.10.4 Crash Axe

Company aircraft have a crash axe installed in the flight deck that can be
used to open panels in the case of an in-flight fire.
The handle is insulated to prevent electric shock if a cable is cut during fire
fighting.
10.1.10.5 First Aid Kit
There are first aid kits of varying sizes containing at least the following
basic first aid supplies that can be used in the case of a medical
emergency:
(i) Compressed Wound Dressings;
(ii) Bandages and splints;
(iii) Triangular bandages;
(iv) Adhesive strapping;
(v) Tablets and medicines for head ache and other common ailments;
(vi) A pair of scissors, burn ointment and antiseptic swabs;
(vii) Latex gloves.
If an emergency first aid kit is opened, the purser must submit a report to
the Cabin Crew Department outlining the circumstances requiring its use.
Additionally, an entry should be made in the Cabin Technical Log for the
supply of a replacement emergency first aid kit.
10.1.10.6 Medical Kit
Company aircraft engaged in long distance flights are fitted with a medical
kit containing specialised medical equipment provided only for the use of
qualified medical personnel travelling as passengers whose assistance
may be sought in the case of an in-flight medical emergency situation.
The medical kit contains the following items:
(i) Shygmomanometer;
(ii) Stethescope;
(iii) Latex gloves;
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(iv) Airways;
(v) Syringes;
(vi) Tourniquet;
(vii) Various appropriate medications.
If this medical kit is opened, the purser must make an appropriate entry in
the Cabin Technical Log for the supply of a replacement medical kit.
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SECTION 11


EMERGENCY EVACUATION PROCEDURES TOC/P1
A320/321 STANDARD
11.1 EMERGENCY EVACUATION PROCEDURES 11.1/P1

11.1.1 Categorisation of Emergency Landings 11.1/P1
11.1.2 Flight Deck Procedures 11.1/P2
11.1.3 Evacuation Responsibility 11.1/P3
11.1.4 Evacuation PA Announcements 11.1/P4
11.1.5 Evacuation 11.1/P4
EMERGENCY EVACUATION PROCEDURES TOC/P2
A320/321 STANDARD

11.1/P1
Rev 08
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11.1 EMERGENCY EVACUATION PROCEDURES
11.1.1 Categorisation of Emergency Landings:

Emergency landings are categorised as follows:
(a) Prepared Emergency Landing
An emergency landing where there is sufficient time for cabin and
passenger preparation.
(b) Unprepared Emergency Landing
Is an emergency landing where it is necessary to land the aircraft
as soon as possible.
An emergency landing is further defined as follows:
(a) Forced landing
Is a landing, on land away from an airport
(b) Ditching
Is a landing on water
(c) Abnormal Landing
An abnormal landing is a landing at an airport in which some
aircraft damage is anticipated.
An abnormal landing is to be considered if the landing gear cannot
be locked fully down or some other malfunction exists and it is
known or considered possible that the aircraft will be damaged
during landing.
In an abnormal landing, preparation for rapid evacuation should be
as for either a forced landing or ditching, with the exception that it is
not necessary to have passengers remove and stow certain items
or loosen tight clothing.
If landing gear standby indicators indicate that the landing gear is
down and locked then normal procedures will apply. A tower fly
past should only be conducted if there is reason to doubt that the
landing gear is not fully down or there is known damage to the
landing gear.
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11.1.2 Flight Deck Procedures

11.1.2.1 Prepared Emergency Landing
In all emergency situations it is important that the cabin crew are given
adequate time in which to complete their passenger cabin preparation
duties.
As soon as it is expected that an emergency landing will be required, the
SEAT BELT and NO SMOKING signs should be selected ON and the
Purser summoned to the flight deck by the following PA announcement:
“COCKPIT SPEAKING, PURSER REQUIRED IN COCKPIT”
The Purser is to be informed of the emergency in the following format:
(a) Nature of the emergency;
(b) Approximate flight time available;
(c) Type of emergency landing (forced landing, ditching or abnormal
landing); and
(d) Any other relevant information such as whether the Commander
intends to make a PA announcement prior to cabin preparation or if
a “BRACE” command will be given.
The Purser will repeat the Commander’s instructions to ensure that
everything is completely understood prior to returning to the cabin to
commence the cabin preparation.
As the flight deck crew will be occupied dealing with the emergency
situation the Purser is responsible for the PA announcement to the
passengers detailing the nature of the emergency, the time available and
the steps required in cabin preparation.
If time and/or duties permit the Commander (or First Officer) should make a
PA announcement providing additional appropriate information on the
emergency and the anticipated landing. It is essential that this PA
announcement does not over-ride the cabin preparation PA announcement
being made by the Purser.
11.1/P3
Rev 08
A320/321 STANDARD
In the case of a forced landing or ditching both pilots should loosen their
collar, tie and shoe laces, remove sharp objects from pockets and, in the
case of a ditching, fit a life jacket (do not inflate).
The Purser must advise, or the Commander must confirm, that passenger
cabin preparation has been completed prior to the commencement of final
approach.
All appropriate checklists must be completed.
11.1.2.2 Unprepared Emergency Landing
In the case of an unprepared emergency landing the degree of cabin
preparation will depend upon the time available. As a situation requiring an
unprepared landing is most likely to occur shortly after takeoff or during
approach and landing the cabin should be secure with respect to cabin
service items, cabin crew and passengers seated with seat belts fastened.
If possible, the Commander should communicate the situation to the Purser
by summoning him/her to the flight deck in accordance. If there is
insufficient time the Commander (or First Officer) should make an
appropriate PA announcement which will alert the cabin crew and the
passengers to the emergency situation.
11.2.2.3 “Brace” Instructions
At approximately 2000 FT the First Officer should make the following PA
announcement:
“CABIN CREW SEATED FOR LANDING”
Not later than 1 minute before impact the First Officer should make the
following PA announcement (FCOM vol 3 – 3.02.90)
“BRACE FOR IMPACT, BRACE FOR IMPACT”
Whenever there is a possibility of a runway overrun on a rejected takeoff or
of an unanticipated abnormal landing involving abnormal decelerations
cabin crew should be alerted by a PA announcement:
‘BRACE FOR IMPACT, BRACE FOR IMPACT’
11.1.3 Evacuation Responsibility
The Commander is responsible for the evacuation PA announcement.
Cabin crew will only initiate evacuation when it is obvious that the aircraft
must be immediately evacuated due to catastrophic circumstances.
When the Captain decides that an evacuation is not required the cockpit
crew makes an immediate announcement to this effect (FCOM 3.02.90)
“ CABIN CREW AND PASSENGERS REMAIN SEATED”
11.1/P4
Rev 08
A320/321 STANDARD
11.1.4 Evacuation PA Announcements

