A320

V5.0 JAN-2022
IN A NUTSHELL
 IMPORTANT
INFORMATION!
NOT FOR FLYING.
It is user RESPONSIBILITY to keep update on
limitations and procedures.
SHOULD be use for quick STUDY
DON'T BE LAZY and keep your knowledge current.
This guide is FREE.
ENJOY!
LIMITATIONS
 LIMITATIONS FREE GUIDE
FLIGHT MANEUVERING Clean config ……………..….…. -1g to+2.5g
LOAD ACCELERATION RUNWAY SLOPE ± 2%
LIMITS Other config …………………….. 0g to+2g

Nominal runway ……………….. 45mt COCKPIT WINDOW 200kt

RUNWAY WIDTH
Minimal runway ………….….…. 30 mt OPEN MAX SPEED

OPERATING SPEED VMO…………………..……………….. 350kt WIPERS

230kt
VMO/MMO MMO ……………………….....…….. M 0.82 MAX SPEED

TAKEOFF LIMITATIONS − Wet ice A32s MAX WIDTH 35.8 mt

CONTAMINATED − Water on top of Compacted Snow
RUNWAYS − Dry Snow or Wet Snow over Ice A32s MAX LENGTH 44.51 mt
Takeoff and Landing not allowed:
BRAKING - Unreliable or
ACTION
- less than: Normative 0.30 - Measured 0.17
TAILWIND TAKEOFF Max tailwind for takeoff……..... 10kt
AND LANDING Max tailwind for landing……..... 10kt
X-WIND WIND FOR
TAKEOFF AND Max demonstrated crosswind ...….............. 38kt (Gust included)
LANDING
WIND CARGO DOOR Max............ 40kt (50kt if nose into wind)
WIND PASSENGER
OPERATION Max.......................65kt
Cargo Doors must be close before 65kt DOOR OPERATION
A320 CEO A320 NEO A320 CEO A321 CEO A321 NEO A321 LR
VAS, KBA, KBB, KBH, KBI, KBJ, KBK, KBN KDA, KDB KDC, KDD, KDE KGA, KGB, KGC,
WEIGHT LIMITATIONS KBC, KBD, KBE, KBL, KBM KDF KGD, KGE, KGF
KBG, KBF

MAX TAXI 77400kg 73900kg 89400kg 97400kg

MTOW 77000kg 73500kg 89000kg 97000kg
MLW 64500kg 66300kg 64500kg 77800kg 77300kg 79200kg
MZFW 61000kg 62800kg 61000kg 73800kg 73300kg 75600kg
MINIMUM 37230kg 40300kg 37230kg 47500kg 46300kg 46300kg

TAXI SPEED Taxi weight is higher than 76000kg....................... Do not exceed a taxi speed of 20kt during a turn

DG WITH ACT NO Dangerous Goods shall be loaded to AFT CARGO compartment when ACT intalled

MAX PRESSURE AVIONICS VENTILATION

Maximum Altitude ............................. 39.800ft
ALTITUDE
Max positive differential ................... 9.0PSI In normal avionics ventilation system configuration, as
follows:
CABIN PRESSURE Max negative differential ................. -1.0PSI No Limitation
OAT ≤ 49°C
Safety relief valve setting .................. 8.6PSI
49°C < OAT ≤ 55°C 2h
PACK FLOW Pack Flow HI in combination with Wing Anti-Ice 55°C < OAT ≤ 60°C 1h
(KDC,KDD) is prohibited above 25000ft. 60°C < OAT ≤ 64°C 0.5h
With passengers on board, it is not recommended - If APU failed start or auto
PAX AC to exceed 20 min without AC supply.
APU STAR/SHUT shutdown, DO NOT start the
After 3 consecutive APU start attemps DURING APU
- If fuel split, perform a normal
APU STARTER - 60 min wait before new start REFUEL/DEFUEL
shutdown
* FL250 APU restart on BATTERY only
Max altitude to assist engine start................................................................................................ 20000ft
Max altitude for air conditioning and pressurization (single pack operation)..................... 20000ft
APU BLEED VAS, KDF (single pack operation)..................... 22500ft
Max altitude for air conditioning and pressurization (dual pack operation)........................ 15000ft
Use of APU bleed air for wing anti-ice is not permitted.
©ETIFER
1-1
 A320 A321NEO A321CEO
LO 1 141 168 ECON pb if number of occupants is
PACK FLOW HI Abnormal HOT conditions below 168.
NOR Other normal operation cases
1. When number of occupants below the follow number

MAX SPEEDS Max speed with the landing gear extended (VLE)................................................... 280kt / M 0.67
LANDING GEAR Max speed landing gear extention (VLO extension).............................................. 250kt / M 0.60
OPERATION Max speed landing gear retraction (VLO retraction)............................................. 220kt / M 0.54
If BRAKE FANS used: MAX TIRE SPEED 195kt GS
Max TEMP .................................................. 150°C Angle when taxing...... 75°
BRAKE TEMPERATURE NOSEWHEEL
If BRAKE FANS NOT used: STEERING Max NWS angle ....... ±85°
Max TEMP .................................................. 300°C Using rudder for taxi 7°
If one tire per gear deflated.................... 7kt LG HYD SYS GREEN
TAXI SPEED
DEFLAT TIRE If two tires deflated on same gear......... 3kt LG SAFETY Cuts off ............... 260kt
For nosewheel steering............................ 30° VALVE Only if LG lever UP

Configuration A320CEO A321CEO A321NEO

0 Vmo/Mmo
1 230kt 235kt 238kt
FLAP / SLATS
1+F 215kt 225kt 225kt
SPEEDS
2 200kt 215kt 215kt
3 185kt 195kt 195kt
FULL 177kt 190kt 186kt
A320 A321 MAX ALTITUDE
Config............... FULL Config......... 3 or FULL FLAPS/SLATS 20.000 ft
SPEED BRAKE When manual flight, full Retract speedbrakes EXTENDED
INHIBITION spoilers deflection before Flaps 3 When CONFG 1+F
FLAPS Flaps retract to 0 when
Retract speedbrakes
AUTORETRACTION speed more than 210kt
before Flaps FULL
FREE GUIDE At Takeoff 100ft AGL or 5sec ILS/MLS CAT1 on FMA 160ft AGL
Non-precision F-LOC, FG/S 200ft AGL GLS AUTOLAND not on FMA 160ft AGL
Non-precision FINAL APP, NAV FPA, ILS/MLS CAT2 or CAT3 on FMA 0ft AGL if AUTOLAND
AUTOPILOT NAV V/S, TRK FPA, HDG V/S, LOC 250ft AGL
V/S, LOC FPA All other phases A320 500ft AGL
FUNCTION
Circling Approach 500ft AGL (C) All other phases A321 900ft AGL
600ft AGL (D)
P4-VAS:
PAR app with HDG V/S, TRK 250ft AGL If engine out, not permitted use of Auto Pilot on NPA’s in:
After manual Go-Around 100ft AGL FINAL APP, NAV V/S, NAV FPA.

