A320 LPC

Short Review for your

Renewal / Revalidation
TRI/TRE Captain Charalambos DEMETRIADES
+357 99 628 270 or +44 7454 634 290
Email: ch.demetriades@cytanet.com.cy or ch.demetriades@gmail.com
 LPC + TRAINING REQUIREMENTS

Pre-Flight
Taxi
Take-Off
SID (AP)
Airway (AP)
STAR (AP)
Single Engine (SE) ILS (M) + GO-AROUND to Missed Approach Point (MAP)
Non Precision Approach (NPA) (AP)
Engine Failure After Take-Off (EFATO) (AP)
SE Landing (M)
Rejected Take-Off (RTO)
Minimum 3 Items from Abnormal Items (for details see next page)
Minimum 3 Items from Emergency Procedure (for details see next page)
Raw Data ILS (M) Non Mandatory

(M) Manual Flying

(AP) The use of the Auto Pilot is approved

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 ABNORMAL ITEMS & EMERGENCY PROCEDURES

ABNORMAL : EMERGENCY PROCEDURES :

3.4.1 Pressurization and air-condition 3.6.1 Fire drill, e.g. ENG, APU, cabin, etc.
3.4.2 Pitot/static system 3.6.2 Smoke control and removal
3.4.3 Fuel system 3.6.3 Engine failures, shut-down, restart
3.4.4 Electrical system 3.6.4 N/A for A320
3.4.5 Hydraulic system 3.6.5 Windshear
3.4.6 Flight control and Trim-System 3.6.6 Emergency descent
3.4.7 Anti and de-icing system 3.6.7 Incapacitation
3.4.8 Auto-pilot/Flight director 3.6.8 Other emergencies, as per FM
3.4.9 Stall warning devices 3.6.9 TCAS event
3.4.10 GPWS, Wx Radar, RA, XPNDR
3.4.11 Radios, NAV, FMS
3.4.12 L/G and brake system
3.4.13 Slat and flap system
3.4.14 APU
 NORMAL OPERATIONS COCKPIT PREPARATION

FLOW PATTERN: The scan pattern varies, depending on the pilot status, i.e.
PF, PNF, CM1, or CM2, and the areas of responsibility:
1) Overhead panel, 2) center instrument panel, 3) pedestal, 4) FMGS
preparation, and when both pilots are seated, 5) glareshield, and 6) lateral
consoles and CM1/CM2 panels
 NORMAL OPERATION FMGS PROGRAMMING
FMGS PROGRAMMING:

FMGS programming involves inserting navigation data, then performance data. It is to be noted that:

Boxed fields must be filled

Blue fields inform the crew that entry is permitted

Green fields are used for FMS generated data, and cannot be changed

Magenta characters identify limits (altitude, speed or time), that FMS will attempt to meet

Yellow characters indicate a temporary flight plan display

Amber characters signify that the item being displayed is important and requires immediate action

Small font signifies that data is FMS computed

Large font signifies manually entered data.

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 NAVIGATION Continue:

This sequence of entry is the most

practical.
DATA: Check he database validity and
PERF FACTOR.
INIT A: Insert Airports (Depar., Dest. &
Altn.), Cruising Altitude and Temperature,
Init. ADIRS and if needed, the history wind
encountered during the previous descent .
F-PLN: Insert, A) The take-off runway, B) SID, C) Altitude and speed constraints, D) Correct transition to
the cruise waypoint, E) Intended step climb/descents, according to the Computerized Flight Plan (CFP),
F) If time permits, the wind profile along the flight plan may be inserted using vertical revision through
wind prompt. Then check the overall route distance (6th line of the F-PLN page), versus CFP distance.
SEC F-PLN: Should be used to consider, A) an alternate runway for take-off, or B) a return to departure
airfield, or C) a routing to a take-off alternate.
RAD NAV: NAVAID should be manually entered using ident. If a NAVAID is reported on NOTAM as
unreliable, it must be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.
INIT B: Inserts ZFWCG/ZFW, and block fuel to initialize a F-PLN computation.
PERF: The THR RED /ACC are set to default at 1 500 ft. Insert V1, V2 and VR + T/O FLAPS and Pitch
Trim + TOGA Thrust.
 BEFORE TAKE-OFF BRIEFING
1 MISCELLANEOUS
- Aircraft technical status (MEL and CDL considerations, relevant OEB) Differed defects
- NOTAMS
- Weather
- RWY conditions
- Use of ENG/Wing Anti Ice
- Push Back
- Expected Taxi Clearance
- Use of Radar / TERR ON ND
- Use of Packs for Takeoff
2 INIT B PAGE
- Block Fuel - FOB on EWD
- Estimated TOW
- Extra time at destination
3 TAKE-OFF PERF PAGE
- TO RWY
- TO CONF
- FLEX / TOGA - FLEX TOGA on MCDU
- V1, VR, V2 - V1, V2 on PFD
- TRANS ALT
- THR RED / ACC Altitude
4 FLIGHT PLAN
- Minimum Safe Altitude
- First assigned FL - PFD-Altitude target in blue
- Flight Plan description - FPLN on MCDU
- RAD NAV - RAD NAV on ND
5 ABNORMAL OPERATION
For any failure before V1: CAPT will call "STOP" or "GO, In case of failure after V1: continue TO, no actions before 400 ft AGL except
gear up reaching 400 ft AGL, ECAM actions reaching EO ACC altitude
If the engine is secured, level off, accelerate and clean up
Otherwise continue climbing until the engine is secured (but not above EO maximum acceleration altitude) at green dot: OP CLB,
MCT, resume ECAM, after TO C/L, status ENG OUT routing: EOSID, SID, radar vector, immediate return ...
 CHECK LIST

The C/L is used as a confirmation that the

actions have been completed. In other
words this is not a READ and DO C/L.

The use of Check list is absolutely vital to

be performed in a CHALLENGE and
RESPONSE format.

Exception to the above, and the only part

of the C/L that is read in silence is the
AFTER LANDING C/L.
 NORMAL OPERATION AFTER ENGINE START

When the engines have started, the PF sets the ENG MODE selector to NORM to permit normal
pack operation. At this time, the After Start Flow Pattern begins.
 FROM TAXI ROLL TO TAKE-OFF

After pushback and before taxying, check that the amber "NWS DISC" ECAM message is off.
THRUST USE: Only a little power is needed above thrust idle, in order to get the aircraft moving (max
N1 40%).
TILLER AND RUDDER PEDALS USE: On straight taxiways and on shallow turns ( 6), use the
pedals to steer the aircraft. In sharper turns, use the tiller.
STEERING TECHNIQUE: The steering is "by-wire" with no mechanical connection between the tiller
and the nosewheel the deflection of the tiller and the nosewheel angle is not linear => the PF should
move the tiller smoothly and maintain the tiller's position.
Any correction should be small and
smooth, and maintained for enough time
to enable the pilot to assess the
outcome. Being over-active on the tiller
will cause uncomfortable oscillations.
On straight taxiways, the aircraft is
correctly aligned on the centerline, when
the centerline is lined-up between the
PFD and ND.

/2
 Continue:

TAXI SPEED AND BRAKING: On long, straight taxiways, the PF should allow the aircraft to
accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt. The PF
should not "ride" the brakes. The GS indication on the ND should be used to assess taxi speed.
BRAKE TEMPERATURE: Limit temp. <300C before the T/O is started.
BRAKE FANS: Brake fans cool the brakes, and the brake temperature sensor. Therefore, when the
brake fans are running, the indicated brake temperature will be significantly lower than the indicated
brake temperature when the brake fans are off. Therefore, before takeoff, if the fans are running, the
flight crew should refer to the indicated brake temperature. When the indicated brake temperature is
above 150C, takeoff must be delayed. Brake fans should not be used during takeoff, in order to avoid
Foreign Object Damage to fans and brakes.
FLIGHT CONTROL CHECK: Before or during taxi, and before arming the autobrake, the PF silently
applies full longitudinal and lateral sidestick deflection. On the F/CTL page, the PNF checks and calls
out:
"Full up, full down, neutral"
"Full left, full right, neutral"
The PF then presses the PEDAL DISC pb on the nose wheel tiller and silently applies full left and full
right rudder and then returns the rudder to neutral. The PNF follows on the rudder pedals and calls
out:
"Full left, full right, neutral
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 Continue:

TAKE OFF BRIEFING CONFIRMATION: The TAKEOFF BRIEFING CONFIRMATION should only
review any changes that may have occurred since the full TAKEOFF BRIEFING done at the parking
bay, e.g. change of SID, change in runway conditions, etc.
STROBE LIGHT: When are set to AUTO, they come
on automatically when the aircraft is airborne. The
ON position can be used to turn on the lights on
ground for crossing, backtracking or entering a
runway.
PACKS: If the takeoff has to be achieved without air
bleed fed from the engines for performance reasons,
but air conditioning desired, the APU bleed may be
used with packs ON, thus maintaining engine
performance level and passenger comfort. In case of
APU auto shut down during takeoff, the engine
thrust is frozen till the thrust is manually reduced.
The packs revert to engine bleed which causes an
increase of EGT to keep N1/EPR.

<= TAXI FLOW PATTERN

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 Continue:

THRUST SETTING: The PF announces "Take-off and applies power as follows:

If cross wind is 20kt and there is no tail wind:
Set 1.05 EPR / 50% N1.
When the engine parameters stabilized, set FLX/MCT or TOGA as appropriate.
In case of tailwind or if cross wind 20kt:
Set 1.05 EPR / 50% N1.
Once stabilized, increase thrust to 1.15 EPR / 70% N1.
Then, to FLX / TOGA, as required to reach take-off thrust by 40 kt.
TAKEOFF ROLL: Once the thrust is set, the PF announces the indications on the FMA. The PNF
must check that the thrust is set by 80 kt and must announce "Thrust Set".
The Captain keeps his hand on the thrust levers until V1.
The PF should apply half forward (full forward in cross wind case) sidestick 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. - for crosswind T/O, 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.
ROTATION: To about 15 (rate of rotation 2-3/sec but when valid use FD bars in SRS mode.
 APPROACHES

A320 A/C CATEGORY: The A320 is a A/C Category C and therefore is a must to strictly adhere to
the speeds as stated in the table herebelow.

Maximum Maximum Speed for

A/C Speed Range Speed Range Missed Approach
Vat Speed for
Category for Initial Appr. for Final Appr.
Circling Intern.. Final
121/14
C 160/240 115/160 180 160 240
0
Vat: Speed at threshold based on 1.3 times stall speed Vso or 1.23 times stall speed Vs1g in the
landing configuration at maximum certificated landing mass.
NAVIGATION ACCURACY: Prior to any approach, a navigation accuracy check is to be carried out.
On aircraft equipped with GPS however, no navigation accuracy check is required as long as GPS
PRIMARY is available. Without GPS PRIMARY or if no GPS is installed, navigation accuracy check
has to be carried out. The navigation accuracy determines which AP modes the crew should use and
the type of display to be shown on the ND.
THE FLYING REFERENCE: It is recommended to use the FD bars for ILS approaches and the FPV
called "bird" with PFD for non-precision or circling approach approaches.
APPROACH PHASE ACTIVATION: Activation of the approach phase will initiate a deceleration
towards VAPP or the speed constraint inserted at FAF, whichever applies.
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 Continue:

THE 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 FAF. This is the preferred technique for an ILS approach. The
deceleration pseudo waypoint assumes a decelerated approach technique.
THE STABILIZED APPROACH: This technique refers to an approach where the aircraft reaches the
FAF in the landing configuration at VAPP. This technique is recommended for non-precision
approaches. To get a valuable deceleration pseudo waypoint and to ensure a timely deceleration, the
pilot should enter VAPP as a speed constraint at the FAF.