Immediately the aircraft comes to a stop the Commander (or First Officer)
shall make the following PA announcement:
“COCKPIT SPEAKING, CABIN CREW TO YOUR STATIONS”
Once the Passenger Evacuation checklist is completed and evacuation is
required the Commander (or First Officer) will make the following PA
announcement:
“EVACUATE, EVACUATE!”
11.1.5 Evacuation
If possible, pilots should proceed to the passenger cabin to assist in the
emergency evacuation as follows:
(a) Assist in the opening of any suitable doors and exits.
(b) Assist in the evacuation by directing passengers to the most
suitable exit avoiding congestion and by calling in a loud, clear
voice urge passengers to:
“HURRY, COME THIS WAY”
If at a slide exit instruct passengers to:
“JUMP AND SLIDE. RUN AWAY”
(c) In the case of a ditching instruct passengers to inflate life jackets
when outside the aircraft;
(d) If possible, the Commander or the Purser should check that all
passengers have evacuated the aircraft.
11.1/P5
Rev 08
A320/321 STANDARD
When no significant aircraft damage has occurred and cabin crew have
prepared the passenger cabin for evacuation the speed of the evacuation
should be a consideration. Passenger safety is the prime consideration in
any emergency evacuation. The flight deck crew and cabin crew will
usually be able to determine whether or not the evacuation requires utmost
speed at the increased risk of injuries to individual passengers.
11.1/P6
Rev 08
A320/321 STANDARD

SECTION 12
AIRCRAFT SYSTEMS

12.1/P1
AIRCRAFT SYSTEMS
Rev 08
A320/321 STANDARD
12.1 AIRCRAFT SYSTEMS
Refer FCOM, Volume 1 for information on aircraft systems.

12.1/P2
AIRCRAFT SYSTEMS
Rev 08
A320/321 STANDARD

SECTION 13
TASK SHARING

TASK SHARING TOC/P1
A320/321 STANDARD
13.1 TASK SHARING 13.1/P1

13.1.1 Safety exterior inspection 13.1/P1
13.1.2 Preliminary cockpit preparation 13.1/P1
13.1.3 Cockpit preparation 13.1/P2
13.1.4 Before pushback or start 13.1/P3
13.1.5 Engine start 13.1/P4
13.1.6 After start 13.1/P4
13.1.7 Taxi 13.1/P5
13.1.8 Before takeoff 13.1/P5
13.1.9 Takeoff 13.1/P6
13.1.0 After takeoff 13.1/P6
13.1.11 Climb 13.1/P7
13.1.12 Cruise 13.1/P7
13.1.13 Descent preparation 13.1/P7
13.1.14 Descent 13.1/P8
13.1.15 Ils approach 13.1/P9
13.1.16 Non precision approach (managed guidance) 13.1/P10
13.1.17 Non precision approach (selected guidance) 13.1/P12
13.1.18 Landing 13.1/P13
13.1.19 Go-around (with fd on) 13.1/P14
13.1.20 Go-around (with fd off) 13.1/P14
13.1.21 After landing 13.1/P15
13.1.22 Parking 13.1/P16
13.1.23 Securing the aircraft 13.1/P16
TASK SHARING TOC/P2
A320/321 STANDARD

13.1/P 1
TASK SHARING
Rev 16
A320/321 STANDARD
13.1 TASK SHARING

NOTE: Items marked with (*) are the only steps to be completed during a transit stop.
For secured stop, all items must be completed.
Aircraft is in transit stop when the last check list performed by previous crew or
ground mechanic is Parking checklist. Between the flights, the aircraft is on the
power. Aircraft is in secured stop when the last check list performed by previous
crew or ground mechanic is Securing the aircraft checklist. Between the flights,
the aircraft is off the power.
This Task sharing is normally performed by Pilot’s memory.
13.1.1 Safety exterior inspection

