Airbus A318/319/320/321. FLIGHT CREW TECHNIQUES MANUAL (2005-2022)

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - TAKEOFF

TECHNIQUES MANUAL

THRUST SETTING

Ident.: PR-NP-SOP-120-00018791.0001001 / 16 JAN 18

Applicable to: ALL

The Thrust Setting procedure ensures that all engines will accelerate similarly. If not properly applied,

this may lead to asymmetrical thrust increase, and, consequently, to severe directional control

problem.

If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of TOGA, an alert

triggers on the ECAM.

At any time during FLEX takeoff, the flight crew may set the thrust levers to TOGA.

TAKEOFF ROLL

Ident.: PR-NP-SOP-120-00018792.0001001 / 04 NOV 20

Applicable to: ALL

Once the thrust is set, the PF announces the indications on the FMA. The PM must check that the

thrust is set by 80 kt and must announce "Thrust Set".

The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX

notch and until V1.

During the take-off roll, the PM monitors the PFD and ENG indications to ensure early detection and

appropriate decision making in the case of malfunction. By scanning the airspeed indications, the

PM will detect any inconsistent airspeed indications between instruments or absence of airspeed

indications.

On a normal takeoff, to counteract the pitch up moment during thrust application, the PF should apply

half forward or full forward sidestick (depending on wind conditions) at the start of the takeoff roll until

reaching 80 kt. At this point, the input should be gradually reduced to be zero by 100 kt.

The PF should use pedals to keep the aircraft straight. The nosewheel steering authority decreases

at a pre-determined rate as the groundspeed increases (no more efficiency at 130 kt) and the rudder

becomes more effective. The use of the tiller is not recommended during takeoff roll, because of its

high efficiency, which might lead to aircraft overreaction.

For crosswind takeoffs, routine use of into wind aileron is not necessary. In strong crosswind

conditions, small lateral stick input may be used to maintain wings level, if deemed necessary due to

into wind wing reaction, but avoid using large deflections, resulting in excessive spoiler deployment

which increase the aircraft tendency to turn into the wind (due to high weight on wheels on the spoiler

extended side), reduces lift and increases drag. Spoiler deflection becomes significant with more

than a third sidestick deflection.

In the event of unexpected lateral disturbance during takeoff roll, the flight crew should use the

rudder as for counteracting any lateral disturbance. Indeed, excessive rudder input may increase

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-120 P 1/8

FCTM

A to B →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - TAKEOFF

TECHNIQUES MANUAL

the magnitude of the lateral disturbance. The flight crew may be surprised during takeoff roll by

unexpected lateral disturbance in conditions such as:

- The presence of thermals or thermal vortices that often develop in hot and dry countries.

Sometimes, these thermal streams get stronger, and create small whirlwinds referred to as "dust

devils", or

- The jet blast of another aircraft close to the active runway, or

- The wind that accelerates between two buildings by "venturi" effect.

As the aircraft lifts off, any lateral stick input applied will result in a roll rate demand, making aircraft

lateral control more difficult. Wings must be level.

In case of low visibility takeoff, visual cues are primary means to track the runway centerline. The

PFD yaw bar provides an assistance in case of expected fog patches if ILS available.

ROTATION

Ident.: PR-NP-SOP-120-00018793.0001001 / 27 FEB 18

Applicable to: ALL

ROTATION TECHNIQUE

The rotation technique is similar on all fly-by-wire aircraft.

To initiate the rotation, the flight crew performs a positive backward stick input. When the rotation

is initiated, the flight crew achieves a rotation rate of approximately 3 °/s resulting in a continuous

pitch increase.

During the rotation, the aircraft liftoff occurs at approximately 10 ° of pitch, typically around 4 to 5 s

after the initiation of the rotation. After the liftoff, the PF targets the required pitch attitude.

To monitor the rotation, the PF uses the outside visual references. Once airborne, the PF controls

the pitch attitude target on the PFD.

A slow rotation rate or an under rotation (below takeoff pitch target) has an impact on takeoff

performance (refer to below graphic):

- The takeoff run and the takeoff distance increase

- The obstacle clearance after takeoff decreases.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-120 P 2/8

FCTM

← B to C →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - TAKEOFF

TECHNIQUES MANUAL

Performance impacts for a rotation rate of approximately 2 °/s

TAIL STRIKE AVOIDANCE

Ident.: PR-NP-SOP-120-00018798.0001001 / 27 FEB 18

Applicable to: ALL

INTRODUCTION

If tailstrike is not a concern for the A318, the importance of this subject increases as fuselage

length increases. Therefore, it is particularly important for A321 operators.

Tail strikes can cause extensive structural damage, which can jeopardize the flight and lead

to heavy maintenance action. They most often occur in such adverse conditions as crosswind,

turbulence, windshear, etc.

MAIN FACTORS

EARLY ROTATION

Early rotation occurs when rotation is initiated below the scheduled VR. The potential reasons

for this are:

• The calculated VR is incorrect for the aircraft weight or flap configuration.

• The PF commands rotation below VR due to gusts, windshear or an obstacle on the runway.

Whatever the cause of the early rotation, the result will be an increased pitch attitude at liftoff,

and consequently a reduced tail clearance.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-120 P 3/8

FCTM

← C to D →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - TAKEOFF

TECHNIQUES MANUAL

ROTATION TECHNIQUE

The rotation technique with the associated rotation rate is described in the FCTM

PR-NP-SOP-Takeoff (Refer to PR-NP-SOP-Takeoff-Rotation)

An abrupt increase of rotation rate close to liftoff might lead to a tailstrike.

If the established pitch rate is not satisfactory, the PF must correct it as soon as detected.

CONFIGURATION (NOT APPLICABLE TO A318)

When performance is limiting the takeoff weight, the flight crew uses TOGA thrust and selects

the configuration that provides the highest takeoff weight.

When the actual takeoff weight is lower than the permissible one, the flight crew uses FLEX TO

thrust. For a given aircraft weight, a variety of flap configurations are possible. Usually, the flight

crew selects the configuration that provides the maximum FLEX temperature. This is done to

prolong engine life. The first degrees of flexible thrust have an impact on maintenance costs

about 5 times higher than the last one.

The configuration that provides the maximum FLEX temperature varies with the runway length.

On short runways, CONF 3 usually provides the highest FLEX temperature, and the tail

clearance at lift off does not depends on the configuration.

On medium or long runways, the second segment limitation becomes the limiting factor, and

CONF 2 or CONF 1+F becomes the optimum configuration, in term of FLEX temperature.

In these cases, the tail clearance at lift off depends on the configuration. The highest flap

configuration gives the highest tailstrike margin.

TAKEOFF TRIM SETTING

The main purpose of the pitch trim setting for take-off is to provide consistent rotation

characteristics. Take-off pitch trim is set manually via the pitch trim wheel.

The aircraft performs a safe takeoff, provided the pitch trim setting is within the green band on

the pitch trim wheel.

However, the pitch trim setting significantly affects the aircraft behaviour during rotation:

- With a forward CG and the pitch trim set to the nose-down limit the pilots will feel an aircraft

"heavy to rotate" and aircraft rotation will be very slow in response to the normal take off stick

displacement.

- With an aft CG and the pitch trim set to the nose-up limit the pilots will most probably have to

counteract an early autorotation until VR is reached.

In either case the pilot may have to modify his normal control input in order to achieve the

desired rotation rate, but should be cautious not to overreact.

CROSSWIND TAKEOFF

It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid using large

deflection, resulting in excessive spoiler deployment. A direct effect of the reduction in lift due to

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-120 P 4/8

FCTM

← D →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - TAKEOFF

TECHNIQUES MANUAL

the extension of the spoilers on one wing will be a reduction in tail clearance and an increased

risk of tailstrike.

OLEO INFLATION

The correct extension of the main landing gear shock absorber (and thus the nominal increase

in tail clearance during the rotation) relies on the correct inflation of the oleos.

ACTION IN CASE OF TAILSTRIKE

If a tailstrike occurs at take-off, flight at altitude requiring a pressurized cabin must be avoided and

a return to the originating airport should be performed for damage assessment.

ACCELERATION ALTITUDE

Ident.: PR-NP-SOP-120-00019320.0001001 / 20 MAR 17

Applicable to: ALL

At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP CLB mode. The

speed target jumps:

• Either to the managed target speed e.g. speed constraint, speed limit or ECON climb speed

• Or to the preselected climb speed (entered by the pilot on the MCDU PERF CLB page before

takeoff).