STABILIZED VERSUS DECELERATED APPROACH

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 Continue:
F-PLN SEQUENCING: When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode,
the F-PLN WPT will sequence automatically only if the aircraft flies close to the programmed route.
Correct F-PLN sequencing is important to ensure that the programmed 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 WPT on the upper right side of the ND, which should remain meaningful.
If under radar vectors and automatic WPT sequencing does not occur, the F-PLN needs to be sequenced
by either using the DIR TO RADIAL IN function or by deleting the FROM WPT on the F-PLN page until
the next likely WPT to be over flown is displayed as the TO WPT on the ND. However using DIR TO or
DIR TO RADIAL IN function arms the NAV mode. If NAV mode is not appropriate, pull the HDG knob to
disarm it.
DECELERATION AND CONFIGURATION CHANGE: Managed speed is recommended for the
approach. Therefore activate the approach phase and the A/THR will guide aircraft speed towards the
manoeuvring speed for the current configuration whenever higher than VAPP, e.g. green dot for CONFIG
0, S speed for CONFIG 1 etc.
Additionally extend the next configuration when reaching the next configuration manoeuvring speed +10
kt (IAS must be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the crew should
select CONFIG 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.
When flying the intermediate approach in selected speed, the crew will activate the approach phase.
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, A) the increase in VLS with the use of speedbrakes, B) the limited effect at low
speeds, and C) the speed brake auto-retraction when selecting CONF 3 (A321 only) or CONF full (not
applicable for A318).
/4
 Continue:
INTERCEPTION OF FINAL APPROACH COURSE: To ensure a smooth interception of final
approach course, the aircraft ground speed should be appropriate, depending upon interception
angle and distance to runway threshold. The pilot should refer to applicable raw data (LOC, needles),
XTK information on ND and wind component for the selection of an appropriate IAS.
FINAL APPROACH MODE ENGAGEMENT MONITORING: The crew will monitor the engagement of
G/S* for ILS approach, FINAL for fully managed NPA or will select the Final Path Angle (FPA)
reaching FAF for selected NPA. If the capture or engagement is abnormal, the pilot will either use an
appropriate selected mode or take over manually.
FINAL APPROACH MONITORING: The final approach is to be monitored through available data.
Those data depends on the approach type and the result of the navigation accuracy check.
Approach Type Navigation Accuracy Check Data to be Monitored
ILS - LOC, GS deviation, DME and/or OM
Managed NPA GPS Primary VDEV, XTK and F-PLN
Managed NPA Non GPS PRIMARY VDEV, XTK, Needles, DME and ALT
Selected / Selected NPA Accuracy Check Negative Needles, DME and ALT, Time
USE OF A/THR: Use the A/THR for approaches as it provides accurate speed control. The pilot will
keep the hand on the thrust levers so as to be prepared to react if needed by disconnecting it and
control the thrust manually. If the pilot is going to perform the landing using manual thrust, the A/THR
should be disconnected by 1 000 ft on the final approach.
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 APPROACH and LANDING BRIEFING
1 NOTAMS and WEATHER
- NOTAMS Differed defects
- Weather: Accessibility and Runway in use
2 FUEL
- Extra Fuel - FUEL PRED page
3 DESCENT
- TOD (time, position) - F-PLAN page
- MORA, STAR, MSA - F-PLAN page
- Altitude and Speed Constraints
4 APPROACH
- Approach type - PERF APPR and ND
- Altitude and FAF identification - F-PLN
- Glide path - PFD/FMA
- MDA/DH - PERF APPR
- Missed approach procedure - F-PLN
- Alternate considerations - F-PLN
5 LANDING
- Runway Data: length, condition, braking action
- Landing Performance
- Use of auto brakes
- Use of reversers
- Expected taxi route
6 RADIO AIDS
- Set Radio Aids - RAD NAV
 ILS APPROACH
FLYING REFERENCE: Use HDG V/S on the FCU, i.e. bird off.
APPROACH PHASE ACTIVATION: For standard ILS, plan a decelerated approach. However if the
GS angle is >3.5 or the forecast wind at landing exceeds 10kts (if permitted by the AFM), a stabilized
approach is recommended. If the FAF is at or below 2.000ft AGL, plan a deceleration in order to be
able to select CONFIG 2, one dot fly up on the GS.
CHECK ILS IDENT: The IDENT is displayed on the PFD if no visual ident, use audio.
GS INTERCEPTION FROM ABOVE: Decelerate to VFE 2 -5kt, then when clear for the approach, 1)
press APPR pb on FCU, 2) select FCU altitude above the A/C actual altitude, 3) select V/S -
1.500ft/min initially V/S >2.000ft/min will increase speed towards VFE, 4) establish, stabilize and set
go-around altitude by 1.000ft AGL.
TASK SHARING FOR CAT I APPROACH (OR BETTER)
PF PNF
Until 2.000ft on approach maintain F 1
2.000ft => configure for landing: FLAP 2, GEAR DOWN, FLAP 3, FLAP FULL SPEED CHECK, FLAPS 2, etc. etc.
By 1.000 be FULLY CONFIGURED AND STABILIZED
At 350ft AGL (or RA): 1) Check ILS course on PFD, LAND when displayed
At DA/DH + 100FT HUNDRED ABOVE
At DA/DH MINIMUM
CASE 1: CONTINUE
If AUTO LAND is not to be performed Disconnect AP and land SPOILERS or NO SPOILERS,
REVERSER GREEN or NO REVERSER,
DECEL,
70KTS
CASE 2: GP AROUND FLAPS SPEED CHECK, FLAP __
Execute
 THE FLIGHT PATH VECTOR
When TRK/FPA is selected on the FCU, the "bird" (the FPV) is the flight reference with the TRK and
FPA as the basic guidance parameters.
The "bird" should be used when flying a stabilized segment of trajectory, e.g. a NPA or visual circuit.
INFORMATION PRESENTATION: The FPV appears on the PFD and indicates the track and FPA in
relation to the ground. The track is indicated on the PFD by a green diamond on the compass, in
addition to the lateral movement of the bird in relation to the fixed aircraft symbol.
On the ND, the track is
indicated by a green
diamond on the compass
scale. The difference in
angle between track and
heading indicates the drift.
The FPA is indicated on
the PFD by the vertical
movement of the bird in
relation to the pitch scale.
With the FDs selected ON,
the Flight Path Director
(FPD) replaces the HDG-
VS FD. With both FDs pb
set to off, the blue track
index appears on the PFD
horizon.
 USE OF THE FPV SELECTED / SELECTED NPA
NON-PRECISION APPROACH: The PF selects values for the inbound track and final descent path
angle on the FCU. Once on an intercept HDG for FINAL, select TRK/FPA and when appropriate turn
TRK to establish on FINAL once of established, only minor adjustments required.
Normally the PF intercept on finals with Config. 1, and then as follows:
1. At FAF -3nm the PF request Flaps 2,
2. At FAF -2nm the PF Request L/G,
3. At FAF -1nm the PF Request Flaps 3 and selects FPA on FCU,
4. At FAF -0.3nm the PF Request Flaps Full and pull FPA.
MONITORING FPA: At 0.5nm before reaching an
altitude x-check, the PNF says AT __NM YOU
SHOULD BE AT __FT. Then when passing the altitude
x-check, the PNF says __FT HIGH (LOW) and the PF
corrects, if needed, by adjusting the FPA by 0.1 for
every 10ft deviation, but with the lowest of -4.0 FPA
thus will result in getting back on profile within the next
1nm.
AP KEEPING: The approach can be flown with the AP
down to minimum -50 (if entered) or lowest 400 AGL (if
no minimum entered).
ACTIONS WHEN VISUAL: When you need to fly
manually, the PF, A) should disengage the A/P, B) ask
the PNF to deselect FDs, and C) ask the PNF to select
RWY Track.
 GNSS APPROACHES