PF PNF
* WHEEL CHOCKS............................................CHECKIN PLACE
* L/G DOORS...............................................................CHECK POS
* APU AREA.........................................................................CHECK
13.1/P 2
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.2 Preliminary cockpit preparation
PF PNF
ONBOARD DOCUMENT….……………..….......................CHECK (CM1)
ENG MASTERS.......................................................CHECK OFF
ENG MODE selector..............................................CHECK NORM
L/G lever.................................................................CHECK DOWN
WIPERS....................................................................................OFF
BAT..........................................................................CHECK/AUTO
EXT PWR...................................................................................ON
APU FIRE.................................................................CHECK/TEST
APU......................................................................................START
* EXT PWR.......................................................................AS RQRD
* COCKPIT LIGHT............................................................AS RQRD
FLAPS..............................................................CHECK POSITION
* SPD BRK LEVER.......................CHECK RET AND DISARMED
* PARKING BRAKE.....................................................................ON
* ACCU/BRAKES PRESS...……….....……........................CHECK
ALTN BRAKING…….……………………………………..CHECK
PROBE/WINDOW HEAT......................................................AUTO
APU BLEED...............................................................................ON
AIR COND panel......................................................................SET
ELEC panel.........................................................................CHECK
VENT panel.........................................................................CHECK
* ECAM RECALL..................................................................PRESS
* ECAM OXYPRESS/HYDQTY/ENGOIL QTY..................CHECK
OEB in QRH ……………………………............................CHECK
EMER EQPT......................................................................CHECK
C/B panels……………………...….....…….…............…...CHECK
RAIN REPELLENT………………………………………….CHECK
* EXT WALK AROUND……………......….…................PERFORM
13.1/P 3
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.3 Cockpit preparation
PF PNF
* GEAR PINS & COVERS....................................CHECK
OVER HEAD PANEL
* RCDR GND CTL........................................................ON
CVR..........................................................................TEST
EVAC................................................................AS RQRD
* ADIRS........................................................................NAV
EXTERIOR LIGHTS........................................AS RQRD
* SIGNS........................................................................SET
LDG ELEV..............................................................AUTO
* PACK FLOW...................................................AS RQRD
BAT.......................................................................CHECK
ENG FIRE.................................................CHECK/TEST
AUDIO SWITCH....................................................NORM
PA (3rd occupant)...............................................RECEPT
MAINT PANEL.....................................................CHECK
* CTR INSTRUMENT PANEL:
STBY INSTRUMENTS……………......................CHECK
CLOCK...................................................CHECK/ADJUST
A/SKID N/W STRG.......................................................ON
PEDESTAL:
ACP1....................................................................CHECK
* WEATHER RADAR..................................................SET
SWITCHING PANEL.............................................NORM
* ECAM STATUS...................................................CHECK
* LDG ELEV (ECAM).................................CHECK AUTO
COCKPIT DOOR…………………….………….CHECK
* THRUST LEVERS.....................................CHECK IDLE
* ENG MASTER............................................CHECK OFF
* ENG MODE selector..............................CHECK NORM
PARKING BRAKE PRESS.................................CHECK
GRAVITY GEAR EXTN…….............CHECK STOWED
ACP2..................................................,,,,,.............CHECK
ATC.........................................................,,,,,..............SET
RMP………………………………........……….….…SET
* AIRFIELD DATA.........................RECORD on T/O card
* ACAR …………………..…….....……......INITIALIZE
* FMGS INITIALIZATION:
ENGINE & AIRCRAFT TYPE.............................CHECK
DATABASE VALID..............................................CHECK
NAV AID DESELECTION...............................AS RQRD
F-PLN INITIALIZATION...............................COMPLETE
ALIGN IRS........................................AS APPROPRIATE
F-PLN A.................................COMPLETE AND CHECK
WINDS CLB/CRZ................................................INSERT
F-PLN...................................................................CHECK
SEC F-PLN.......................................AS APPROPRIATE
RADIO NAV.......................................MANUALLY TUNE
* FMGS DATA INSERTION:
ZFCG, ZFW, BLOCK FUEL...............................INSERT
TAKEOFF DATA.................................................INSERT
PRESET SPEEDS..........................................AS RQRD
13.1/P 4
TASK SHARING
Rev 17
A320/321 STANDARD
*COCKPIT SECURITY…………..….CHECK
. When both pilots seated:
* GLARESHIELD: * GLARESHIELD:
GLARESHIELD INTEGRAL LIGHT…………AS RQRD

BARO REF...................................................................SET BARO REF................................................SET
FD....................................................................CHECK ON FD.................................................CHECK ON
ILS (or LS ).....................................................AS RQRD ILS (or LS )..................................AS RQRD
ND mode and range....................................................SET ND mode and range.................................SET
VOR/ADF sel.....................................................AS RQRD VOR/ADF sel...................................AS RQRD
FCU..............................................................................SET
LATERAL CONSOLE: LATERAL CONSOLE:
OXY MASK..............................................................TEST OXY MASK............................................TEST
* PF INSTRUMENT PANEL: * PNF INSTRUMENT PANEL:

PFD-ND brightness……………….....….…….…ADJUST PFD-ND brightness…………..…..…ADJUST
LOUDSPEAKER……………..………….……..…..…SET LOUDSPEAKER…………………………SET
PFD-ND……………………………………...….....CHECK PFD-ND…………………..……......…CHECK
* FMGS DATA CONFIRMATION:
AIRFIELD DATA………………….CONFIRM
IRS ALIGN…………………………....CHECK
GW INSERTION……………………..CHECK
TO DATA……………..CALCULATE/CHECK
F-PLAN A and B………………….….CHECK
* FUEL QUANTITY…..………………….…….….CHECK * FUEL QUANTITY……………..……CHECK
*FLIGHT INSTRUMENT CHECK….......................PERFORM (PF)
* TAKEOFF BRIEFING………...…............PERFORM (PF)
13.1/P 5
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.4 Before pushback or start
CM1 CM2
LOAD SHEET.…………….CHECK (CM1)
TAKEOFF DATA……….………CHECK
T/O DATA.……………………………….....INSERT T/O DATA……………...........RECORD on T/O card
5 minutes before start:
ATC CLEARANCE……………..RECORD on CFP ATC CLEARANCE………………….……..…OBTAIN
(RECORD on T/O card)
ATC CLEARANCE……………………………..…SET
(Transponder code, ALT,HDG,SID,.)
SEAT BELT, HARNESS…………..….......ADJUST SEAT BELT, HARNESS…………..…...........ADJUST
MCDU……………………………..…...….PERF TO MCDU……………………….……….…….…....F-PLN
EXT PWR………………………….……CHECK OFF
BEFORE START C/L DOWN TO THE LINE
When all doors are closed:
SLIDES ARMING…………….………...….ORDER
PUSHBACK/START CLEAR……………...…OBTAIN
NWS TRG DISC........................CHECK AS RQRD A/SKID& N/W STRG………..…………..…AS RQRD
WINDOWS/DOORS....................................CHECK WINDOWS................................................…...CHECK
THR LEVERS...................................................IDLE BEACON.....................................................….........ON
PARK BRAKE ACCU PRESS………........CHECK
PARKING BRAKE...................................AS RQRD
BEFORE START C/L BELOW THE LINE
13.1.5 Engine start
CM1 CM2
ENG MODE SEL..........................................IGN/START
ENGINE 2 START……………….……..…ANNOUNCE
ENG MASTER SW 2.................................................ON
START VALVE
N2
IGNITER
FUEL FLOW
EGT CHECK
N1
OIL PRESS
START VALVE CLOSE
.50% N2 CFM
.43% N2 IAE
ENG IDLE PARAMETERS.................................CHECK
ENGINE 1 START…………………………ANNOUNCE
REPEAT THE START SEQUENCE
13.1/P 6
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.6 After start
CM1 CM2
ENG MODE SEL........................................NORM
APU BLEED...................................................OFF GND SPLRS.....................................................ARM
ENG ANTI ICE......................................AS RQRD RUD TRIM.......................................................ZERO
WING ANTI ICE....................................AS RQRD FLAPS.................................................................SET
APU MASTER SW.............................. AS RQRD PITCH TRIM.......................................................SET
A/SKID& N/W STRG………………………….....ON
ECAMDOOR PAGE....................................CHECK
If STS label is displayed:

ECAM STATUS……………………..CHECK
CLEAR TO DISCONNECT…...…..ANNOUNCE
AFTER START C/L
13.1.7 Taxi
CM1 CM2
LEFT SIDE…………………....….CHECK CLEARED TAXI CLEARANCE………..…..……..OBTAIN
NOSE LIGHT……………….….……..…………..TAXI RIGHT SIDE……………...CHECK CLEARED
PARKING BRAKE…….……….…….….………..OFF ELAPSED TIME……..….………………….ON
THRUST LEVERS.......................................AS RQRD
BRAKES...........................................................CHECK BRAKES PRESS CHECK…………AS RQRD
FLT CTL...........................................................CHECK FLT CTL................................................CHECK
AUTO BRAKE............................................MAX
ATC CLEARANCE (if not
received).......................................OBTAIN/SET
TO DATA...............................................CHECK
FMGS F-PLAN/SPD.............................CHECK
FCU ALT/HDG............................................SET
ATC CODE………………..….CONFIRM/SET
BOTH FD........................................CHECK ON
FLT INST & FMA……….………………….….CHECK FLT INST & FMA…..….……………....CHECK
PWS…………………………………..….AUTO
RADAR……………..……....CHECK then OFF
TO BRIEFING………........... ..…….. ...................... CONFIRM (PF)
CABIN REPORT……….....RECEIVE/CHECK
TO CONFIG……………………..…….PRESS
TO MEMO……………..….CHECK NO BLUE
BEFORE TO C/L DOWN TO THE LINE
13.1/P 7
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.8 Before takeoff
CM1 CM2
TAKEOFF/LINE UP CLEAR………....OBTAIN
TCAS……………………………TA or TA/RA
APPROACH CLEAR OF TRAFFIC.............CHECK
EXTERIOR LIGHTS...................................SET
QFU/THESHOLD………...………...CONFIRM
SLIDING TABLE................................................STOW SLIDING TABLE.....................................STOW
CABIN CREW……..………………....ADVISE
TERR ON ND……………………….AS RQRD
RADAR…….…………………..…..AS RQRD
PACKS 1+2.......................................AS RQRD
BRAKE TEMP (if fans running)……..CHECK
BRAKE FANS (if running)…………..…...OFF
ENG MODE SEL……………….…..AS RQRD
BEFORE TO C/L BELOW THE LINE
13.1/P 8
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.9 Takeoff
PF PNF
TAKEOFF………………ANNOUNCE
BRAKES...................................................RELEASE
CHRONO......................................................START CHRONO......................................................START
THRUST LEVERS...................50%N1(or1.05EPR) ENG PARAMETER………...CHECK/ANNOUNCE
THRUST LEVERS..............................FLEX/TOGA
When thrust set, captain places hands on thrust levers until V1
DIRECTIONAL CONTROL……..…..US RUDDER
ANNOUNCE......................................................FMA PFD/ND....................................................CHECK
.Below 80KT: ...........................................................
N1(EPR)....................................................CHECK
THRUST SET……………..ANNOUNCE
PFD/ENG parameters.................................SCAN
. At100KT: 100KTS ………………………….ANNOUNCE
100KT…………………………….…………CHECK
. At V1: ...................................................................... V1…………………………………...ANNOUNCE
. At VR: ...................................................................... ROTATION…………………………ANNOUNCE
. When V/S positive : POSITIVE CLIMB …………………ANNOUNCE
LDG GEAR UP………………………….…ORDER L/G.....................................................SELECT UP
GRND SPLRS.........................................DISARM
EXTERIOR LIGHTS.......................................SET
A/P.............................................................AS RQRD
FMA…………………………………...ANNOUNCE
. At thrust reduction alt:
THRUST LEVERS...............................................CL
FMA…………………………………...ANNOUNCE PACK 1(If applicable).....................................ON
. At acceleration alt :
FMA………………………………....ANNOUNCE
. At F speed :
FLAPS 1……………………………………ORDER FLAPS1...................................................SELECT
. At S speed :
FLAPS 0…………………………………...ORDER FLAPS 0..................................................SELECT
PACK 2 (If applicable).....................................ON
13.1.10 After takeoff
PF PNF
APU BLEED/MASTER SW.................AS RQRD
ENG MODE SEL…..............................AS RQRD
TCAS . ....................................................TA/RA
ANTI ICE...............................................AS RQRD
AFTER TO/CLIMB C/L DOWN TO THE LINE
13.1/P 9
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.11 Climb
PF PNF
MCDU.....................................................PERF CLB MCDU..........................................................F-PLN
FCU/FMGS........................................SET IF AP ON FCU/FMGS..................................SET IF AP OFF
. At transition altitude :
BARO REF........................................SET/XCHECK BARO REF....................................SET/XCHECK
AFTER TO/CLIMB C/L BELOW THE LINE
RADAR TILT...............................................ADJUST ENG ANTI ICE......................................AS RQRD