FLS ALTIMETER
100 ft FLS ON QFE Not allowed
DISCREPANCY

FLS TEMPERATURE F-APP, only to Minimums MAX F/LOС AND F-G/S F/LOC exceeds 1 dot.
CORRECTION FAPP+RAW or RAW ONLY, all alt DEVIATION F-G/S exceeds 1/2 dot below
MAX DISTANCE
100 nm Aircraft using baro VNAV with
CAPTURE FLS BEAN FLS BELOW CHART temperature compensation may
MIN AP USE 200 ft MIN TEMPERATURE disregard temperature restrictions.
USING FLS
FLS CAPABILITY F-APP Must not be used when the actual
FINAL-APP
FOR RNAV APP OAT is below the min temperature
BELOW CHART
FLS CAPABILITY MIN TEMPERATURE indicated on the approach chart or
F-APP or F-APP + RAW
FOR NAV AID APP defined by the Operator
FLS ON F-APP
ELECTRICAL F-APP + RAW REQUIREMENTS GPS PRIMARY within one FMS
EMERGENCY CONFIG
©ETIFER 1-2
 NEO 2 A320 A321
CONDITION TIME EGT LIMIT EGT LIMIT EGT LIMIT
1 All Engines 5 min
THRUST Takeoff and Go-Around 1083°C 635°C 650°C
One Engines 10 min
SETTINGS /EGT
MCT 1043°C 610°C 610°C
LIMITS
On Ground
Starting 1083°C 635°C 635°C
In Flight
1. Takeoff setting includes TOGA,FLEX and DERATE thrust modes. 2. Includes ALL NEO aircraft A320 and A321

CEO NEO
Min Starting Temp -40°C -40°C
Min Temp before IDLE exceeded -10°C NONE
Min Temp before Takeoff 50°C 52°C
OIL 14 qt ENG OIL for
11 qt +
Min Oil quantity 0.3 qt/h If OAT < -30°C Dual Cooling
Min 16.5 qt
Temp >15°C
Min Oil pressure 60psi 60psi
Max Oil pressure NONE 270psi

FREE GUIDE CEO NEO

- 1 auto start includes 1 start attempts,1 cycle - 1 auto start includes 2 start attempts (1 cycle)
- 15s pause between cycles (ground) - 35s pause between cycles (ground)
- 30min cooling after 3 failed cyles - 15min cooling after 3 failed cyles
or or
STARTER 5min continious crank 15min continious or cumulated crank
- Manual Start, 2 min cycle - Starter must not be run when N2 above
- Starter must not be run when N2 above 10% 20%
on ground or 18% in flight.

- Selection of the reverse thrust is PROHIBITED X-WIND

Max start in x-wind........... 35 kt
in flight START
REVERSE - Backing the aircraft with reverse is no permitted NOT permitted:
THRUST - Max reverse should no use below 70k - FLEX temp lower than TREF
- Idle reverse is permitted down to aircraft stop FLEX - FLEX temp lower than
actual OAT

Airplane Departure/Destination* Any Planned Alternate ETOPS en-route Alternate

EMERGENCY A321 7 5 4
SERVICES A320 6 4 4
RFF *For Departure and Destination airports two categories lower can be used in case of temporary downgrade of the airport
In case an airplane is planned to an airport with a category one lower than the one available at the airport, this can be accepted
after coordination between OCC and the airport. The Fleet Manager / DFO shall approve the decision taken.

MINIMUM FUEL Minimum fuel quantity for takeoff.................................................................................. 1500kg

QUANTITY FOR The ECAM alerts that are related to fuel low level in the wing tanks (FUEL WING TK LO LVL) must not
TAKEOFF appear for takeoff.

PACKS WITH LP AIR Crew must not use air from the PACKS and from LP AIR CONDITION UNIT at the same time to
CONDITION UNIT prevent any adverse effect on the Air Conditioning System.

APU BLEED WITH HP Crew must not use air from APU BLEED and from the HP AIR START UNIT at the same time
AIR START UNIT

©ETIFER 1-3
FREE GUIDE USE OF NAV MODE
TERMINAL AREAS NAVAID APP RNP APPROACH
NAV mode may be used provided: Navaid app may be performed in NAV, APP
NAV or FINAL APP with AP or FD, provided: RNAV (RNP) app may be performed
- GPS PRIMARY, or - If GPS PRIMARY; navaid may be with NO GPS PRIMARY, only if navaid
unserviceable, or airbone equipment supports RNP value and HIGH accuracy
- RNP is checked or entered on MCDU, may be inoperative, or not installed, is display on MCDU with specific RNP,
and HIGH accuracy is displayed, or provided an operational approval is and operational approval obtain.
obtain.
- FMS nav is crosschecked with navaid RNAV (GNSS) app, may be performed
raw data. - If no GPS PRIMARY; navaid and provided GPS PRIMARY is available
airbone equipment must be
serviceable, tuned and monitored.
If GPS PRIMARY LOST is display on ND AND MCDU, the navigation accuracy remains for RNP
DEGRADED SITUATION operations provided that, RPN value is check or entered on MCDU and HIGH ACCURACY is
displayed.
MAXIMUM FUEL IMABLANCE AT TAKEOFF For more info check FCOM
A320 (ALL) A321 (CEO) A321 (NEO&LR)
Inner Tanks (Outer Tanks Balanced)
Fuel Heavier Tank Max Asymmetry Fuel Heavier Tank Max Asymmetry Fuel Heavier Tank Max Asymmetry
FULL 500 kg FULL 600 kg FULL 400 kg
3000 kg 1050 kg 3400 kg 600 kg 3000 kg 400 kg
1450 kg 1450 kg 1200 kg 1200 kg 700 kg 700 kg
Outer Tanks (Inner Tanks Balanced)
Max Asymmetry 370 kg