If green dot speed is higher than the managed target speed (e.g. speed constraint 220 kt) displayed

by the magenta triangle on the PFD speed scale, the AP/FD will guide the aircraft to green dot (as

per the general managed speed guidance rule). If required by ATC, the crew will select the adequate

target speed (below green dot) on the FCU.

During takeoff phase, F and S speeds are the minimum speeds for retracting the surfaces:

• At F speed, the aircraft accelerating (positive speed trend): retract to 1.

• At S speed, the aircraft accelerating (positive speed trend): retract to 0.

If the ENG MODE selector had been selected to IGN START for take-off, the PM should confirm with

the PF when it may be deselected.

SLATS/FLAPS RETRACTION AT HEAVY WEIGHT

Ident.: PR-NP-SOP-120-00018799.0001001 / 20 MAR 17

Applicable to: ALL

If take-off is carried out at heavy weight, two protections may intervene:

- The Automatic Retraction System (ARS)

- The Alpha Lock function

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-120 P 5/8

FCTM

← D to F →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - TAKEOFF

TECHNIQUES MANUAL

THE AUTOMATIC RETRACTION SYSTEM

While in CONF 1+F and IAS reaches 210 kt (VFE CONF1+F is 215 kt or 225 kt on some A321,

Refer to FCOM/LIM-AG-SPD Maximum Flaps/Slats Speeds), the ARS is activated. The ARS

automatically retracts flaps to 0 °. The VFE displayed on the PFD change from VFE CONF1+F to

VFE CONF 1. As the aircraft accelerates above S speed, the flap lever can be selected to 0. If IAS

decreases below VFE CONF1+F, the flaps will not extend back to 1+F.

THE ALPHA LOCK FUNCTION

The slats alpha/speed lock function will prevent slat retraction at high AOA or low speed at the

moment the flap lever is moved from Flaps 1 to Flaps 0. "A. LOCK" pulses above the E/WD Slat

indication. The inhibition is removed and the slats retract when both alpha and speed fall within

normal values. This is a normal situation for take-off at heavy weight. If Alpha lock function is

triggered, the crew will continue the scheduled acceleration, allowing further slats retraction.

OVERSPEED WARNING DURING SLATS/FLAPS TRANSITION

Ident.: PR-NP-SOP-120-00018801.0001001 / 20 MAR 17

Applicable to: ALL

During the Slats/Flaps transition, the flight crew must respect the VMAX displayed on the PFD. The

VMAX value displayed on the PFD speed scale is based on the Slats/Flaps control lever position.

The OVERSPEED WARNING is based on the actual Slats/Flaps surface position. Therefore,

during Slats/Flaps transition, the dynamic acceleration of the airplane may lead to a temporary

OVERSPEED WARNING even if the current speed is out of the red and black strip displayed on the

PFD. In this situation, there are no operational consequences. The flight crew must report any type of

overspeed event.

LOW ALTITUDE LEVEL OFF

Ident.: PR-NP-SOP-120-00018803.0001001 / 20 MAR 17

Applicable to: ALL

If the aircraft is required to level off below the acceleration altitude, ALT* engages and target speed

goes to initial climb speed. The "LVR CLB" message flashes on the FMA. In this case, the crew

should expect a faster than normal acceleration, and be prepared to retract the flaps and slats

promptly.

NOISE ABATEMENT TAKEOFF

Ident.: PR-NP-SOP-120-00018804.0001001 / 20 MAR 17

Applicable to: ALL

Noise Abatement Procedures will not be conducted in conditions of significant turbulence or

windshear.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-120 P 6/8

FCTM

← F to I →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CLIMB

TECHNIQUES MANUAL

CLIMB MODES

Ident.: PR-NP-SOP-140-00018856.0004001 / 20 MAR 17

Applicable to: ALL

The AP/FD climb modes may be either:

- Managed, or

- Selected.

MANAGED

The managed AP/FD mode in climb is CLB. Its use is recommended as long as the aircraft is

cleared along the F-PLN.

SELECTED

The selected AP/FD modes in climb are OP CLB, V/S and EXPED  .

OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a given FL without

any climb constraints.

In areas of high traffic density, low values of vertical speed will reduce the possibility of nuisance

TCAS warnings.

If the crew selects a high V/S, it may happen that the aircraft is unable to climb with this high V/S

and to maintain the target speed with Max Climb thrust, for performance reasons. In that case,

the AP/FD will guide to the target V/S, and the A/THR will command up to Max Climb thrust, in

order to try to keep the target speed; but the aircraft will decelerate and its speed might reach

VLS. When VLS is reached the AP will pitch the aircraft down so as to fly a V/S, which allows

maintaining VLS. A triple click is generated.

Whenever V/S is used, pilots should pay particular attention to the speed trend as V/S takes

precedence over speed requirements.

The EXPED mode  is used to climb with maximum vertical gradient i.e. the target speed

becomes green dot. Its use should be avoided above FL 250.

The crew should be aware that altitude constraints in the MCDU F-PLN page are observed only

when the climb is managed, i.e. when CLB is displayed on the FMA. Any other vertical mode will

disregard any altitude constraints.

A likely scenario would be, when the FCU altitude is set above an altitude constraint and the pilot

selects V/S when below that constraint to avoid a potential TCAS TA. In this case, the aircraft will

disregard the altitude constraint.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-140 P 1/4

FCTM

02 SEP 20

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CLIMB

TECHNIQUES MANUAL

SMALL ALTITUDE CHANGES

Ident.: PR-NP-SOP-140-00016306.0001001 / 20 MAR 17

Applicable to: ALL

The use of low values of V/S, e.g. less than 1 000 ft/min, may be appropriate for small altitude

changes as it makes the guidance smoother and needs less thrust variation.

SPEED CONSIDERATIONS

Ident.: PR-NP-SOP-140-00018857.0001001 / 20 MAR 17

Applicable to: ALL

The climb speed may be either:

- Managed, or

- Selected.

MANAGED

The managed climb speed, computed by the FMGS, provides the most economical climb profile

as it takes into account weight, actual and predicted winds, ISA deviation and Cost Index (CI). The

managed climb speed also takes into account any speed constraints, e.g. the default speed limit

which is 250 kt up to 10 000 ft.

SELECTED

If necessary, the climb speed can be either pre-selected on ground prior to take-off on the MCDU

PERF CLIMB page or selected on the FCU as required.

On ground, prior take-off, speed target at acceleration altitude can be pre-selected on the MCDU

PERF CLIMB page. It is to be used when the F-PLN has a sharp turn after take-off, when high

angle of climb is required or for ATC clearance compliance.

Once airborne, the speed can be selected on FCU to achieve the maximum rate of climb or the

maximum gradient of climb.

The speed to achieve the maximum rate of climb, i.e. to reach a given altitude in the shortest time,

lies between ECON climb speed and green dot. As there is no indication of this speed on the PFD,

a good rule of thumb is to use turbulence speed to achieve maximum rate.

The speed to achieve the maximum gradient of climb, i.e. to reach a given altitude in a shortest

distance, is green dot. The MCDU PERF CLB page displays the time and distance required to

achieve the selected altitude by climbing at green dot speed. Avoid reducing to green dot at high

altitude, particularly at heavy weight, as it can take a long time to accelerate to ECON mach.

Pilots should be aware that it is possible to select and fly a speed below green dot but there would

be no operational benefit in doing this.

When selected speed is used, the predictions on the F-PLN page assume the selected speed

is kept till the next planned speed modification, e.g. 250 kt /10 000 ft, where managed speed is

supposed to be resumed. Consequently, the FM predictions remain meaningful.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-140 P 2/4

FCTM

B to C →

02 SEP 20

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CLIMB

TECHNIQUES MANUAL

When IAS is selected in lower altitude, there is an automatic change to Mach at a specific

crossover altitude.

Finally, as selected speed does not provide the optimum climb profile, it should only be used when

operationally required, e.g. ATC constraint or weather.

VERTICAL PERFORMANCE PREDICTIONS

Ident.: PR-NP-SOP-140-00018858.0001001 / 20 MAR 17

Applicable to: ALL

The MCDU PROG page provides the crew with the MAX REC ALT and with the OPT ALT

information (See cruise section). This information is to be used to rapidly answer to ATC: "CAN YOU

CLIMB TO FL XXX?"

The MCDU PERF CLB page provides predictions to a given FL in terms of time and distance

assuming CLB mode. This FL is defaulted to the FCU target altitude or it may be manually inserted.

The level arrow on the ND assumes the current AP engaged mode. This information is to be used

to rapidly answer to ATC: "CAN YOU MAKE FL XXX by ZZZ waypoint?". The crew will use a PD

(Place/Distance), i.e. ZZZ,-10 waypoint if the question is "CAN YOU MAKE FL XXX , 10 NM before

ZZZ point?"