. At 10000 feet :
LAND LIGHTS.....................................RETRACT
EFIS OPTION...........................................AS RQRD SEAT BELTS.......................................AS RQRD
EFIS OPTION.......................................AS RQRD
ECAM MEMO.........................................REVIEW
RADIO NAV...........CHECK Performed
SEC F-PLN.........AS RQRD upon PF request
OPT/MAXALT....... CHECK or approval
Before entering RVSM/RNP airspace:
RVSM/RNP STATUS…………………..….CHECK RVSM/RNP STATUS…………….…..….CHECK
13.1.12 Cruise
PF PNF
ECAM MEMO/SYS PAGES..........................REVIEW
FLIGHT PROGRESS......................................CHECK
FUEL...........................................................MONITOR
NAV ACCURACY............................................CHECK
RADAR TILT...................................................ADJUST
CABIN TEMP...............................................MONITOR
TCAS……………………………...……….…BELOW
13.1.13 Descent preparation
PF PNF
W/X DATA………...………..……..OBTAIN
LANDING DATA……………………...……...PREPARE (Record on LANDING card)
(Record on LANDING card)
LDG ELEV…………………………...………….CHECK
FMGS……………………………...…………PREPARE FMGS……………………………...CHECK
GPWS LDG FLAPS 3…….……………...….AS RQRD
AUTO BRAKE…………………………….LOW or MED
APPR BRIEFING…………………………....PERFORM
13.1/P 10
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.14 Descent
PF PNF
DESCENT CLEARANCE….……..….OBTAIN
DESCENT......................................................INITIATE ANTI ICE……………………….……AS RQRD
FMA……………………………………..ANNOUNCE FMA.......................................................CHECK
MCDU...................................PROG/PERF DESCENT MCDU.....................................................F-PLN
DESCENT...................................................MONITOR
SPEED BRAKES………………….............AS RQRD
RADAR TILT……………………………....…ADJUST
EFIS OPTION…………………………..............CSTR
At FL200 or TOD (if cruising below FL200):

CABIN CREW………..…………….…ADVISE
RADIO NAV………..…….MANUALLY TUNE/IDENT SEAT BELTS…………………………...…..ON
When cleared to altitude and approaching transition level:

BARO REF……………………………SET/X-CHECK BARO REF……………….… SET/X-CHECK
TERR ON ND…………………..…………AS RQRD TERR ON ND……………………….AS RQRD
ECAM STATUS……….………..…..…CHECK
APPROACH C/L
At 10000 ft:
LANDING LIGHTS………..……….…...…..ON
EFIS OPTION…………………...………CSTR
ILS or LS P/B………………………..…AS RQRD ILS or LS P/B…………..….. .…AS RQRD
SLIDING TABLE…………………..…….….....STOW SLIDING TABLE…………………… .…STOW
If GPS PRIMARY not available:
NAV ACCY…………...……………….……….CHECK NAV ACCY……………………………..CHECK
13.1/P 11
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.15 CAT I ILS Approach
PF PNF
Initial approach:
ENG MODE sel………………………..AS RQRD
Approx 15 Nm from touchdown:
APPR PHASE……………………..……..ACTIVATE (or set Green Dot)

POSITIONING……………………..…..MONITOR NAV ACCY……………………….MONITOR
RADAR TILT………………………..……....ADJUST
Intermediate/Final approach:
When cleared for ILS approach:

APPR................................................................PRESS
BOTH AP .....................................................ENGAGE
At green dot :
FLAPS 1 ………………………………………..ORDER FLAPS 1 ...............................................SELECT
S SPEED…………………………………………………CHECK or SET ** .
TCAS ...........................................TA or TA/RA
FMA .........................................................ANNOUNCE FMA..................................................... CHECK
LOC CAPTURE …………………………MONITOR
G/S CAPTURE………………….................MONITOR
GO AROUND ALT ................................................................SET **
At 2000 feet AGL
FLAPS 2 ………………..…………………ORDER FLAPS 2 .............................................SELECT
F SPEED …………………………………CHECK or SET **
When FLAPS 2
LDG GEAR DOWN ........................................ORDER LDG GEAR . ..........................SELECT DOWN
AUTO BRAKE..................................CONFIRM
GRND SPLRS ..........................................ARM
EXTERIOR LIGHTS...................................SET
When L/G down, below VFE
FLAPS 3…………………………………...…..ORDER FLAPS 3 ..............................................SELECT
ECAM WHEEL PAGE .........................CHECK
When FLAPS 3, below VFE :
FLAPS FULL ...................................................ORDER FLAPS FULL ......................................SELECT
VAPP ……………………………………………………CHECK or SET **
A/THR…………………... CHECK SPD or OFF
WING A.ICE (if not required) .……….........OFF
LDG MEMO……………..…CHECK NO BLUE
CABIN CREW……………..…..………ADVISE
13.1/P 12
TASK SHARING
Rev 17
A320/321 STANDARD
FLT PARAMETERS ...............CHECK

Announce any deviation in excess of :
V/S : 1000 feet/mn
LDG C/L IAS : speed target + 10 kt ; VAPP – 5
ANNOUNCE ANY FMA MODIFICATION knots
LOC : 1/4 dot LOC
GLIDE : 1 dot GS
PITCH : 2.5° nose down
7.5°(for A321) / 10°(for A320)
nose up
BANK : 7°
At DA+100 Ft 100 ABOVE ……..MONITOR OR ANNOUNCE
At DA: MINIMUM..............MONITOR OR ANNOUNCE

CONTINUE OR GO-AROUND .............ANNOUNCE
Note: ** PF for AUTO APPR, PNF for MAN APPR
13.1/P 13
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.16 CAT II ILS Approach