Crosscheck that sum of FOB recorded from last flight and the FuelUplift. Maintenance actions is
due if discrepancy more than:
FOB check FOB after refuelling Abnormal discrepancy above
During Cockpit prep Up to 6 tons 400 kg
Between 6 and 12 tons 500 kg
More than 12 tons 600 kg

- Lower Than Standard (LTS) CAT I minima

- Enhanced Vision System (EVS) minima
- Other Than Standard (OTS) CAT II minima
- RNP AR (Authorization Required)
RESTRICTED - RNP LP (Localizer Performance)
APPROACH - RNP based on DME/DME or VOR/DME (B-RNAV)
PROCEDURES - RNP using SBAS or GBAS (Satellite or Ground Augmentation System)
- PAR (Precision Approach Radar)
- SRA (Surveillance Radar Approach)
- GLS
- MLS

©ETIFER 1-4
MEMORY ITEMS

AND

PROCEDURES
 MEMORY ITEMS FREE GUIDE
If no brake AVAIL
REV....................................................................MAX
BRAKE PEDAL................................................RELEASE
LOSS OF A/SKID OFF ORDER
BRAKING A/SKID & N/W STRG ..................................OFF
BRAKES PEDALS ...........................................PRESS
“LOSS OF BRAKING” MAX BRK PR ..................................................1000PSI

If still no braking
PARKING BRAKE............................................SHORT AND SUCCESSIVE APPLICATIONS

CREW OXY MASKS ................................................ USE PA ANNOUNCEMENS

SIGNS ......................................................................... ON “EMERGENCY DESCENT”
EMER DESCENT ...................................................... INITIATE When descending
If A/THR not active
THR LEVERS ............................................. IDLE “MASK OFF”
EMER DESCENT SPD BRK .................................................................... FULL When 10.000ft or lower
When descent established
“EMERGENCY SPEED ........................................................ MAX/APPROPRIATE
DESCENT” CONSIDER L/G EXTENSION
If CAB ALT above 14000ft
OXYGEN PAX MASK MAN ON ............ PRESS
* If not smoke, use OXY DILUTION in the NORM position
As soon as any stall indication (could be aural “STALL STALL”, buffet) is recognized
NOSE DOWN PITCH CONTROL............................... APPLY
* In case of lack of pitch down authority, reducing thrust may be necessary
BANK................................................................................. WINGS LEVEL
STALL RECOVERY When out of stall (no longer stall indications)
THRUST............................................................... INCREASE SMOOTHLY AS NEEDED
“STALL I HAVE
* In case of engine inop, compensate for thrust asymmetry
CONTROLS”
SPEEDBRAKES.................................................. CHECK RETRACTED
FLIGHT PATH........................... RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft
FLAP1................................................................. SELECT
THRUST................................................................ TOGA
STALL WARNING AT
At the same time:
LIFT-OFF
PITCH ATTITUDE................................................ 15 °
“STALL TOGA 15°” BANK...................................................................... WINGS LEVEL
When safe flight path and speed are achived and maintained, if STALL warning continues, consider it as spurious.

Unreliable Speed Indication/ADR Check Procedure If safe conduct of the flight is impacted
AP..................................................................................... OFF
A/THR ........................................................................... OFF
FD.................................................................................... OFF
UNRELIABLE SPEED
PITCH/THRUST
INDICATIONS
Below THURST RED ALT............................................ 15°/TOGA
“UNRELIABLE Above THURST RED ALT and Below FL100.......... 10°/CLB
SPEED ” Above THURST RED ALT and Above FL100.......... 5°/CLB
FLAPS (if CONG 0(1)(2)(3))......................................... MAINTAIN CURRENT
CONF FLAPS (if CONF FULL)................................... SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES ............................................................ CHECK RETRACTED
L/G .................................................................................. UP
When at, or above MSA or Circuit Alt: Level off for troubleshooting
©ETIFER 2-1
 FREE GUIDE Takeoff
Associated with an aural synthetic voice “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
Before takeoff:
Delay takeoff, or select the most favorable runway
During the takeoff run:
REJECT TAKEOFF
WINDSHEAR When airborne:
CAUTION
THR LEVERS............................................ TOGA
Slat/flap, gear configuration can be changed,
AP (if engage)........................................... KEEP ON if windshear not entered
SRS ORDERS........................................... FOLLOW
Landing
Associated with an aural synthetic voice “GO AROUND WINDSHEAR AHEAD”
GO-AROUND......................................... PERFORM

Before V1
Reject only if significant airspeed variations below indicated V1 and the pilot decides
that there is sufficient runway to stop the airplane.
After V1
THR LEVERS........................................... TOGA
WINDSHEAR REACHING VR....................................... ROTATE
WARNING SRS ORDERS.......................................... FOLLOW
Airborne, initial climb or landing
“WINDSHEAR
THR LEVERS AT TOGA........................ SET OR CONFIRM
TOGA”
AP (if engaged)....................................... KEEP
SRS ORDERS......................................... FOLLOW
If necessary pilots may pull sidestick fully back

DO NOT CHANGE CONFIG UNTIL OUT OF WINDSHEAR

CLOSELY MONITOR FLIGHTPATH AND SPEED
RECOVER SMOOTHLY TO NORMAL CLIMB

Traffic advisory
TCAS MODE............................................... CHECK ARMED
A/THR if OFF ............................................ ON
Do not perform a maneuver based on a TA alone.

Resolution advisory (RA) alert

All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED MAINTAIN” or “ADJUST VERTI-
CAL SPEED ADJUST” or “MONITOR VERTICAL SPEED” type messages:
AP (if engaged)........................................... OFF
BOTH FDs.................................................. OFF
TCAS WARNINGS GO AROUND procedure must be performed when an RA “CLIMB” or “INCREASE CLIMB”
is triggered on final approach
“TCAS I HAVE
CONTROLS” When “CLEAR OF CONFLICT” is announced
Resume normal navigation in accordance with ATC clearance.
AP/ FD can be re-engaged as desired.