LATERAL NAVIGATION

Ident.: PR-NP-SOP-140-00018859.0001001 / 20 MAR 17

Applicable to: ALL

If the aircraft is following the programmed SID, the AP/FD should be in NAV. If ATC vectors the

aircraft, HDG will be used until a time when clearance is given to either resume the SID or track

direct to a specific waypoint. In either case, the crew must ensure that the waypoints are properly

sequenced.

The crew should keep in mind that the use of HDG mode e.g. following ATC radar vectors, will revert

CLB to OP CLB and any altitude constraints in the MCDU F-PLN page will not be observed unless

they are selected on the FCU.

UNDUE ACTIVATION OF GO-AROUND PHASE

Ident.: PR-NP-SOP-140-00023997.0001001 / 28 MAY 20

Applicable to: ALL

In some specific cases, the FMS Go-Around phase may be unduly activated. This situation may

be encountered after takeoff if the aircraft is above the ACC ALT and the flight crew sets the thrust

levers to TOGA detent with at least CONF 1.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-140 P 3/4

FCTM

← C to F →

02 SEP 20

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

FMS USE

Applicable to: ALL

Ident.: PR-NP-SOP-150-10-00020458.0001001 / 20 MAR 17

CRUISE FL

If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise flight level

displayed on MCDU PROG page, the cruise Mach number will not be targeted. The crew will

update the MCDU PROG page accordingly.

When at cruise FL, the AP altitude control is soft. This means that the AP will allow small altitude

variation around the cruise altitude (typically ± 50 ft) to keep cruise Mach before a readjustment of

thrust occurs. This optimizes the fuel consumption in cruise.

Ident.: PR-NP-SOP-150-10-00020457.0001001 / 20 MAR 17

WIND AND TEMPERATURE

When reaching cruise FL, the crew will ensure that the wind and temperatures are correctly

entered and the lateral and vertical F-PLN reflect the CFP. Wind entries should be made at

waypoints when there is a difference of either 30 ° or 30 kt for the wind data and 5 °C for

temperature deviation. This will ensure that the FMS fuel and time predictions are as accurate as

possible.

Ident.: PR-NP-SOP-150-10-00018860.0002001 / 20 MAR 17

STEP CLIMB

If there is a STEP in the F-PLN, the crew will ensure that the wind is properly set at the first

waypoint beyond the step (D on the following example) at both initial FL and step FL.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 1/10

FCTM

A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

If at D waypoint, the CFP provides the wind at FL 350 but not at FL 310, it is recommended to

insert the same wind at FL 310 as the one at FL 350. This is due to wind propagation rules, which

might affect the optimum FL computation.

Ident.: PR-NP-SOP-150-10-00020455.0002001 / 20 MAR 17

ETP

ETP function should be used to assist the crew in making a decision should an en-route diversion

be required. Suitable airport pairs should be entered on the ETP page and the FMS will then

calculate the ETP. Each time an ETP is sequenced, the crew should insert the next suitable

diversion airfield.

The SEC F-PLN is a useful tool and should be used practically. The ETP should be inserted in the

SEC F-PLN as a PD (Place/Distance) and the route to diversion airfield should be finalized. By

programming a potential en-route diversion, the crew would reduce their workload should a failure

occur. This is particularly true when terrain considerations apply to the intended diversion route.

When an ETP is sequenced, the crew will:

- Access the ETP page

- Insert the next applicable diversion airfield with associated wind

- Read new ETP

- Insert new ETP as a PD

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 2/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

- Copy active on the SEC F-PLN

- Insert the new diversion as New Dest in the SEC F-PLN from new ETP.

The DATA/Stored Routes function in the MCDU can be used to store up to five possible diversion

routes. These routes can be entered into the SEC F-PLN using the SEC INIT prompt. This prompt

will only be available if the SEC F-PLN is deleted. Refer to FCOM/DSC-22_20-60-30 Using the

Secondary Flight Plan Function for further information.

Ident.: PR-NP-SOP-150-10-00020454.0002001 / 20 MAR 17

CLOSEST AIRPORT

For diversion purpose, the crew can also use the CLOSEST AIRPORT page which provides

valuable fuel/time estimates to the four closest airports from the aircraft position, as well as to

an airport the crew may define. The fuel and time predictions are a function of the average wind

between the aircraft and the airport.

Ident.: PR-NP-SOP-150-10-00020456.0002001 / 20 MAR 17

MISCELLANEOUS

If ATC requires a position report, the crew will use the REPORT page which can be accessed from

PROG page.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 3/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

If ATC requires a report on a given radial, the crew will use the FIX INFO page or RADIAL FIX

INFO page which can be accessed from a lateral revision on F-PLN page at PPOS.

If ATC requires a report at a given time, the crew will insert a time marker pseudo waypoint.

If ATC gives a DIR TO clearance to a waypoint far from present position, the crew will use the

ABEAM facility. This facility allows both a better crew orientation and the previously entered winds

to be still considered.

COST INDEX

Ident.: PR-NP-SOP-150-00018861.0001001 / 20 MAR 17

Applicable to: ALL

The Cost Index (CI) is used to take into account the relationship between fuel and time related

costs in order to minimize the trip cost. The CI is calculated by the airline for each sector. From an

operational point of view, the CI affects the speeds (ECON SPEED/MACH) and cruise altitude (OPT

ALT). CI=0 corresponds to maximum range whereas the CI=999 corresponds to minimum time.

The CI is a strategic parameter which applies to the whole flight. However, the CI can be modified

by the crew in flight for valid strategic operational reasons. For example, if the crew needs to reduce

the speed for the entire flight to comply with curfew requirements or fuel management requirements

(XTRA gets close to 0), then it is appropriate to reduce the CI.

The SEC F-PLN can be used to check the predictions associated with new CI. If they are

satisfactory, the crew will then modify the CI in the primary F-PLN. However, the crew should be

aware that any modification of the CI would affect trip cost.

SPEED CONSIDERATIONS

Ident.: PR-NP-SOP-150-00018862.0002001 / 20 MAR 17

Applicable to: ALL

The cruise speed may be either:

- Managed, or

- Selected.

MANAGED

When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode. The optimum

cruise Mach number is automatically targeted. Its value depends on:

- CI

- Cruise flight level

- Temperature deviation

- Weight

- Headwind component.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 4/10

FCTM

← A to C →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

The crew should be aware that the optimum Mach number will vary according to the above

mentioned parameters, e.g. it will increase with an increasing headwind, e.g. +50 kt head wind

equates to M +0.01.

Should ATC require a specific time over a waypoint, the crew can perform a vertical revision

on that waypoint and enter a time constraint. The managed Mach number would be modified

accordingly to achieve this constraint. If the constraint can be met within a tolerance, a magenta

asterix will be displayed on the MCDU; if the constraint cannot be met, an amber asterix will be

displayed. Once the constrained waypoint is sequenced, the ECON Mach is resumed.

SELECTED

Should ATC require a specific cruise speed or turbulence penetration is required, the pilot must

select the cruise speed on the FCU. FMS predictions are updated accordingly until reaching

either the next step climb or top of descent, where the programmed speeds apply again. The FMS

predictions are therefore realistic.

At high altitude, the speed should not be reduced below GREEN DOT as this may create a

situation where it is impossible to maintain speed and/or altitude as the increased drag may

exceed the available thrust.

SPEED DECAY DURING CRUISE

Ident.: PR-NP-SOP-150-00018863.0001001 / 25 JUL 17

Applicable to: ALL

FACTORS THAT CAUSE A SPEED DECAY DURING CRUISE

On aircraft with no failure, and the A/THR engaged or the MAX CLB Thrust applied in manual

mode, a continuous speed decay during cruise phase may be due to:

- A large and continuous increase in tailwind or decrease in headwind, in addition to an increase

in the Outside Air Temperature (OAT), that results in a decrease of the REC MAX FL (Refer to

PR-NP-SOP-150 Altitude Considerations), or

- A large downdraft, when the flight crew flies (parallel and) downwind in a mountainous area,

due to orographic waves. The downdraft may have a negative vertical speed of more than

500 ft/min. Therefore, if the aircraft is in a downdraft, the flight crew must climb in order to

maintain altitude, and the pitch angle and the thrust value increase. Without sufficient thrust

margin, the flight crew may notice that aircraft speed decays, but the REC MAX FL is not

modified.