CM1=PF CM2=PNF
Apply standard techniques to be fully stabilized by FAF
At 350 Ft RA
Check ILS course on PFD Check ILS course on PFD
Announce “LAND” when displayed on PFD
Commence outside scanning Monitor flight instruments ONLY
Callout any warning/deviation
At DH + 100 Ft
Monitor auto callout “HUNDRED ABOVE
At DH
Monitor auto callout “MINIMUM”
If external visual references are sufficient
Announce “CONTINUE”
If Autoland is NOT performed
Monitor auto callout or announce as
Disconnect AP and land manually
appropriate:
200 Ft,100 Ft, 50 Ft, 30 Ft
Retard thrust levers to IDLE 20 Ft – “RETARD”
If Autoland is performed
Monitor auto callout or announce as
appropriate:
200 Ft
100 Ft
50 Ft
At 40 Ft RA
Check “FLARE” on FMA and announce
At 30 Ft RA
Monitor thrust reduction and flare by flight instrument Monitor auto callouts
At 10 Ft RA – Auto callout “RETARD”
Retard thrust levers to IDLE Monitor engine parameters
Monitor lateral guidance by external references
At TOUCH DOWN
Check “ROLL OUT” on FMA and announce
Select and control reverse thrust Check reverse GREEN and announce
Announce “70 Kt”
Disconnect AP at the end of Roll out
(when leaving the RWY at the latest)
If external visual references are NOT sufficient
Announce “GO-AROUND, FLAPS”
Apply standard Go-around procedure
13.1/P 14
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.17 CAT III ILS Approach with DH
CM1=PF CM2=PNF
At 350 Ft RA
Commence outside scanning Monitor flight instruments ONLY
Callout any warning/deviation
At DH + 100 Ft
Monitor auto callout “HUNDRED ABOVE
At DH
Monitor auto callout “MINIMUM”
If external visual references are sufficient
Announce “CONTINUE”
At 40 Ft RA
At 30 Ft RA
At TOUCH DOWN
If external visual references are NOT sufficient
Announce “GO-AROUND, FLAPS”
Apply standard Go-around procedure
13.1/P 15
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.18 CAT III ILS Approach without DH

CM1=PF CM2=PNF
At 350 Ft RA
Monitor flight instruments Callout any warning/deviation
At 100 Ft RA
Announce “CONTINUE” if NO failure detected Monitor auto callout
At 40 Ft RA
At 30 Ft RA
At TOUCH DOWN
13.1/P 16
TASK SHARING
Rev 17
A320/321 STANDARD
13.1.19 NON PRECISION APPROACH (MANAGED GUIDANCE)

(NON ILS APPROACH IN NAVIGATION DATA BASE AND NAVIGATION ACCURACY
CHECKED POSITIVE)
PF PNF
Initial approach:
ND MODE RANGE…..................…...ROSE VOR or ILS ND MODE RANGE………………AS RQRD
BIRD……………………………………………….….ON ENG MODE sel…………………..AS RQRD
APPR PHASE…………………………………..ACTIVATE NAV ACCY……………………….MONITOR
(or set Green Dot)
POSITIONING…………………………………..MONITOR
RADAR TILT……………………………………....ADJUST
When cleared for approach:
APPR...................................................................PRESS
At green dot :
FLAPS 1 …………………………………….….ORDER FLAPS 1 ...........................................SELECT
S SPEED…………………………………………………. CHECK or SET ** .
TCAS ......................................TA or TA/RA
FMA ...........................................................ANNOUNCE FMA ............................................... CHECK
At S speed :
FLAPS 2……………………………………..….ORDER FLAPS 2 ……………….…………SELECT
F SPEED ………………………………………………… CHECK or SET **

When FLAPS 2:
LDG GEAR DOWN ..........................................ORDER LDG GEAR .........................SELECT DOWN
AUTO BRAKE...............................CONFIRM
GRND SPLRS . .....................................ARM
EXTERIOR LIGHTS...............................SET
When L/G down, below VFE :
FLAPS 3.............................................................ORDER FLAPS 3 ...........................................SELECT
ECAM WHEEL PAGE ......................CHECK
.
When FLAPS 3, below VFE :
FLAPS FULL ……………………………..…….ORDER FLAPS FULL ....................................SELECT
VAPP……………………………………………CHECK or SET **
A/THR…………….….CHECK SPEED or OFF
WING A.ICE (if not required)……….….….OFF
EXTERIOR LIGHTS……………………….SET
LDG MEMO………………..CHECK NO BLUE
CABIN CREW………………………ADVISE
LDG C/L
After the FAF:
FINAL APP………………………….......................CHECK
GO AROUND ALT………………………………………………..SET **
13.1/P 17
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Rev 17
A320/321 STANDARD
POSITION/FLT PATH………...MONITOR ALT/DME TABLE…………………..……...…........READ

ANNOUNCE ANY FMA MODIFICATION FLT
PARAMETERS…………………….…….....CHECK
V/S :1000 ft/mn
IAS : speed target + 10 kt ; VAPP –5kt
:7.5°(for A321) / 10°(for A320) nose up
BANK : 7°
At MDA + 100 ft : COURSE : 1/2 dot or 2.5° (VOR) ; 5° (ADF)
ONE HUNDRED ABOVE…..MONITOR OR ANNOUNCE
At MDA/MDH
CONTINUE OR GA .................ANNOUNCE MINIMUM………….…..MONITOR OR ANNOUNCE
If required visual reference to continue the approach is achieved:
AP (if ON)….………………….……………OFF
FDs OFF..………………………….…..ORDER FDs…..……………..…………………….…..SELECT OFF
RWY TRACK…………………………………….…….SET
13.1/P 18
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13.1.20 NON PRECISION APPROACH (SELECTED GUIDANCE)