RNAV / GNSS Approaches should be flown in fully manage modes. However during this fully managed
RNAV / GNSS Approach, the LATERAL GUIDANCE are obtained by GPS Data and the VERTICAL
GUIDANCE by the stored FPA and Altitude Constraints based on Baro Reference.
To perform RNAV approaches in FINAL APP:
For RNAV (GNSS): Need 2 FMS and 2 GPS + GPS PRIMARY
For RNAV approach WITHOUT GPS PRIMARY: Need HIGH accuracy (x-check raw data Vs ND)
Check the minimum OAT against the Jeppesen
Check FM vertical and lateral flight path: Use MCDU and the ND PLAN with constrains Vs Jeppesen
The crew must check the MCDU if contains: - Two or more FPA between descent point and the
MPA / RWY / FEP, and
- An AT OR ABOVE altitude constraint at the FAF.
ENTER VAPP as SPD constrain at the FAF.
Cases for Discontinuing the Approach:
GPS X-Track error > 0.3nm indicated in FINAL APP mode.
Deflection of the V/DEV bar > scale in FINAL APP mode the maximum deviation is always 200ft
(the vertical guidance are not like a cone, i.e. does not work like the Glide Slope of an ILS).
AP Off.
Message GPS PRIMARY LOST on both ND.
TOUCH & GO
 EMERGENCIES: Remember AVIATE-NAVIGATE-COMMUNICATE
GENERAL: In the Abnormal and Emergency Procedures, Airbus provides a limited number of
memory items. Therefore, for all other failures which have no memory items, means that for
their handling the crew have to either use the ECAM and/or the QRH and/or the FCOMs. In such
cases the speed by which the crew takes an action as part of the AVIATE process, it may be
detrimental to the safety of the flight. An example, no matter how remote, is the case of Dual
Engine Failure, where the QRH procedure 70.01 does not have any memory items. Therefore, in
order to qualify the AVIATE part, the PF must, A) lower the A/C nose in order to keep it flying
and in order to achieve / maintain 280kts, B) close thrust levers, and C) select ignition. Therefore
any unnecessary delay in taking these initial actions, immediately after diagnosing the dual
engine failures, the results on the safe flying of the A/C may be detrimental. In view of the
above, it is highly recommended that when you review the A/C emergencies, to THINK, APPLY
LOGIC and APPLY COMMON SENSE in the way you need to respond to each failure.
DODAR: Whilst ECAM is great and extremely useful, we should not neglect the need for going
through the D.O.D.A.R. process.
D-Diagnose, O-Options, D-Decide, A-Act, R-Review
Note: Additionally, do remember that the cabin crew are our eyes and ears in the back and
should you feel the need to consult with them, then you should include them as part of the
above process.
NITS: When the crew makes a decision (as part of their DODAR process), and before making a
PA, the PF must call the PSR to the cockpit for a NITS briefing. In order to have an effective
communication, it is essential that you should open the door and let your PSR through (unless
you consider that such action may negatively affect safety, i.e. in cases of cabin fire, smoke,
etc.). Additionally, the contact of the briefing should be that the PF dictates to the PSR the NITS
Briefing, the PSR takes notes and then acknowledges by repeating the briefing.
N-Nature of emergency, I-Intentions, T-Time Remaining, S-Special instructions (if any)
 REJECTED TAKE-OFF: RTO