THRUST MARGIN AND EXTERNAL PARAMETERS

The flight crew must be aware that at high altitude, the thrust margin (difference between the thrust

in use and the maximum available thrust) is limited. The maximum available thrust decreases

when there is an increase in altitude and/or outside temperature. In some conditions, MCT may be

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 5/10

FCTM

← C to D →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

the maximum available thrust. In such a situation, it is useless to put the thrust levers in the TOGA

detent to try to increase the thrust.

The REC MAX FL indicated in the PROG page of the MCDU decreases when the OAT increases.

The nearer the aircraft is to the REC MAX FL, the smaller the thrust margin.

GREEN DOT (GD) SPEED AS A REFERENCE

The optimum lift/drag speed is the GD speed. The GD speed uses the lowest quantity of thrust

necessary to maintain the required/desired altitude. When the aircraft speed is below GD speed,

any decrease in speed requires an increase in thrust in order to maintain the required/desired

altitude. Therefore, if aircraft speed is below GD speed and continues to decrease, even with the

maximum available thrust in use, if the flight crew maintains the current altitude, the angle of attack

will further increase.

OPERATIONAL RECOMMENDATION

The nearer the aircraft is to the REC MAX FL, the smaller the thrust margin the flight crew has to

manage a speed decay during cruise.

If aircraft speed goes below GD speed, with the maximum available thrust in use, the only way for

the flight crew to avoid a dangerous increase in the angle of attack is to descend.

As a result, the flight crew can recover normal aircraft speed and the normal thrust margin.

ALTITUDE CONSIDERATIONS

Ident.: PR-NP-SOP-150-00018864.0001001 / 20 MAR 17

Applicable to: ALL

The MCDU PROG page displays:

- REC MAX FL

- OPT FL.

REC MAX FL

REC MAX FL reflects the present engine and wing performance and does not take into account

the cost aspect. It provides a 0.3 gbuffet margin. If the crew inserts a FL higher than REC MAX

into the MCDU, it will be accepted only if it provides a buffet margin greater than 0.2 g. Otherwise,

it will be rejected and the message "CRZ ABOVE MAX FL" will appear on the MCDU scratchpad.

This message may also be triggered in case of temperature increase leading the aircraft to fly

above the REC MAX FL. Unless there are overriding operational considerations, e.g. either to

accept a cruise FL higher than REC MAX or to be held significantly lower for a long period, REC

MAX should be considered as the upper cruise limit.

OPT FL

OPT FL displayed on the MCDU is the cruise altitude for minimum cost when ECON MACH is

flown and should be followed whenever possible. It is important to note that the OPT FL displayed

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 6/10

FCTM

← D to E →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

on the PROG page is meaningful only if the wind and temperature profile has been accurately

entered. The flight crew should be aware that flying at a FL different from the OPT FL can have an

adverse effect on the trip cost.

For each Mach number, there will be a different OPT FL. Should an FMGS failure occur, the crew

should refer to the FCOM or QRH to determine the OPT FL. FCOM and QRH charts are only

provided for two different Mach numbers.

STEP CLIMB

Ident.: PR-NP-SOP-150-00018865.0001001 / 15 NOV 21

Applicable to: ALL

From a cost point of view, it is better to climb to a higher cruise altitude when aircraft weight permits,

because the optimum altitude increases when fuel is consumed during the flight. This technique is

referred to as a Step Climb.

The flight crew can plan the step climbs at waypoints, or the FMS can compute the optimum step

points. In order to determine the optimum location of the next FL change, the flight crew uses the

OPTIMUM STEP POINT function on the MCDU STEP ALTS page which is either accessed from

the MCDU F-PLN/VERT REV page or the MCDU PERF CRZ page. If predictions are satisfactory in

terms of time and fuel saving, the flight crew inserts the optimum step point in the temporary flight

plan provided it is compatible with the ATC. The inserted step climb is set as a geographic waypoint.

The flight crew can update the step point by pressing the UPDATE* button on the STEP ALTS page.

The OPT STEP computation is accurate if the flight crew accurately entered the vertical wind profile.

For more information, Refer to FMS Use.

It can be advantageous to request an initial cruise altitude above the OPT FL, if altitude changes

are difficult to obtain on specific routes. This minimizes the possibility of being held at a low altitude

and in high fuel consumption condition for long periods of time. The flight crew should compare the

requested/cleared cruise altitude to the REC MAX FL. Before the flight crew accepts an altitude

above the OPT FL, they should determine if this FL will remain acceptable considering the projected

flight conditions such as turbulence, standing waves or temperature changes.

The following graph indicates the two step climb strategies with respect to the OPT FL and the REC

MAX FL. Strategy 1 provides the best trip cost.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 7/10

FCTM

← E to F →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

OPT FL Follow Up

FUEL TEMPERATURE

Ident.: PR-NP-SOP-150-00018866.0001001 / 22 MAR 17

Applicable to: ALL

Fuel freeze refers to the formation of wax crystals suspended in the fuel, which can accumulate when

fuel temperature is below the freeze point (-47 °C for jet A1) and can prevent proper fuel feed to the

engines.

During normal operations, fuel temperature rarely decreases to the point that it becomes limiting.

However, extended cruise operations increase the potential for fuel temperatures to reach the freeze

point. Fuel temperature will slowly reduce towards TAT. The rate of cooling of fuel can be expected

to be in the order of 3 °C per hour with a maximum of 12 °C per hour in the most extreme conditions.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 8/10

FCTM

← F to G →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - CRUISE

TECHNIQUES MANUAL

If fuel temperature approaches the minimum allowed, the ECAM outputs a caution. Consideration

should be given to achieving a higher TAT:

• Descending or diverting to a warmer air mass may be considered. Below the tropopause, a

4 000 ft descent gives a 7 °C increase in TAT. In severe cases, a descent to as low as 25 000 ft

may be required.

• Increasing Mach number will also increase TAT. An increase of M 0.01 produces approximately

0.7 °C increase in TAT.

In either case, up to 1 h may be required for fuel temperature to stabilise. The crew should consider

the fuel penalty associated with either of these actions.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-150 P 9/10

FCTM

← G

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

LANDING PERFORMANCE

Ident.: PR-NP-SOP-160-00022701.0001001 / 15 NOV 21

Applicable to: ALL

GENERAL

DISPATCH POLICY

Airbus recommends to crosscheck at dispatch, in addition to the regulatory performance

requirements, that in the forecast conditions, the FLD for the planned mass is less than the

available runway length (LDA). This check should be made for both the destination and the

destination alternates.

LANDING PERFORMANCE AT TIME OF ARRIVAL

As part of their approach preparation, the flight crew should always make an in-flight

performance calculation, each time conditions have changed from the assumptions made at

dispatch:

- Runway change

If the runway, planned to be used at time of dispatch, is not known, consider that it was

based on the longest runway and no wind. If the runway to be used is shorter, a specific

computation is recommended

- Diversion

- The intended use of autobrake or autoland (as the RLD only considers manual braking)

- The intended use of REV IDLE

- Degradation of the runway conditions since dispatch

- In-flight failure affecting the landing performance.

In the case of degradation of the runway conditions since dispatch, the flight crew should

use all available information that is reported to them, to make an appropriate assessment of

the Runway Surface Conditions. This includes an assessment of how these conditions may

degrade before it is no longer possible to stop the aircraft within the declared distances. If the

flight crew is not sure, they should request to change the runway for a more favorable one, or

decide that a diversion may be a better option.

In order to assess the landing performance, the flight crew should follow the two main steps

described below:

1. Identify the Braking Performance Level with the RCAM for RWY COND selection in the LDG

PERF application

2. Calculate the Landing Performance with the LDG PERF application. Consider a margin of

15 % (Factored In-Flight Landing Distance), except in the case of an emergency.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 1/10

FCTM

A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

USE OF REVERSE THRUST

Operational Landing Distances should be calculated in accordance with the planned operation.

For example, if the flight crew expects to use idle reverse thrust only, they should establish the

FLD without reverse thrust.

When the runway is wet or contaminated, Airbus recommends the use of maximum reverse

thrust.

Exceptionally, the flight crew may use idle reverse in wet conditions, when it is ensured that a

safe stop with spoilers and wheel braking alone can be made on a runway contaminated with

standing water. The LDA should therefore exceed the unfactored LD without reverse for the

braking action corresponding to standing water (RWYCC 2, Braking Action Medium to Poor).

USE OF AUTOBRAKE

To avoid landing with unduly high autobrake settings, the FLD with autobrake may exceed the

LDA as long as all of the following conditions are satisfied:

- The RWYCC is 5 or 6

- The LD with autobrake is less than the LDA

- The FLD with maximum manual braking is less than the LDA.

USE OF THE RUNWAY CONDITION ASSESSMENT MATRIX (RCAM)

RUNWAY CONDITION REPORTING

When information in accordance with the GRF SNOWTAM format is available, the flight crew

may use it for the performance assessment.