For NEO with auto TCAS and guidance mode avail:

FD ORDERS ..................................................... FOLLOW
VERTICAL SPEED............................................. MONITOR

If AP not avail, proceed with manual procedure and turn OFF the FD

PM, should monitor ND and PFD, anounce traffic to PF and record event to make report

©ETIFER 2-2
 “PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP”
FREE GUIDE
AP....................................................... OFF
PITCH................................................ PULL UP
EGPWS WARING THRUST LEVERS............................ TOGA
SPEED BRAKES lever.................... CHECK RETRACTED
“PULL UP
BANK................................................. WINGS LEVEL or ADJUST
TOGA”
SRS ORDERS................................... FOLLOW

DO NOT CHANGE CONFIG UNTIL CLEAR OF OBSTACLE

“TERRAIN TERRAIN” - “TOOLOW TERRAIN” - “TERRAIN AHEAD” - “OBSTACLE AHEAD”

During night or IMC:
AP......................................................... OFF
PITCH.................................................. PULL UP
THRUST LEVERS.............................. TOGA
SPEED BRAKES lever...................... CHECK RETRACTED
BANK................................................... WINGS LEVEL or ADJUST
DO NOT CHANGE CONFIG UNTIL CLEAR OF OBSTACLE

During day or VMC, terrain and obstacle clearly in sight:

FLIGHT PATCH................................... ADJUST

“SINK RATE”
Above 1.000ft AAL in IMC or above 500ft AAL in VMC:
FLIGHT PATCH................................... ADJUST
EGPWS CAUTIONS
Below 1.000ft AAL in IMC or above 500ft AAL in VMC:
GO-AROUND..................................... CONSIDER

“GLIDESLOPE”
Above 1.000ft AAL in IMC or above 500ft AAL in VMC:
FLIGHT PATCH................................... ADJUST
When conditions require a deliberate approach below glidslope
G/S MODE................................... OFF
Below 1.000ft AAL in IMC or above 500ft AAL in VMC:
GO-AROUND..................................... CONSIDER

“DON’T SINK”
FLIGHT PATCH................................... ADJUST

“TOO LOW GEAR” - “TOO LOW FLAPS”

GO-AROUND..................................... PERFORM

©ETIFER 2-3
 PROCEDURES FREE GUIDE
Below 100kt
Captain should seriously consider discontinuing takeoff, if any ECAM warning/caution or hazard.

Above 100kt
- Fire Warning, or severe damage
- Sudden loss of engine thrust
- Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safety
- Any RED ECAM warning
- Any AMBER ECAM caution listed below:
F/CTL L(R) SIDESTICK FAUL If RTO speed is below 72kt, autobrake will not
activate because ground spoliers will not extend.
ENG 1(2) THR LEVER FAULT
ENG 1(2) REVERSER FAULT
During low speed RTO, rudder efficiency is decrease.
ENG 1(2) REVERSE UNLOCKED
ENG 1(2) FAIL
REJECTED TAKEOFF
CAPT FO
STOP...................................... ANNOUNCE
“STOP” Simultaneously:
THRUST LEVERS ............... IDLE
REVERSE THRUST ............ MAX AVAIL REVERSERS .................... CHECK/ANNOUNCE
DESCELERATION........... CHECK/ANNOUNCE
ANY AUDIO..................... CANCEL
Aircraft stopped
REVERSE................................... STOWED ATC................................... NOTIFY
PARKIG BRAKE........................ ON EMER EVAC Procedure............. LOCATE Following a RTO:
CABIN CREW........................... ALERT - Reset both FD
“ATTENTION CREW ON STATIONS” x 2 - Set FCU
ECAM ACTIONS...................... ORDER ECAM ACTIONS...................... PERFORM - Restart procedures from
AFTER START check
Aircraft should remain stationary while the crew evaluates the situation
If Evacuation NOT REQUIRED If Evacuation REQUIRED
CABIN CREW........................... ALERT EMER EVAC Procedure................ COMPLETE
“CANCEL ALERT” x 2 CABIN CREW........................... ALERT
RUNWAY................... CONSIDER VACATE “EVACUATE” x 2
BRAKE TEMP................... CHECK Consider use of DOM LIGHT
Seat must manually controlled

ENGINE FAILURE AFTER TAKEOFF

- OPN CLB
- MCT
Initial Pitch and “STOP ECAM” “Activate SEC FPN”
Check speed Pusch to Level FLAPS 0 “Continue ECAM”

12.5° ATC
Inform Intentions
Aircraft Controlled
- AP......... ON
- HDG ... PULL or
NAV... MANAGE S
Green
ATC “FLAPS” Dot
Inform Failure
Pitch....12.5° 400 AGL “ENG Secure”
Trim
“Gear No Damage ENG Master OFF
Rudder
Up” “ECAM Damage ENG FIRE pb
Aircraft Control
Actions” 1 AGENT DSC
“Gear
Up” Fire ENG FIRE pb
1 AGENT DSC
“Positive 2 AGENT DSC
Climb” or FIRE out
“V1” “Rotate”
©ETIFER 2-4
 FREE GUIDE Procedure Standard Strategy MCDU PROG PAGE
THR LEVERS ............................ MCT SPD: M.78 / 300kt REC MAX EO cruise
A/THR........................................ OFF altitude (MAX FL EO)
HDG............................................ AS APPROPRIATE Obstacle Strategy anti-ice off, LRC speed.
ENGINE FAILURE SPD: Green Dot
SPEED......................................... SET AND PULL
IN CRUISE MCDU PERF CRZ
DETERMINE CRUISE FL (MAX EO PROG PAGE)
ALTITUDE ................................. SET AND PULL Fix Speed Strategies Drift Down ceiling
ATC.............................................. NOTIFY SPD: M.78 / 310kt (max alt can be flown at
MAX 120min greenn dot)
ECAM ACTIONS....................... START

SIGNS ............................................................. ON
SPEED and THRUST.................................... ADJUST
CHECK QRH TABLE
Turbublence Speeds
KEEP AUTO PILOT ON Check QRH!
SEVERE If excessive thrust variations
TURBULENCE DISCONECT A/THR 0 - FL150 ..................... 250kt
DESCENT.............................................. CONSIDER FL150 - FL310 ............ 275kt
For approach FL310 - FL390 ............ M0.76
A/THR................................................... ON
USE MANAGED SPEED
Decision Making - DO NOT RUSH, think and plan
- Loss or doubt about situation awareness
- Malfunction which jeopardizes the safe completion of the app
GO-AROUND - ATC change clearance on final app resultin in rushed actions from crew
CONSIDERATIONS - App is unstable in speed, altitude or flight path
- Any GPWS, TCAS, Windshear or ROW alerts
- Adequate visual references are not obtained at minima

DO NOT initiate a GO-AROUND after reversers selection

Take the following into account:
GO-AROUND - PF, avoid excessive rotation rate to prevent tailstrike
NEAR THE GROUND
- Temporary landing gear contact with runway is acceptable
Only when the aircraft is safetly established in the go-around, crew retracts flaps and landing gear
If aircraft over runway when PF applies TOGA, CONFIG ECAM red may transiently trigge.