A rejected takeoff is a potentially hazardous manoeuvre and the time for decision-making is limited.
For this purpose, many warnings and cautions are inhibited between 80 kt and 1 500 ft. Therefore,
any warnings received during this period must be considered as significant. To this effect, the takeoff
is divided into low and high speeds regimes, with 100 kt being chosen as the dividing line.
Below 100 kt, seriously consider discontinuing the takeoff if any ECAM warning/caution is activated.
Above 100 kt, and approaching V1, be "go-minded" and only reject the takeoff in the event of a major
failure, sudden loss of thrust, any indication that the aircraft will not fly safely, any red ECAM warning,
or any amber ECAM caution listed below:
F/CTL SIDESTICK FAULT
ENG FAIL
ENG REVERSER FAULT
ENG REVERSE UNLOCKED
ENG 1(2) THR LEVER FAULT
If a tire fails within 20 kt of V1, unless debris from the tire has caused noticeable engine parameter
fluctuations, it is better to get airborne, reduce the fuel load and land with a full runway length
available.
The decision to reject the takeoff must be made prior to V1 speed.
If a malfunction occurs before V1, for which the Captain does not intend to reject the takeoff, he will
announce his intention by calling "GO".
If a decision is made to reject the takeoff, the Captain calls "STOP". This call both confirms the
decision to reject the takeoff and also states that the Captain now has control it is the only time that
hand-over of control is not accompanied by the phrase "I have control".
 EMERGENCY EVACUATION TASK SHARING

REJECTED TAKEOFF CAPT F/O

RTO.Announce
Thrust levers..IDLE
Reverse thrustMAX AVAIL Reversers.Check/Announce
BrakesUSE AUTO or MANUAL BRAKES Deceleration.Check/Announce
Cancel any audio warning
Aircraft stopped
Reverse..Stowed
Parking brake.Apply Advise ATC
Cabin Crew (PA)Alert Locate EMER EVAC C/L