When information is provided in the non-GRF SNOWTAM format, or any other local format,

the flight crew should use the RCAM to determine the appropriate input parameters for the

performance computation. The non-GRF SNOWTAM format can be detected by its use of field

codes as, for example, F), G).

RCAM LOCATION

Refer to FCOM/EFB-LDG-30 Runway Condition Assessment Matrix for Landing.

INFORMATION PROVIDED BY THE RCAM

The purpose of the RCAM is to provide the flight crew with an identification method of an

appropriate Braking Performance Level, if it is not provided by the airport.

The RCAM provides 6 Braking Performance Levels:

6 - Dry

5 - Good

4 - Good to Medium

3 - Medium

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 2/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

2 - Medium to Poor

1 - Poor

USE OF THE RCAM

The flight crew gathers all available information (e.g. ATIS, METAR, SNOWTAM, TAF, AIREP,

NOTAM, Airport Documentation) related to Runway Surface Conditions.

The flight crew makes a primary assessment based on Runway Condition information (i.e.

runway state, contaminant type, depth, temperature). This results in a primary Braking

Performance Level.

Then, the flight crew downgrades this primary Braking Performance Level, if:

- A Special AIREP is available and this AIREP corresponds to a lower Braking Performance

Level

- A SNOWTAM includes a lower RWYCC, or the ESF corresponds to a lower Braking

Performance Level

For loose contaminants (Dry Snow, Wet Snow or Slush), the flight crew should not consider

an ESF based on friction measurements

- Complementary information is available and is related to a possible degradation of the

Runway Condition or braking action.

In any case, the flight crew must not use an AIREP, ESF or any other complementary

information to upgrade a primary Braking Performance Level that was based on Runway

Condition information. The flight crew may accept an upgraded RWYCC reported by the airport.

In the following example, the reported Runway Condition is wet, and the AIREP is "Good to

Medium":

1. The primary assessment based on Runway Condition information results in "5 - Good"

2. The downgrade based on Reported Braking Action results in "4 - Good to Medium".

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 3/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

The following example illustrates the downgrade based on complementary information related to

a possible degradation of the Runway Condition or braking action:

- Runway state reported as wet

- NOTAM “SLIPPERY WHEN WET".

In this example, the flight crew should perform the landing performance assessment with the

Braking Performance Level “3 - Medium”.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 4/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

In normal operations, the flight crew should perform the landing performance assessment with

the Braking Performance Level “3 - Medium” if:

- There is rain on the runway

- A NOTAM "SLIPPERY WHEN WET" or the equivalent information (e.g. airport

documentation) warns that the runway braking action is less than when the runway is “WET”.

Note:

Based on current knowledge, hail on the runway cannot be categorized in terms

of its effect on braking performance. Operations on hail covered surfaces are not

recommended due to the risk of engine ingestion and airframe damage.

CROSSWIND

If the flight crew downgrades the braking performance assessment after they consider additional

information, they should also downgrade the maximum crosswind value.

For Maximum Crosswinds, Refer to FCOM/LIM-AG-OPS Crosswind for Takeoff and Landing.

The LDG PERF application automatically takes into account the crosswind limitations according

to the Operator policy.

In the case of strong or gusty crosswind above 20 kt, VAPP should be at least VLS +5 kt; the

5 kt increment above VLS may be increased up to 15 kt at the flight crew's discretion.

RISK OF DEGRADED RUNWAY CONDITIONS

If meteorological conditions may change, or under active precipitation, the flight crew should

consider a backup assessment of the in-flight landing performance. This assessment should

take into account the worst probable Braking Performance Level.

The flight crew may become aware of these conditions late in approach (e.g. following an

AIREP transmission that contains "Medium to Poor", or following the visual assessment of the

runway).

In addition to the usual assessment with the Braking Performance Level "5 - Good", it is safe

practice to perform a second assessment with "2 - Medium to Poor". If the result of the second

assessment shows that the runway is too short, it enables the flight crew to anticipate, in the

event of degraded runway conditions (e.g. heavy rain), an appropriate decision to continue or

not the approach.

SPECIALLY PREPARED WINTER RUNWAY

An airport may be authorized by its national authorities to report a Specially Prepared

Winter Runway combined with a RWYCC of up to 4. This approval depends on a statistical

demonstration based on aircraft data recorded and analyzed for observed braking action. When

this type of report is applicable, the flight crew may consider a RWYCC of 4, if permitted by the

operator policy.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 5/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

REPORTED FRICTION

Estimated surface friction should not be reported as it is not possible to establish a correlation

between the values provided by the ground equipment and the aircraft performance. However,

some countries continue to report measured friction. The flight crew should disregard this

information, when available.

DOWNGRADED OR UPGRADED RWYCC

An airport may report a RWYCC that is less than the one associated with the reported

contamination condition according to the RCAM. The runway inspector must consider all the

information available to make the most appropriate report of runway conditions. The information

may include, for example, friction measurements, vehicle control during inspection or local

knowledge. The airport can downgrade any RWYCC to any lower RWYCC. It should not report

any RWYCC 0, as in that case, the runway must be closed.

In some situations, the airport may report a better RWYCC than the primary one obtained from

the RCAM. Upgrades are permitted only when:

- The runway condition results in an RWYCC of 1 or 0 according to the RCAM

- All observations indicate that the braking action is of the order of Good, including friction

measurements.

The maximum upgraded RWYCC is 3.

The flight crew should never upgrade an RWYCC on their own initiative.

DIFFERENT RWYCC ON DIFFERENT THIRDS

The airport may report a different RWYCC for different subsections of the runway that

correspond to a third of the runway length. The flight crew should use the worst RWYCC for the

landing performance assessment, unless a specific operator policy applies.

The flight crew should use the lowest RWYCC to determine the maximum acceptable

crosswind, as even short sections of very slippery conditions can induce a loss of control.

LAYERED CONTAMINATION

The RCAM includes some cases of layered contamination.

The performance section of the SNOWTAM can contain only these cases, for which the effect

on aircraft braking performance is known in terms of RWYCC.

The free text section of the SNOWTAM may report different cases. Most combinations not listed

in the RCAM result in conditions that are too slippery for safe operations.

Depths reported for layered contaminants apply to the top layer only. The flight crew may ignore

loose snow of less than 3 mm (1/8 in) on top of compacted snow.

Any depth of water, snow or slush on top of ice will cause a very slippery condition.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 6/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

AIREP OF BRAKING ACTION

Local regulation may require that the flight crew makes AIREPs of observed braking action if

they consider it to be less than previously reported. The RCAM provides the terminology to

be used for these reports (from Good, Good to Medium to Poor or Less Than Poor). It also

provides the associated description of the observation in terms of deceleration capability and

directional control.

Flight crew may find braking action difficult to evaluate, as it is supposed to quantify only the

wheel braking component of the deceleration. Aerodynamic braking and reverse thrust can,

at high speed, permit to achieve the expected deceleration and hide a low wheel braking

efficiency.

The BACF, if installed, may assist the flight crew to make reports (Refer to

FCOM/DSC-46-10-40-30 BRAKING ACTION).

ATC may communicate AIREPs from previous aircraft. Flight crew should take into account the

type of aircraft (weight, approach speed, wheel track) that made the report when they evaluate

the impact on their own landing performance calculations.

EXAMPLES OF LANDING PERFORMANCE CODE - LEVEL ASSESSMENT

RUNWAY CONTAMINATED BY COMPACTED SNOW, OAT -10 °C

Compacted Snow at or below -15 °C is in the category of Good to Medium.

Compacted Snow above -15 °C it is in the category of Medium.

This information indicates that the computation should be done with the Landing Performance

level 3 - Medium and the corresponding maximum crosswind must be taken into account.

RUNWAY COVERED BY LESS THAN 3 MM (1/8 IN) OF WATER BUT HEAVY RAIN WITH

STORM CELLS IN THE VICINITY ARE REPORTED

According to the matrix, the expected landing performance on a runway covered by less than

3 mm (1/8 in) of water (runway is wet) is 5 - Good.

However, heavy rain can saturate the draining capabilities of the runway and result in standing

water. Standing water (more than 3 mm - 1/8 in of water) is in the category of 2 - Medium to

Poor.

This information indicates that it may be appropriate to consider 2 - Medium to Poor Landing

Performance and the corresponding maximum crosswind must be taken into account.

The flight crew should not apply the benefit of runway grooving or PFC in conditions of heavy

rain or storm cells in the vicinity.