Discontinue approach when the aircraft is at or above the altitude selected on the FCU, the crew can:
GO-AROUND - Apply the GO AROUND procedure, or
INTERMEDIATE - Apply the discontinued approach technique
When the aircraft is below the FCU altitude, the flight crew must apply the GO AROUND procedure.

PA Operative PA Inoperative
Emergency Alert (ground only) “ATTENTION CREW ON STATIONS” x2
Shout:
Initiation of Evacuation “EVACUATE, EVACUATE” Initiation of evacuation “EVACUATE,
Evacuation not required EVACUATE”
“CANCEL ALERT, CANCEL ALERT”
In-flight emergency 6 chimes
In-flight emergency “IFS TO THE FLIGHT DECK” (IFS to cockpit)
Signal for cabin crew seating before Cabin crew seating
CABIN CREW emergency landing (aprox 1500 ft AAL) “EMERGENCY STATIONS” before emergency Multiple recycle
of Seat Belt sign
CALL OUTS Signal for cabin crew seating before
“EMERGENCY STATIONS, DITCHING”
landing/ditching
ditching (aprox 1500 ft AAL) Brace signal Multiple recycle
Brace signal at (aprox 500 ft AAL) of Seat Belt sign
“BRACE, BRACE”
Emergency descent “EMERGENCY DESCENT”
(after memory items)
At safe altitude after decompression “MASKS OFF” (at 10.000 ft or lower)
Severe turbulence “CABIN CREW, BE SEATED”

©ETIFER 2-5
STANDARDS
 FLIGHT PREPARATION FREE GUIDE

TYPE OF APPROACH PLANNIG MINIMA

CATII and III CAT I RVR/VIS
NPA RVR/VIS, ceiling shall be at or above MDH or
DESTINATION CAT I / APV BARO VNAV
ceiling 300ft VIS/RVR 1000m
ALTERNATE
NPA RVR/VIS + 1000m
NPA Ceiling shall be at or above MDH + 200
CIRCLING Circling

Use OPERATING minima on the LIDO IAC

2 alternates required when: Use OPERATING minima on
DESTINATION - 1h before to 1h after ETA weather at destination TAKE OFF the LIDO IAC
AIRPORT below minima. ALTERNATE
- No weather available Take into account ONE
ENGINE and wind limitations
* At least one non RNP approach must be available.

ALTERNATE CEILING ALTERNATE VISIBILITY OPERATIONAL minima for

ETOPS
PRECISION APP DH/DA + 200ft Published + 800m alternates applies when door
ALTERNATE
NON-PRECISION APP MDH/MDA + 400ft Published + 150m close and flight starts.

125m RVR - CAT C aircraft TDZ RVR for take-off can be replaced by pilot
assessment as follows:
MIN VISIBILITY Below 200m RVR, 3 RVR’s must be available
FOR TAKE OFF Relevant RVR’s must cover TORA and ASD - Visual segment of 90m must
*Check AOI for local restrictions
be visible from flight deck

Instrument app may be commenced regardless of the reported RVR/VIS.

If RVR/VIS is less than minima app shall not continue:
- Below 1000ft above airport, or
- FAF where DA/MDA is higher than 1000ft AAL
If below 1000ft AAL, RVR/VIS drop below minima, app can continue to DA/H or MDA/H
Landing may be completed if visual reference adequate for the app type is stablish at
COMMENCEMENT & DA/H or MDA/H and maintained.
CONTINUATION CAT IIIB no DH, below 1000ft AAL if RVR drops below minima, app may be continue to land.
OF THE APPROACH
- TDZ zone RVR shall always be controlling.
- MID and STOP RVR chall bbe conntrolling if reported and relevant*
If relevant* min MID RVR is:
- 125m for manual rollout
- 75m for automatic rollou
If relevant* min MID RVR is: *Relevant: Part of the runway during
- 125m for manual rollout high-speed phase to speed aprox 60kt
1. ILS or RNP
- Landing Config (speed brakes retracted)
2. LOC
- Speed btw Vref and Vapp + 15kt
3. VOR
- Vertical speed max -1000ft/min
PREFERRED 4. NDB
APPROACH - Thrust normal (not idle)
APPROACH TYPE 5. Vectors to Visual
STABILIZATION - Briefings and checklist completed
SELECTION 6. Circling
7. Visual
1000ft IMC (Ceiling < 2000ft, VIS < 5km)
500ft VMC SAFETY vs EFFICIENCY
Use avail elec and visual guides

CATEGORY LANDING - Rwy change

AIRCRAFT - Braking action change
A320, A321 C DISTANCE
CATEGORY - Aircraft braking capability
A321* D *ONLY for KDA, KDB RECALCULATION
change
©ETIFER 3-1
LOW VISIBILITY
OPERATIONS
 LOW VISIBILITY OPERATIONS FREE GUIDE
LVO are all operations with an RVR below 400m for takeoff and below CAT I minima for landing.
During LVO the visibility must be reported in RVR.
During LVO the maximum crosswind for takeoff and manual landing is 15 kts.
During LVO the Commander must be PF
LVO consist of the following:
LVO
GENERAL Takeoff
- Low Visibility Takeoff Operations (LVTO).