(NON ILS APPROACH NOT IN NAVIGATION DATA BASE OR NAVIGATION
ACCURACY CHECKED NEGATIVE)
PF PNF
Initial approach:
ND MODE RANGE……........................ROSE VOR or ILS ND MODE RANGE……………...…AS RQRD
BIRD…………………………………………………..….ON ENG MODE sel…………….......…..AS RQRD
TRACK……………………………………………..SELECT .
APPR PHASE…………………………………..ACTIVATE
(or set Green Dot)
POSITIONING…………………………………..MONITOR NAV ACCY………………………….MONITOR
RADAR TILT……………………………………....ADJUST
At green dot :
FLAPS1 …………………………………….……ORDER FLAPS1 ...........................................SELECT
S SPEED……………………………………………. CHECK or SET ** .
TCAS ........................................TA.or.TA/RA
At S speed :
FLAPS 2 ………………………………...............ORDER FLAPS 2 ..........................................SELECT
F SPEED ……………………………………… CHECK or SET **
When FLAPS 2
LDG GEAR DOWN ....................................ORDER LDG GEAR ................................SELECT DOWN
AUTO BRAKE .....................................CONFIRM
GRND SPLRS ..............................................ARM
EXTERIOR LIGHTS.......................................SET
When L/G down, below VFE :
FLAPS 3 ......................................................ORDER FLAPS 3 .................................................SELECT
ECAM WHEEL PAGE .............................CHECK
When FLAPS 3, below VFE
FLAPS FULL…………………………….....ORDER FLAPS FULL……………………..…......SELECT
VAPP…………………………………………………CHECK or SET **
A/THR………………..CHECK SPEED or OFF
WING A.ICE (if not required)………...……..OFF
EXTERIOR LIGHTS…………......………….SET
LDG MEMO………….………CHECK NO BLUE
CABIN CREW………………...……..ADVISE
LDG C/L
At the FAF:
GA ALTITUDE………………………………..…..…SET **
FINAL APPROACH FPA…….……………………SET **
13.1/P 19
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POSITION/FLT PATH…………..MONITOR ALT/DME TABLE……………..……………….…..READ

ANNOUNCE ANY FMA MODIFICATION FLT PARAMETERS…….…………….………...CHECK
V/S : 1000 ft/mn
IAS : speed target + 10 kt ; VAPP –5kt
:7.5°(for A321)/10°(for A320) nose up
BANK : 7°
COURSE : 1/2 dot or 2.5° (VOR) ; 5° (ADF)
At MDA + 100 ft : 100 ABOVE ……………...MONITOR OR ANNOUNCE
At MDA/MDH MINIMUM...........................MONITOR OR ANNOUNCE

CONTINUE OR GA .................ANNOUNCE
If required visual reference to continue the approach is met:
AP (if ON)….…………………............…OFF
FDs OFF..…………………………...ORDER FDs…..………………..…................……..SELECT OFF
RWY TRACK………………….................………….SET
13.1.21 Landing
PF PNF
In stabilized approach, at approx 30Ft:
FLARE………………………..........;...PERFORM ATTITUDE………………….........;;;;;;;;;;..MONITOR
THRUST LEVERS………………….…........IDLE
At touchdown:
REVERSE……………….....................AS RQRD CHRONOMETER………..………...………...START

(When REV at IDLE)
BRAKES..…………….................….....AS RQRD GRND SPLRS...……….….....CHECK/ ANNOUNCE
REVERSERS……………......CHECK/ ANNOUNCE
DECELERATION….…….…..CHECK/ ANNOUNCE
At 70 Kt IAS: 70 Kt…………………………………...ANNOUNCE
REV (If not IDLE)………………………...….IDLE