RUNWAY COVERED BY TREATED ICE (COLD AND DRY) WITH AN ESTIMATED SURFACE

FRICTION GOOD OR RUNWAY CONDITION CODE 3

Icy runways are in the category of 1 - Poor or 0 - Less than Poor.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 7/10

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

The RCAM does not permit unconditional benefit of runway treatment as, for example, sand,

gravel or chemicals. The success of the surface treatment must be validated by friction

measurements and supported by all other observations of trained airport personnel. The airport

will report an RWYCC 3.

The upgrade of the landing performance may only be performed by the airport. If on treated cold

and dry ice, a surface friction Good or better is measured on all three thirds of the runway, the

airport may upgrade the RWYCC to the category of 3 - Medium.

CONTENT OF A LANDING PERFORMANCE DATA CROSSCHECK

Ident.: PR-NP-SOP-160-00024745.0001001 / 10 MAY 21

Applicable to: ALL

When SOPs request a crosscheck of landing performance data, both the PF and the PM must verify

all the following values:

- RWY Ident

This ensures that the runway used for the computation in the EFB and/or inserted in the FMS is

the same

- RWY Length

This ensures that the flight crew took into account any NOTAM that affects the runway length

- Airport Weather Information (Wind, QNH, Temperature, Runway condition)

- Landing Weight

- FLAPS

- FLD

- VAPP.

BRAKES OXIDATION

Ident.: PR-NP-SOP-160-00020780.0001001 / 20 MAR 17

Applicable to: ALL

Two different factors affect the life of carbon brakes:

- The wear of the disks

- The oxidation of the disks.

The oxidation may degrade rapidly the carbon brakes and may cause the rupture of a brake disk.

The main cause of oxidation is the repetitive high temperature of the brakes (particularly above

400 °C). Therefore, the flight crew should preferably use autobrake LO when performance permits.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 8/10

FCTM

← A to C

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT PREPARATION

TECHNIQUES MANUAL

APPROACH PREPARATION

Ident.: PR-NP-SOP-160-00018872.0001001 / 10 MAY 21

Applicable to: ALL

The flight crew should obtain the latest information for landing (weather, runway state, braking action,

etc.) at the latest 15 min prior to descent. The flight crew should check the landing performance

(VAPP and landing distance) and the PF should program the FMGS for the descent and arrival.

The fuel predictions are accurate if the F-PLN is correctly entered in terms of arrival, go-around and

alternate routing.

The PF should program the FMGS applying the following sequence:

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-160 P 9/10

FCTM

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT

TECHNIQUES MANUAL

COMPUTATION PRINCIPLES

Ident.: PR-NP-SOP-170-00018923.0001001 / 27 JUL 18

Applicable to: ALL

TOD AND PROFILE COMPUTATION

The FMGS calculates the Top Of Descent point (TOD) backwards from a position 1 000 ft on

the final approach with speed at VAPP. It takes into account any descent speed and altitude

constraints and assumes managed speed is used. The first segment of the descent will always be

idle segment until the first altitude constraint is reached. Subsequent segments will be "geometric",

i.e. the descent will be flown at a specific angle, taking into account any subsequent constraints. If

the STAR includes a holding pattern, it is not considered for TOD or fuel computation. The TOD is

displayed on the ND track as a white symbol:

The idle segment assumes a given managed speed flown with idle thrust plus a small amount of

thrust. This gives some flexibility to keep the aircraft on the descent path if engine anti-ice is used

or if winds vary.

During idle segment, the A/THR commands THR IDLE or depending on FMGS standard,

MACH/SPEED.

During geometric segment, the A/THR commands MACH/SPEED.

With Descent Profile Optimization option (DPO  ), the idle segment assumes a given managed

speed flown at idle thrust. This gives less flexibility to keep the aircraft on the descent path if

engine anti-ice is used or if winds vary. In case of use of engine anti-ice or increased tailwind, the

use of speed brakes may be required to go back on the descent path.

The TOD computed by the FMS is quite reliable provided the flight plan is properly documented

down to the approach.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-170 P 1/6

FCTM

A →

04 SEP 18

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT

TECHNIQUES MANUAL

MANAGED DESCENT SPEED PROFILE

The managed speed is equal to:

- The ECON speed (which may have been modified by the crew on the PERF DES page before

entering DESCENT phase or, during DESCENT phase depending on FMGS standard), or

- The speed constraint or limit when applicable.

GUIDANCE AND MONITORING

Ident.: PR-NP-SOP-170-00018924.0001001 / 27 JUL 18

Applicable to: ALL

INTRODUCTION

To carry out the descent, the crew can use either the managed descent mode (DES) or the

selected descent modes (OP DES or V/S). Both descent modes can be flown either with selected

speed or managed speed.

The modes and monitoring means are actually linked.

The managed DES mode guides the aircraft along the FMS pre-computed descent profile, as long

as it flies along the lateral F-PLN: i.e. DES mode is available if NAV is engaged. As a general rule

when DES mode is used, the descent is monitored using:

- The VDEV called "yoyo" on the PFD and depending on the FMGS standard the associated

Latch symbol, and

- The VDEV digital value on the FMS PROG page, and

- The level arrow on the ND.

The selected OP DES or V/S modes are used when HDG is selected or when ALT CSTR may

be disregarded or for various tactical purposes. As a general rule when OP DES or V/S modes

are used, the descent is monitored using the Energy Circle, (displayed if HDG or TRK modes and

indicating the required distance to descend, decelerate and land from present position) and the

level arrow on the ND. When the aircraft is not far away from the lateral F-PLN (small XTK), the

yoyo on PFD is also a good indicator.

MANAGED DESCENT MODE

The managed descent profile from high altitude is approximately 2.5 °.

As an estimation of the distance to touchdown is required to enable descent profile monitoring, it

is important to ensure that the MCDU F-PLN plan page reflects the expected approach routing.

Any gross errors noted in the descent profile are usually a result of incorrect routing entered in the

MCDU or non-sequencing of F-PLN waypoints, giving a false distance to touchdown.

An accurate WIND and TEMP data insertion on the associated FMS pages will lead to an accurate

DES profile computation and following from FMS.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-170 P 2/6

FCTM

← A to B →

04 SEP 18

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT

TECHNIQUES MANUAL

DESCENT INITIATION

To initiate a managed descent, the pilot will set the ATC cleared altitude on the FCU and push

the ALT selector. DES mode engages and is annunciated on the FMA. If an early descent

were required by ATC, DES mode would give 1 000 ft/min rate of descent, until regaining the

computed profile.

To avoid overshooting the computed descent path, it is preferable to push the FCU ALT selector

a few miles prior to the calculated TOD. This method will ensure a controlled entry into the

descent and is particularly useful in situations of high cruise Mach number or strong upper

winds.

If the descent is delayed, a "DECELERATE" or "T/D REACHED" message appears in white

on the PFD and in amber on the MCDU. Speed should be reduced towards green dot, and

when cleared for descent, the pilot will push for DES and push for managed speed. The speed

reduction prior to descent will enable the aircraft to recover the computed profile more quickly as

it accelerates to the managed descent speed.

DESCENT PROFILE

When DES with managed speed is engaged, the AP/FD guides the aircraft along the

pre-computed descent path determined by a number of factors such as altitude constraints,

wind and descent speed. However, as the actual conditions may differ from those planned, the

DES mode operates within a speed range which can goes up to VMO-5 kt as upper limit and

MANAGED SPD-20 kt as lower limit (limited by VLS). Depending on the FMGS standard and

aircraft position related to the vertical profile, the speed range may not be displayed.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-170 P 3/6

FCTM

← B →

04 SEP 18

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT

TECHNIQUES MANUAL

Managed Descent: Speed Target Range Principle

 If the aircraft gets high on the computed descent path:

- The speed will increase towards the upper limit of the speed range, to keep the aircraft on

the path with IDLE thrust.

- If the speed reaches the upper limit, THR IDLE is maintained, but the autopilot does not

allow the speed to increase any more, thus the VDEV will slowly increase.

- A path intercept point, which assumes half speedbrake extension, will be displayed on

the ND descent track.

- If speed brakes are not extended, the intercept point will move forward. If it gets close

to an altitude-constrained waypoint, then a message "AIR BRAKES" or "MORE DRAG",

depending of the FMGS standard, will be displayed on the PFD and MCDU.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-170 P 4/6

FCTM

← B →

04 SEP 18

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT

TECHNIQUES MANUAL

This technique allows an altitude constraint to be matched with minimum use of

speedbrakes.

When regaining the descent profile, the speedbrakes should be retracted to prevent the

A/THR applying thrust against speedbrakes. If the speedbrakes are not retracted, the "SPD

BRK" message on the ECAM memo becomes amber.