Approach and Landing

- ILS CAT II operations. Min VIS for manual landing:
- ILS CAT III operations. - 300m
During LVO taxi, the flight crew shall:
- Consult the Lido low visibility chart for any Surface Movement Guidance and Control System.
- Consider reading checklists when the aircraft does not move.
- Taxi slowly.
TAXI - Confirm taxi track course by aircraft heading.
- Call-out all visible signs.
- Stop the aircraft and consult ATC whenever the position is in doubt.
- Consider asking for a follow-me car.
For operations below 200m, three RVR report must be available: TDZ, MID, ROLLOUT. All revelant
RVR’s must take into acount.
Relevant RVR: RVR report covering the runway lenght needed for safe departure (TORA and ASD)
TAKE OFF
TDZ RVR for take-off can be replaced by pilot assessment as follows:
- Visual segment of 90m must be visible from flight deck

AIRCRAFT RVR FACILITIES

MIN RVR A320 125 m Runway edge lights and runway centre line lights.
TAKE OFF HIRCL spaced 15m or less and high intensity edge lights
A321 150 m
spaced 60m or less are in operation.
APP RVR DH CAT IIIA minima are not
published on Lido IAC only CAT
CAT I RVR ≥ 550m DH 200ft
IIIB minima are published In case
RVR LANDING RVR ≥ 300m 100ft ≤ DH < 200ft CAT III A
CAT II the aircraft has CAT IIIA capabili-
MINIMA MINIMA ty, the following CAT IIIA minima
CAT IIIA RVR ≥ 200m DH < 100ft shall be used:
CAT IIIB 75m ≤ RVR < 200m No DH or DH < 50ft DH 50 ft - RVR 200m

FAIL In the event of a failure below alert height, the approach, the flare and landing can be completed by
OPERATIONAL the remaining part of the automatic system.
“CATIII DUAL” In the event of failure, the automatic landing system will operate as a fail-passive system

FAIL In the event of a failure, there is no significant out-of-trim condition or deviation of flight path or
PASSIVE attitude but the landing is not completed automatically. For a fail-passive automatic landing system
“CATIII SINGLE” the pilot assumes control of the aircraft after a failure

In case of an automatic control failure during an

AUTOMATIC APPROACH An altitude of 1500 ft is
LVO approach, a go-around is mandatory, unless a
COTROL FAILURE STABILITY advised for being stabilized
minimum RVR of 300m exists and a CAT II landing
Crew must report CAT II or CAT
Below 200 ft RA all call-outs shall be made refer-
III approach, practice or actual
LANDING encing the RA. REPORTING LVO and if it was satisfactory or not.
The PM shall monitor the flight instruments during APPROACHES This shall be done by filling out
landing, touchdown and roll-out. the TLB.
©ETIFER 4-1
 CATII CATIIIB (Fail Operational) CATIIIB (Fail Operational)
CATIIIA/IIIB (Fail Passive) With DH Without DH
Crew may not continue an approach Crew may not continue an For CAT III operations with NO
below the DH unless a visual approach below the DH unless: DH there is no requirement for
reference exists containing at least visual contact with the runway
- Visual reference containing at
VISUAL 3 consecutive lights from the
least one centre line light is prior to touchdown.
following:
REFERENCE attained and can be maintained.
- The centre line of the approach
lights.
- Touchdown zone lights.
- Runway centre line lights.
- Runway edge lights.
At 700ft RA with APPR mode (LOC and G/S) armed or engaged, the ILS FREQ and course are frozen in the
receiver.
This function (ILS tune inhibit) is available, when at least one AP/FD is engaged. Any attempt to change the ILS
DATA frequency or CRS, via the MCDU or RMP, does not affect the receiver.
LOCK If the speed is managed, the system does not accept any modifications the pilot may enter on the PERF APPR page
(surface wind, selected landing configuration, or VAPP) for speed guidance purposes below this altitude.
When the aircraft reaches 400ft RA, LAND mode engages. The flight crew can only disengage this mode by engag-
ing the GO AROUND mode.
The alert height is the height above touch down, above which a CAT3 autoland would
ALERT be discontinued and a missed approach executed, if a failure occurred in either the airplane systems or the relevant
HEIGHT ground equipments.Below the alert height, if such a failure occurs, the flare, touchdown and roll out may be accom-
plished using the remaining automatic system.

FREE GUIDE CATII CATIII A CATIII B

Min DH.............................100ft CAT III with DH: Alert height................100ft
At least one autopilot must be Min DH..............................22ft A/THR must be used in selected
engaged in APPR mode, and at (For Air Astana min DH 50ft) or managed speed.
least CAT 2 on FMA. Both autopilots must be engaged
For manual landing, AP should be in APPR mode, and CAT 3 DUAL
disconnected no later than 80ft must be displayed on the FMA.
AGL. Should be autoland. Minimum RVR..................75m
Automatic rollout performance is approved on dry and wet runways, but performance on contaminated
runways was not demonstrated. During automatic rollout with one engine inoperative or one thrust
LIMITATIONS
reverser inoperative, the flight crew can use the remaining thrust reverser, provided that:
−No more than idle thrust is used
−The wind does not exceed the maximum wind conditions for automatic rollout.

A320: ILS/CAT II and CAT III autoland and CAT I autoland are approved in CONF FULL.

A321: ILS/CAT II and CAT III autoland and CAT I autoland are approved in CONF 3 and CONF FULL.

Autoland only with aircraft weight below the maximum landing weight.

In the case of NWS or Anti-Skid failure, set the AP OFF at touchdown.

AUTOLAND WIND A320 CEO A320 CEO A320 NEO A321 CEO A321 NEO
LIMITATIONS VAS, KBA KBB, KBC, KBD, KBE, KBH, KBI, KBJ, KBK, KDA, KDB KDC, KDD, KDF
KBG, KBF, KBN(Sharklets) KBL, KBM

30kt 40kt - CAT II

HEADWIND 30kt 30kt 15kt
30kt - CAT III
TAILWIND 10kt 10kt 10kt 10kt 10kt
20kt 15kt - Auto Rollout 15kt - Auto Rollout 25kt - CAT II
CROSSWIND
20kt - NO Rollout 20kt - NO Rollout 10kt
20kt - CAT III
Wind limitation is based on the surface wind reported by ATC. If the wind displayed on the ND exceeds the
above-noted autoland limitations, but the tower reports a surface wind within the limitations, then the autopilot
NOTE can remain engaged. If the tower reports a surface wind beyond limitations, only CAT I automatic approach without
autoland can be performed.