Evaluate the situation and if necessary orders ECAM Complete ECAM Actions Until and Including ENG
Actions make sure that the DOME LIGHT is selected MASTER (OPPOSITE SIDE)OFF (if displayed on
to BRIGHT EWD)
EMERGENCY EVACUATION C/L
AIRCRAFT / PARKING......BRK
ATC (VHF 1).NOTIFY
CABIN CREW (PA) ALERT:..CABIN CREW AT STATIONS
P (only if MAN CAB PR has been used)CHECK ZERO
ENG MASTER (ALL)...OFF
FIRE Pushbuttons (ALL: ENG and APU)..PUSH
AGENTS (ENG and APU)...AS RQRD
If Evacuation Required: EVACUATION.INITIATE:
EVACUATE, EVACUATE FROM ALL AVAILABLE EXITS
If Evacuation is not Required: CABIN CREW and PASSENGERS (PA)NOTIFY: CANCEL ALERT
 ENGINE FAILURE AFTER TAKE OFF (EFATO)
As mentioned earlier, insert in the SEC F-PLN either the Engine Out SID (EOSID) or Take-Off Alternate route.
In case of engine failure V1 => CONTINUE the Take-Off, then:
Maintain Directional Control (rudder) Aviate-PFD
Rotate 12,5, follow SRS (pitch) Aviate-PFD
Rudder Trim (blue beta target) Aviate-PFD
Engage Auto Pilot (AP) Aviate-FMA
Pull HDG Navigate-ND
THE ABOVE SHOULD BE COMPLETED BY 400ft AGL
IF OEB APPLICABLE ECAM WILL DIRECT YOU TO IT
The PF orders ECAM ACTIONS
PNF carries ECAM Actions until the ENG is Secure, i.e.:
- ENG MASTER OFF (for an engine failure without damage)
- AGENT 1 DISH (for an engine failure with damage)
- Fire Extinguished or AGENT 2 DISH (for an engine fire)
Once the ENG is secure, the PF STOP ECAM
Upon Reaching ACC ALT (1.500ft default), the PF pushes ALT
to Level Off or set Vs=0 and allow the speed to increase.
The PF request ACTIVATE SEC F-PLN then DIRECT TO __
The COMMUNICATE part of the Emergency Procedure is done at the first convenient time.
As speed increases, retract the flaps as normal when flaps at zero, the beta target revert to normal side slip indication.
Reaching GREEN DOT Speed, the PF pulls for OPEN CLIMB and set THR MCT.
PF CONTINUE ECAM. The PNF continue ECAM until the STATUS is displayed. At this point the PF AFTER TO C/L
and/or COMPUTER RESET and then STATUS should be reviewed.
ONE ENGINE OUT FLIGHT PATH
Follow the EOSID or SID or Request Radar Vectors
Obtain Wx and decide where to proceed.
ENGINE FAILURE AFTER V1
 SINGLE ENGINE ILS APPROACH

One important element on this approach is to avoid large thrust changes and thus avoiding
destabilization. This can be achieved by aiming to be in the landing configuration at the moment of
establishing on the GS if the crew configures too early, large amounts of power will be required to
maintain level flight and will therefore destabilize the approach.

FLYING PROCEDURE:
Establish on the LOC in CONFIG 1.
With reference platform altitude of 2.000ft AGL:
1.when GS DIAMOND is at 2 DOTS FLY UP, the PF should request Flaps 2 (the A/C has nm to
go before intercepting the GS)
DO NOT REDUCE THRUST as the A/C will slow down on its own, due to drag
2.when flaps have been extended, the PF request L/G down,
3.when L/G have been extended, the PF request Flaps 3,
4.when flaps have been extended, the PF request Flap Full unless Flaps 3 is the landing config.
If the platform altitude is > 2.000ft AGL delay the start of the landing configuration, i.e. if the
platform altitude is 3.000ft AGL, initiate the process 1-4 when the GS DIAMOND is 1 DOTS FLY
UP.
When over the threshold or 50ft (whichever is lower), the PF request to SET RUDDER TRIM
ZERO