A/C Above Descent Path

 If the aircraft gets low on the computed descent path:

The speed will decrease towards the lower limit of the speed range with idle thrust. When

the lower speed limit is reached the A/THR will revert to SPEED/MACH mode and apply

thrust to maintain the descent path at this lower speed. The path intercept point will be

displayed on the ND, to indicate where the descent profile will be regained.

A/C Below Descent Path

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-170 P 5/6

FCTM

← B →

04 SEP 18

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - DESCENT

TECHNIQUES MANUAL

 If selected speed is used:

The descent profile remains unchanged. As the selected speed may differ from the speed

taken into account for pre-computed descent profile and speed deviation range does not

apply, the aircraft may deviate from the descent profile e.g. if the pilot selects 275 kt with a

pre-computed descent profile assuming managed speed 300 kt, VDEV will increase.

SELECTED DESCENT

There are 2 modes for flying a selected descent, namely OP DES and V/S. These modes will be

used for pilot tactical interventions.

V/S mode is automatically selected when HDG or TRK mode is selected by the pilot, while in DES

mode. Furthermore, in HDG or TRK mode, only V/S or OP DES modes are available for descent.

To initiate a selected descent, the pilot should set the ATC cleared altitude on the FCU and pull

the ALT selector. OP DES mode engages and is annunciated on the FMA. In OP DES mode, the

A/THR commands THR IDLE and the speed is controlled by the THS.

Speed may be either managed or selected. In managed speed, the descent speed is displayed

only as a magenta target but there is no longer a speed target range since the pre-computed flight

profile does not apply.

The AP/FD will not consider any MCDU descent altitude constraints and will fly an unrestricted

descent down to the FCU selected altitude.

If the crew wishes to increase the rate of descent, OP DES mode can be used, selecting a higher

speed. Speedbrake is very effective in increasing descent rate but should be used with caution at

high altitude due to the associated increase in VLS.

If the pilot wishes to shallow the descent path, V/S can be used. A/THR reverts to SPEED mode.

In this configuration, the use of speedbrakes is not recommended to reduce speed, since this

would lead to thrust increase and the speed would be maintained.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-170 P 6/6

FCTM

← B

04 SEP 18

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - HOLDING

TECHNIQUES MANUAL

HOLDING SPEED AND CONFIGURATION

Ident.: PR-NP-SOP-180-00018934.0001001 / 20 MAR 17

Applicable to: ALL

Whenever holding is anticipated, it is preferable to maintain cruise level and reduce speed to green

dot, with ATC clearance, to minimize the holding requirement. As a rule of thumb, a M 0.05 decrease

during 1 h equates to 4 min hold. However, other operational constraints might make this option

inappropriate.

A holding pattern can be inserted at any point in the flight plan or may be included as part of the

STAR. In either case, the holding pattern can be modified by the crew.

If a hold is to be flown, provided NAV mode is engaged and the speed is managed, an automatic

speed reduction will occur to achieve the hold speed when entering the holding pattern.

The default hold speed is the lowest of the following:

- Maximum Endurance speed

- ICAO limit holding speed

- Speed constraint (if any).

When no specific speed limit applies, the default hold speed is the Maximum Endurance speed,

which is approximately equal to Green Dot and provides the lowest hourly fuel consumption.

If the Maximum Endurance speed is greater than the ICAO or state maximum holding speed, the

crew should select flap 1 below 20 000 ft and fly S speed. Fuel consumption will be increased when

holding in anything other than clean configuration and Maximum Endurance speed.

IN THE HOLDING PATTERN

Ident.: PR-NP-SOP-180-00018935.0001001 / 25 JUL 17

Applicable to: ALL

The holding pattern is not included in the descent path computation since the FMGS does not know

how many patterns will be flown. When the holding fix is sequenced, the FMGS assumes that only

one holding pattern will be flown and updates predictions accordingly. Once in the holding pattern,

the VDEV indicates the vertical deviation between current aircraft altitude and the altitude at which

the aircraft should cross the exit fix in order to be on the descent profile.

The DES mode guides the aircraft down at -1 000 ft/min whilst in the holding pattern until reaching

the cleared altitude or altitude constraint.

When in the holding pattern, LAST EXIT UTC/FUEL information is displayed on the MCDU HOLD

page. These predictions are based upon the fuel policy requirements specified on the MCDU FUEL

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-180 P 1/2

FCTM

A to B →

05 SEP 17

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - HOLDING

TECHNIQUES MANUAL

PRED page with no extra fuel, assuming the aircraft will divert. The crew should be aware that this

information is computed with defined assumptions e.g.:

- Aircraft weight being equal to landing weight at primary destination

- Flight at FL 220 if distance to ALTN is less than 200 NM, otherwise FL 310 performed at maximum

range speed.

- Constant wind (as entered in alternate field of the DES WIND page).

- Constant delta ISA (equal to delta ISA at primary destination)

- Airway distance for a company route, otherwise direct distance.

Alternate airport may be modified using the MCDU ALTN airport page which can be accessed by a

lateral revision at destination.

To exit the holding pattern, the crew should select either:

- IMM EXIT (The aircraft will return immediately to the hold fix, exit the holding pattern and resume

its navigation), or

- HDG if radar vectors, or

- DIR TO if radar vectors.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-180 P 2/2

FCTM

← B

05 SEP 17

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

DISCONTINUED APPROACH

Ident.: PR-NP-SOP-190-GEN-00016390.0001001 / 20 MAR 17

Applicable to: ALL

The discontinued approach is an alternative technique to the GO AROUND procedure to interrupt an

approach when the aircraft is at or above the selected FCU altitude.

Contrary to the GO AROUND procedure, the discontinued approach technique does not require the

flight crew to set the thrust levers to TOGA detent.

The flight crew should initiate the discontinued approach technique with the callout: “CANCEL

APPROACH”.

The first action of the flight crew is to disengage and disarm any AP/FD approach mode, by pressing

on the APPR pb or LOC pb.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GEN P 2/2

FCTM

22 MAR 17

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Configuration Management

INITIAL APPROACH

Applicable to: ALL

Ident.: PR-NP-SOP-190-CONF-A-00018950.0004001 / 05 MAR 19

F-PLN SEQUENCING

When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode, the F-PLN

waypoints will sequence automatically only if the aircraft flies close to the planned route. Correct

F-PLN sequencing is important to ensure that the planned missed approach route is available

in case of go-around and to ensure correct predictions. A good cue to monitor the proper F-PLN

sequencing is the TO waypoint on the upper right side of the ND, which should remain meaningful.

If ATC provides radar vectors and automatic waypoint sequencing does not occur, the flight crew

should use the DIR TO RADIAL IN function, or delete the FROM waypoint on the F-PLN page until

the next likely waypoint to be overflown is displayed as the TO waypoint on the ND. This ensures:

- A proper F-PLN sequencing

- A comprehensive ND display

- An assistance for lateral interception

- The VDEV to be computed on reasonable distance assumptions.

For more information about the waypoint sequencing, Refer to FCOM/DSC-22_20-30-10-05

General.

However, considerations should be given to the following:

- A radial is to be inserted in the MCDU. In the following example, the final approach course is

90 ° corresponding to radial 270 °.

- DIR TO RADIAL IN must not be used beyond the Final Descent Point, in order to ensure that

the vertical profile in final is unchanged.

- Using DIR TO or DIR TO RADIAL IN function arms the NAV mode. If NAV mode is not

appropriate, the flight crew will pull the HDG knob to disarm it.

- Deceleration will not occur automatically as long as lateral mode is HDG.

The flight crew should sequence the F-PLN first, and then press the APPR pb. When the LOC

mode (or F-LOC mode for aircraft fitted with FLS) is armed or engaged, the flight crew should not

perform a DIR TO, in order to sequence the F-PLN as this will result in the FMGS to revert to the

NAV mode. In this case, the LOC mode (or F-LOC mode for aircraft fitted with FLS) will have to be

re-armed and re-engaged, increasing workload unduly.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-CONF P 1/6

FCTM

A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Use of DIR TO radial in facility

Ident.: PR-NP-SOP-190-CONF-A-00018951.0001001 / 20 MAR 17

APPROACH PHASE ACTIVATION

Activation of the approach phase will initiate a deceleration towards VAPP or the speed constraint

inserted at the Final Descent Point (FDP).

When in NAV mode with managed speed, the approach phase activates automatically when

sequencing the deceleration pseudo-waypoint. If an early deceleration is required, the approach

phase can be activated on the MCDU PERF APPR page. When the approach phase is activated,

the magenta target speed becomes VAPP.