©ETIFER 4-2
 TASK SHARING FREE GUIDE
350ft RA
100ft RA CHECK that “LAND” is display on FMA
PERFORM LOW VISIBILITY
Alert Height - “CONTINUE” announce OPERATIONS CHECKILST
Only for CATIIIB NO DH Between 50 and 40ft RA FROM QRH BEFORE APP
CHECK that “FLARE” is display on FMA

At approximately 30ft RA
CHECK that “IDLE” and that autothrust starts to reduce thrust toward IDLE.

At 10ft
“RETARD”:MOVE the thrust levers to IDLE. Autothrust disconnects.
At touchdown:
CHECK that “ROLL OUT”: In the case of tailwind during an automatic rollout, it is recommended to use manual braking without delay or
automatic braking for an optimized runway centerline tracking.

At the end of the Rollout:

Disconnect the autopilot. If the flight crew does not disconnect the AP at the end of the rollout, and uses the nosewheel steering handwheel
to taxi the aircraft off the runway, the following will occur:
- The AP will try to steer the aircraft back to the runway centerline, if the nosewheel steering handwheel is released and the
aircraft heading is less than 20° off the runway centerline.
- The AP will automatically disconnect, if the aircraft heading is 20° or more off the runway centerline.

With “LAND” or “FLARE” green on the FMA and at least one AP engaged,
the AUTOLAND red light appears on the glareshield when the aircraft is below 200ft RA and one of the following
events occurs:
AUTOLAND - The autopilots are lost
WARING LIGHT - The aircraft gets too far off the beam (LOC or G/S flash on PFD)
- Loss of LOC signal above 15ft, or loss of glide signal above 100ft (transmitter or receivers)
- The difference between both radio altimeter indications is greater than 15ft
- The FMGS detects a long flare.
- G/S or F-G/S deviation is greater than 1 dot - Cleared for the approach
WARNING OF (above 100ft RA). - On the intercept trajectory for
EXCESSIVE BEAM the final approach course
DEVIATION - LOC or F-LOC deviation is greater than 1/4 dot - LOC deviation is available.
(above 15ft RA). APPR PB ON
ICAO defines the envelope where the
FCU PRESS quality of the G/S signal ensures a
The flight crew should perform a go-around, if visual references normal capture. This envelope is within
NOTE FOR are not sufficient. 10nm It is then recommended to
DEGRADATIONS Visual references sufficient, Approach may be continued arm/rearm APPR (ILS) mode within the
manually normal capture zone.
In the case of: Below 100 ft (Alert Height) for CAT 3 DUAL:
- Amber caution (single chime), or Approach may be continued unless AUTOLAND LIGHT
- Landing capability degradation. comes on.
MANAGEMENTS Above 1000 ft:
In the case of AUTOLAND LIGHT:
OF ECAM / QRH PROCEDURE ............COMPLETE
MAKE DECISION Visual references not sufficient:
DEGRADATIONS GO AROUND .............................................................. PERFORM
Below 1000 ft:
If external visual references are not sufficient:
GO AROUND .......................................PERFORM
AFTER LANDING
The flight crew must select reverse thrust immediately after main landing gear touchdown. The flight crew must immediately select REV MAX,
if any of the following occurs at any time during the landing:
−An emergency −A failure affects the landing performance −An unexpected tailwind.
−The deceleration is not as expected −A long flare or a long touchdown

A small pitch up may occur during thrust reversers deployment before nose landing gear touchdown. However, the auto-flight system will
control this pitch up. As soon as the flight crew selects reverse thrust, they must perform a full-stop landing.
Disengage autobrake before 20kt to avoid some brake jerks at low speed.The flight crew should use brake pedals to disengage the autobrake.
Disengage the APs at the end of the roll out (when leaving the runway at the latest).
©ETIFER 4-3
ADVERSE
WEATHER
 FREE GUIDE
OAT (on ground) or the TAT (in flight) is at or below 10°C and visible moisture with visibility of 1sm
(1600mt) or less (such as clouds, fog, rain, snow, sleet or ice crystals).
ICING CONDITIONS Also when the OAT on the ground is at or below 10°C and on ramps, taxiways or runways with snow,
standing water or slush (this may be ingested by the engines and freeze on nacelles or engine sensor
probes).
When the ice accumulation on the airframe reaches approximately 5mm (0.2in) thick or more.
Min speed with ICE Accreation
If wing anti ice is operative: If wing anti ice is not operative:
SEVERE In CONF clean, 1, 2 or 3: Min Speed: VLS + 10kt/Green Dot
ICE ACCRETION Min Speed: VLS + 10kt The minimum speed takes into account ice accretion on the entire
In CONF FULL: airframe when anti-ice is inoperative.
Min Speed: VLS + 5kt
The minimum speed takes into account ice
accretion on non-heated structure.
White crystalline deposit which usually develops uniformly on exposed surfaces on cold and cloudless
nights. It is so thin that surface features (lines or markings) can be distinguished beneath it.
THIN HOARFROST - Thin hoarfrost is acceptable on the upper surface of the fuselage.
- On the underside of the wing tank areas, a maximum layer of 3mm ( 0.125in) of frost is acceptable.

CEO NEO
Min Starting Temp -40°C Dual Cooling
-40°C
OIL TEMPERATURE ENG OIL
Min Temp before IDLE exceeded -10°C NONE
Min Temp before Takeoff 52°C Temp >+15°C
50°C

TAKE OFF & LANDING CRUISE

NEO CEO KDA,KDB
EVELOPE -40C...... -2000ft to 0ft -45C......-1000ft to 0ft -45C......-1000ft to 0ft -70C...... at FL398
-47C...... at 9200ft -47C......at 9200ft -52C......at 9200ft

- Commander should not commence takeoff unless clear of deposits which might affect performance.
- De-icing / Anti-icing shall be done simmetrically.
- Commander decides on De-Icing / Anti-Icing.
ALL external surfaces of the aircraft must be clear of any deposit including:
- Ice, snow, slush on the fuselage, wings, stabilazers or control surfaces.
- Frost on the upper surfaces of the wings, stababilazers or controls surfaces.
- Frost or any other contamination on the lower side of horizontal stabilizer.
CLEAN AIRPLAE
POLICY Always use the FIRST time of HOT for calculationn guidance.
Time between first and second time may be used if:
- Aircraft taxied out for purpose of takeoff
- Weather conditions didn’t deteriorate
- Pre-takeoff check* has been satisfactory completed
* This check is done from inside the airplane and is compulsory.