At taxi speed: CM1 takes control for taxi
CM1 CM2
REVERSE……………………………...….STOW
Before 20 Kt:
AUTOBRK (if ON).……………...…DISENGAGE
13.1/P 20
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A320/321 STANDARD
13.1.22 Go-around (with FD on)
PF PNF
THRUST LEVERS …………………......…...TOGA FLAPS ……………….. ...RETRACT ONE STEP
ROTATION ……………….………....…PERFORM POSITIVE CLIMB ………………... ANNOUNCE
GO-AROUND …………………….….ANNOUNCE
FMA …………………………………...ANNOUNCE
LDG GEAR UP ……………………….…...ORDER LDG GEAR ………...……………… SELECT UP
NAV or HDG ………………….……...... SELECT
At GA thrust red. altitude :
THRUST LEVERS ………………………..…….CL
At GA accel altitude :
SPEED ……………………………….… MONITOR
FLAPS .....................RETRACT ON SCHEDULE
13.1.23 Go-around (with FD Off)
PF PNF
THRUST LEVERS ……………...………….. TOGA
ROTATION …………………………15° OF PITCH
GO-AROUND …………………..……ANNOUNCE
FLAPS ……….................RETRACT ONE STEP
POSITIVE CLIMB …….................. ANNOUNCE
LDG GEAR UP ………………………..…. ORDER LDG GEAR …………………….... SELECT UP
BIRD (if ON)……………………….SELECT OFF
At GA thrust red. altitude :
THRUST LEVERS ………………..... KEEP TOGA
At GA accel altitude :
G DOT SPEED ………………………………………….. SELECT **
PITCH ………………………………..…… +10°/12°
THRUST LEVERS …………………………..… .CL
A/THR (if GA alt < 100 FEET) …………. ENGAGE FDs …………………………………………… ON
AP (If OFF)………………………………..……...ON
NAV or HDG ……………………………... SELECT
OPEN CLIMB ……………………….……ENGAGE
FMA ……………………………..…… ANNOUNCE
FLAPS …………… RETRACT ON SCHEDULE
13.1/P 21
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A320/321 STANDARD
13.1.24 AFTER LANDING
CM1 CM2
When RWY vacated:
GRND SPOILERS…………………..…..DISARM LANDING LIGHTS…………….……..RETRACT
(signal for CM2 to commence after landing items) (on CM1 request or approval)
STROBE LIGHT……………………..…....AUTO
OTHER EXT LIGHTS………..…….…AS RQRD
RADAR ……………………………… OFF/STBY
PREDICTIVE WINDSHEAR………….….....OFF
ENG MODE selector ……………….…… NORM
FLAPS ……………………..……1 or RETRACT
TCAS……………………….……SET on standby
ATC…………………………………….AS RQRD
ANTI ICE……………………………....AS RQRD
BRAKE TEMP…………………..…….….CHECK
FD, ILS p/b………………………….……..…OFF
AFTER LDG C/L
When 3 minutes elapsed since reverse at IDLE:
“3 MIN ELAPSED”………...……….ANNOUNCE
If one engine taxi in procedure is applicable:
“ENG MASTER 2 OFF”……………………ORDER ENG MASTER 2…………CONFIRM and OFF
Y ELEC PUMP …….……………..…………..ON
2 minutes before parking position:
APU START………….…………...….AS RQRD
When signal man or docking guidance lights insight and checked:
“TAXI LIGHTS OFF”.……………………....ORDER TAXI/RWY TURN OFF LIGHTS…….…..OFF
Approaching parking position:
SLIDES DISARMING……………..……ORDER
13.1/P 22
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13.1.25 Parking
CM1 CM2
ACCU PRESS……………….….………...CHECK ANTI ICE……………….…….……... OFF
PARKING BRK…………….…………….…….ON APU BLEED………….…………………….….ON
GPU………………………….…………AS RQRD PACKs………………………………. AS RQRD
ENG MASTER 1, 2………………….……….OFF Y ELEC PUMP (if ON)…………….….……OFF
SLIDES DISARMED…….…….………..CHECK
GROUND CONTACT ……………… ESTABLISH ELAPSED TIME …………………………. STOP
BEACON LT …………………………………. OFF FUEL PUMPS ……………………………… OFF
OTHER EXTERIOR LIGHTS ……….. AS RQRD ATC …………………………… SET on standby
SEAT BELTS ………………………………….OFF IRS PERFORMANCE …………………CHECK
FUEL QTY ……………………………… CHECK
PARKING BRK ………………………. AS RQRD STATUS ………………………………... CHECK
DUs …………………………..……………… DIM BRAKE FAN ……………………………….. OFF
PARKING C/L DUs …………………………………………..DIM
13.1.26 Securing the aircraft
CM1 CM2
PARKING BRK …………………....... CHECK ON OXY CREW SUPPLY ………………………OFF
ADIRS (1+2+3) ………………………........… OFF EXTERIOR LIGHTS ………………………. OFF
MAINT BUS switch ………………..... AS RQRD
APU BLEED ……………………………..... OFF
APU MASTER switch ……………………... OFF
EMER EXIT LIGHT ………………………... OFF
NO SMOKING ……………………………... OFF
EXT PWR ……………………………. AS RQRD
BAT 1 + 2 …………………………………… OFF
SECURING THE A/C C/L

Sop A320 A321

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Sop A320 A321

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A320/321

PHƯƠNG THỨC BAY TIÊU CHUẨN

This AIRBUS A320/321 STANDARD OPERATING PROCEDURES is

Vice President Operations

INTENTIONAL BLANK PAGE

No ISSUED EFFECTIVE APPROVAL INSERT DATE &

No ISSUED EFFECTIVE APPROVAL

LIST OF NORMAL REVISION

SECTION 2 – NORMAL PROCEDURES (CONT)

SECTION 11 – EMERGENCY EVACUATION PROCEDURES

ATTACHED IS REVISION 09 TO THE A320/321 SOP.

ATTACHED IS REVISION 10 TO THE A320/321 SOP.

ATTACHED IS REVISION 11 TO THE A320/321 SOP.

ATTACHED IS REVISION 12 TO THE A320/321 SOP.

ATTACHED IS REVISION 13 TO THE A320/321 SOP.

ATTACHED IS REVISION 14 TO THE A320/321 SOP.

ATTACHED IS REVISION 15 TO THE A320/321 SOP.

ATTACHED IS REVISION 16 TO THE A320/321 SOP.

ATTACHED IS REVISION 17 TO THE A320/321 SOP.

LIST OF EFFECTIVE PAGES

SECTION 0 – INTRODUCTION 2.6/P1 16 20 Dec 08

LIST OF EFFECTIVE PAGES

2.9/P1 16 20 Dec 08 SECTION 3 – NON-NORMAL

2.11/P1 16 20 Dec 08 3.1/P1 11 19 Dec 06

SECTION 5 – FLIGHT PLANNING

LIST OF EFFECTIVE PAGES

SECTION 6 – MASS AND BALANCE 10.1/P1 08 30 Apr 05

LIST OF EFFECTIVE PAGES

10.1/P37 11 19 Dec 06 13.1/P15 17 15 Aug 09

SECTION 12 – AIRCRAFT SYSTEMS

SECTION 13 – TASK SHARING

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0.1 INTRODUCTION 0.1/P1

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0.1.1 Manual Policy

INTENTIONAL BLANK PAGE

INTENTIONAL BLANK PAGE

1.1 LIMITATIONS 1.1/P1

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A320 162 162

NOTE: Depending upon configuration individual aircraft seating may vary

1.1.3 Kind of Operations

Maximum cross wind 20 kts must be applied when aircraft stopping

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2.3.1.3 Engine Start With External Pneumatic Power 2.3/P 1

2.5 AFTER TAKEOFF/CLIMB 2.5/P 1

2.5.2 Maximum Angle of Bank 2.5/P 1

2.6 CRUISE AND DESCENT 2.6/P 1

2.7 APPROACH AND LANDING 2.7/ P1

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2.1 OPERATING POLICY

The CM1 or PF shall respond after having checked the existing

2.1.3 Standard Callouts

Refer to FCOM 3.03.90 - Standard callouts

2.1.3.1 Standard Callouts for Each Flight Phase

PRELIMINARY COCKPIT PREP

TO REMOVE GROUND SUPPLY

BEFORE ENGINE START/PUSH BACK

PUSH BACK/ENGINE START

AFTER ENGINE START

MALFUNCTION BEFORE V1 AT TAKEOFF