When in HDG mode, e.g. for radar vectoring, the crew will activate the approach phase manually.

APPROACH SPEED TECHNIQUE

There are two approach techniques:

- Decelerated approach

- Early stabilized approach.

DECELERATED APPROACH

This technique refers to an approach where the aircraft reaches 1 000 ft in the landing

configuration at VAPP. In most cases, this equates to the aircraft being in CONF 1 and at S

speed at the FDP. This is the preferred technique for an approach using vertical managed

guidance. The deceleration pseudo waypoint assumes a decelerated approach technique.

EARLY STABILIZED APPROACH

This technique refers to an approach where the aircraft reaches the FDP in the landing

configuration at VAPP. This technique is recommended for non-precision approaches

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-CONF P 2/6

FCTM

← A →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

(LOC FPA, NAV FPA and TRK FPA). To get a valuable deceleration pseudo waypoint and to

ensure a timely deceleration, the pilot should enter VAPP as a speed constraint at the FDP.

Early Stabilized versus Decelerated Approach

INTERMEDIATE APPROACH

Applicable to: ALL

Ident.: PR-NP-SOP-190-CONF-B-00018952.0001001 / 20 MAR 17

GENERAL

The purpose of the intermediate approach is to bring the aircraft at the proper speed, altitude and

configuration at FDP.

Ident.: PR-NP-SOP-190-CONF-B-00018953.0001001 / 20 MAR 17

DECELERATION AND CONFIGURATION CHANGE

Managed speed is recommended for the approach. Once the approach phase has been activated,

the A/THR will guide aircraft speed towards the maneuvering speed of the current configuration,

whenever higher than VAPP, e.g. green dot for CONF 0, S speed for CONF 1 etc.

To achieve a constant deceleration and to minimize thrust variation, the crew should extend the

next configuration when reaching the current configuration maneuvering speed +10 kt (IAS must

be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the crew should select

CONF 1. Using this technique, the mean deceleration rate will be approximately 10 kt/NM in level

flight. This deceleration rate will be twice i.e. 20 kt/NM, with the use of the speedbrakes.

If selected speed is to be used to comply with ATC, the requested speed should be selected on

the FCU. A speed below the manoeuvring speed of the present configuration may be selected

provided it is above VLS. When the ATC speed constraint no longer applies, the pilot should push

the FCU speed selector to resume managed speed.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-CONF P 3/6

FCTM

← A to B →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

When flying the intermediate approach in selected speed, the crew will activate the approach

phase. This will ensure further proper speed deceleration when resuming managed speed;

otherwise the aircraft will accelerate to the previous applicable descent phase speed.

In certain circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient.

In this case, the landing gear may be lowered, preferably below 220 kt (to avoid gear doors

overstress), and before selection of Flap 2. Speedbrakes can also be used to increase the

deceleration rate but the crew should be aware of:

- The increase in VLS with the use of speedbrakes

- The limited effect at low speeds

- The speed brake auto-retraction when selecting CONF FULL (A319, A320) or CONF 3 (A321

only) There is no speed brake auto-retraction on A318.

FINAL APPROACH

Applicable to: ALL

Ident.: PR-NP-SOP-190-CONF-C-00018957.0001001 / 03 NOV 21

USE OF A/THR

The flight crew should use the A/THR for approaches as it provides accurate speed control. The

PF should keep the hand on the thrust levers so as to be prepared to react if needed.

During final approach, the managed target speed moves along the speed scale as a function of

wind variation. If ATC gives a new wind for landing, the flight crew will update it on MCDU PERF

APPR page.

The flight crew should ideally check the reasonableness of the target speed by referring to GS on

the top left on ND. If the A/THR performance is unsatisfactory, the PF should disconnect it and

control the thrust manually.

If the PF uses manual thrust for landing, the PF should disconnect the A/THR at 1 000 ft AAL at

the latest.

Ident.: PR-NP-SOP-190-CONF-C-00018958.0001001 / 20 MAR 17

TRAJECTORY STABILIZATION

The first prerequisite for safe final approach and landing is to stabilize the aircraft as per criteria

given in the FCOM (Refer to FCOM/PRO-NOR-SOP-18-A Stabilization Criteria).

If, for any reason, one flight parameter deviates from stabilized conditions, the PM will make a

callout.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-CONF P 4/6

FCTM

← B to C →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Following a PM flight parameter exceedance call out, the suitable PF response will be:

- Acknowledge the PM callout, for proper crew coordination purposes

- Take immediate corrective action to control the exceeded parameter back into the defined

stabilized conditions

- Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise

initiate a go-around.

Ident.: PR-NP-SOP-190-CONF-C-00019361.0001001 / 20 MAR 17

AP DISCONNECTION

During the final approach with the AP engaged, the aircraft will be stabilized. Therefore, when

disconnecting the AP for a manual landing, the pilot should avoid the temptation to make large

inputs on the sidestick.

The pilot should disconnect the autopilot early enough to resume manual control of the aircraft and

to evaluate the drift before flare. During crosswind conditions, the pilot should avoid any tendency

to drift downwind.

Some common errors include:

- Descending below the final path, and/or

- reducing the drift too early.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-CONF P 5/6

FCTM

← C

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Guidance Management

APPROACH USING LOC G/S GUIDANCE

Applicable to: ALL

Ident.: PR-NP-SOP-190-GUI-A-00019357.0001001 / 20 MAR 17

INTERCEPTION OF FINAL APPROACH COURSE

When cleared for the ILS and when on the intercept trajectory for the LOC, the flight crew should

press the APPR pb. This arms the approach modes, and LOC and GS are displayed in blue on the

FMA. At this stage, the second AP, if available, should be selected.

In the example below, if the ATC clears the aircraft for the procedure at HAZEL, the flight crew

must delay the push on the APPR pb, as the aircraft is not on the intercept trajectory for the LOC:

VMMC ILS RWY34 via HAZEL

If the ATC clears for a LOC capture only, the flight crew will press the LOC pb-sw on the FCU.

If the ATC clears for approach at a significant distance, e.g. 30 NM, the flight crew should be

aware that the G/S may be perturbed and CAT 1 will be displayed on FMA till a valid Radio

Altimeter signal is received.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GUI P 1/28

FCTM

A →

12 JAN 22

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Ident.: PR-NP-SOP-190-GUI-A-00019358.0001001 / 04 NOV 20

GLIDE SLOPE INTERCEPTION FROM ABOVE

The following procedure must only be applied when established on the localizer. There are a

number of factors which might lead to a glide slope interception from above. In such a case, the

flight crew must react without delay to meet the stabilization criteria.

In order to get the best rate of descent when cleared by ATC and below the limiting speeds, the

flight crew should lower the landing gear and select flaps as required (at least CONF 2 should

be selected to ensure that the aircraft speed will not increase). Speedbrakes may also be used,

noting the considerations detailed in the subsection "Deceleration and configuration change"

earlier in this chapter.

When cleared to intercept the glide slope, the flight crew should:

- Press the APPR pb on FCU and confirm G/S is armed and LOC engaged, monitor the vertical

interception

- Select the FCU altitude above aircraft altitude to avoid unwanted ALT* engagement

- Select V/S 1 500 ft/min initially. V/S in excess of 2 000 ft/min will result in the speed increasing

towards VFE.

The use of V/S mode ensures that the A/THR is in SPEED mode.

The flight crew should carefully monitor the rate of descent to avoid exceeding VFE . When

approaching the G/S path, G/S* will engage. The flight crew should monitor the G/S capture with

raw data (pitch and G/S deviation). The go-around altitude should be set on the FCU at G/S*.

APPROACH USING LOC G/S FOR CATII CATIII

Applicable to: ALL

Ident.: PR-NP-SOP-190-GUI-B-00019399.0001001 / 20 MAR 17

CAT II and CAT III approaches are flown to very low DH (or without DH) with very low RVR. The

guidance of the aircraft on the ILS beam and the guidance of the aircraft speed must be consistently

of high performance and accurate so that an automatic landing and roll out can be performed in good

conditions and, the acquisition of visual cues is achieved and the aircraft properly stabilized. Hence,

- The automatic landing is required in CAT III operations including roll out in CAT IIIB.

- The automatic landing is the preferred landing technique in CAT II conditions

- Any failures of the automated systems shall not significantly affect the aircraft automatic landing

system performance

- The crew procedures and task sharing allow to rapidly detect any anomaly and thus lead to the

right decision

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GUI P 2/28

FCTM

← A to B →

12 JAN 22

Airbus A318/319/320/321. FLIGHT CREW TECHNIQUES MANUAL (2005-2022) - page 8