Pre-takeoff contamination check is prohibited until further advice

- GPU should be used to start APU if OAT is at or below -15ºC

- With cockpit temperature below -15ºC, DU’s may not be available
COCKPIT - For temperatures below -15ºC in the avionics bay IRS aligment requires 15min
PREPARATION
*Snow, ice accumulated on winndshield, melted ice running down could re-freeze onn the fuselage.
This can distrub airflow around static, pitot, angle-of-attack probes.

- Thin hoarfrost is acceptable on the upper surfaces of the fuselage

EXTERIOR - Underside of the wing tank areas, maximum 3mm of frost is acceptable
WALKAROUND - Check engine fans are not stuck and can rotate freely.

©ETIFER 5-1
 FREE GUIDE
After first engine Start:
Probe/Window Heat..................................................... AUTO
- If temperature below -40ºC, engie oil temp may be amber XX. This indication could remain until end
of starting sequennce (max 120s), if oil temp has not yet stabilized.

- To warm up hydraulic system when temperature below -40ºC, perform following procedure
15min before takeoff (this will ensure correct hydraulic actuator temperature):
Sidestick........................................................ Full Down and Full Up (3 times)
Sidestick........................................................ Full Left and Full Right (3 times)
Rudder Pedal Disc....................................... Full Left and Full Right (3 times)
Pitch Trim...................................................... Full Nose Down to Full Nose Up
Pitch Trim...................................................... Set for Takeoff
AFTER Repeat every 15min if takeoff is delay
START
- When OAT is very low, brake temp may be unreliable and must be disregarded. Do not try to warm-up
the brakes by relying on the temp indication.

- When OAT below -40ºC, tire pressure indication may also be unreliable and must be disregarded.
However, if indicates deflated tire, perform a visual check.

- If temperature between -40ºC and -54ºC, to ensure correct operation of nosewheel steering system,
perform following procedure 10min after leaving the gate:
Apply inputs from stop to stop
Aircraft........................................................... Stop
DO NOT use parking brake
Rudder Pedal Disc....................................... Release
Rudder .......................................................... Full Left and Full Right (20 times)
Repeat every 10min

- If taxiing in icing conditions with rain, slush or snow:

Maintain Flaps retracted until holding point before takeoff, this prevents contamination.

When icing conditions and OAT below +3ºC, or if significant engine vibrations during ground opera-
tions.
- Consider taxi-in time from previous flight and taxi-out time of current flight to determine total time
- If engine de-ice was perform, taxi-in time of previous flight must be disregarded.

If surface conditions and environment permit

Parking brake ........................................................ ON
or
ICE SHEDDING Brake Pedals ......................................................... Press
NEO CEO
Thrust Levers ....................................... 60% N1 Thrust Levers ....................................... 50% N1
Engine accelerations should be performed: Engine accelerations should be performed:
- 30min if OAT below +3ºC but above -9ºC - Every 15min
- 120min if OAT below -9ºC Avoid 61-74% N1 range

Perform acceleration just before takeoff

There is no requirement to maintain the high thrust
Check engine parameters to ensure normal operation

- If ENG ANTI-ICE set to ON and valves do not open (FAULT light), increase N2 by about 5%.
TAXI
- Taxi slow, recommended taxi speed on slippery platform or taxiways is 10kt

©ETIFER 5-2
 FREE GUIDE
- Radio Altimeter indications may fluctuate on contaminated surfaces and trigger alert, auto calloust or
GPWS warnings (disregard alerts), also it may not compute valid data when:
- On surfaces covered with snow, ice or deicing fluid
- Due to deicing fluid on the antena
As result “NAV RA 1(2) (1+2) FAULT” ECAM may trigger. This alert may disappear when:
SPURIOS - Aircraft is on non-contaminated surface
ALERTS - Antenna is clean
- Fluid from deicing dries during taxi.

- In case of individual LGCIU information, disregard the following alerst is triggerd:

- ENG DUAL FAILURE or ENG ALL ENGINES FAILURE
- ANTI ICE CAP(F/O) TAT FAULT
- L/G SHOCK ABSORBER FAULT

- If OAT below -40ºC, perform following actionn before takeoff:

Thrust Reversers........................................................... Perform 5 cycles (NEO)
Perform 6 cycles (CEO)
TAKEOFF
1 cycle: REV IDLE annd maintain until REV green indication on EWD, then THR LEVER
IDLE and wait for REV indicationn to disappear before next cycle.

Take off has to be initiated within 1min after last cycle.

If takeoff is not initiated, repeat again all cycles.

Contaminated Runway: Runway upgrade:

If more than 25% of at least one third of the runway is Only RWYCC 0 or 1 may be upgrade by airport opera-
covered with more than 3mm of any contaminant. tor only and to a maximum of RWYCC 3.

SNOWTAM validity: FLD at dispatch for destination and alternate:

8h Is recommended to crosscheck FLD at dispatch for
destination and alternate aiports.
SNOWTAM not only for winter:
Can be issue at any time, also include standing water of Takeoff and Landing limitation:
more than 3mm. RWYCC 0 (Less than poor) or a normative coefficient of
0.3 not permited.
SNOWTAM reported runway:
SNOWTAM always report for the lower designnator Contaminant report with RWYCC 6:
number (ex RWY05) , not necessarily runway in use. If contaminant covers more than 10% but less than 25%
GLOBAL ATS and ATIS will always report RCR for runway in use. will be reported, including type and depth and
REPORTING RWYCC 6
FORMAT How is Runway Condition Report (RCR) is transmited:
ATIS, ATS and SNOWTAM.

RCR include displaced threshold:

It takes into account full lenght. Crews must be aware
that first third include displaced threshold (less LD).

Runway Condition Code (RWYCC):

Correspond to an aircraft performance level and
represents the deceleration capability and directional
control to be expected.

Which RWYCC should be used:

Crew should use the worst RWYCC for landing perfor-
mance and max crosswind limitation.

Can pilot AIREPupgrade runway condition:

NO. But is mandatory for pilots to report whenever
runway condition and/or braking action is not as good
as reported.

©ETIFER 5-3