A320 Family Handbook

This SOP is valid for all aircraft types within the A320 family.

1. Introduction

1. Introduction

1.1 Purpose

This handbook provides a structured introduction and operational guidance for the Airbus A320 family within our virtual airline.

It is designed to:

The document combines simplified theoretical explanations with operational procedures tailored for flight simulation.

1. Introduction

1.2 Applicability

This handbook applies to the following aircraft types:

All procedures are based on common Airbus philosophy and may be applied across the entire A320 family unless stated otherwise.

1. Introduction

1.3 Philosophy

The Airbus A320 family is designed around automation and pilot monitoring.

Key principles include:

Within this virtual airline, emphasis is placed on:

1. Introduction

1.4 Training Concept

This handbook is used as the primary training document for obtaining the virtual Airbus A320 Type Rating within BlueLake Airways.

It provides all required knowledge and procedures for:

Pilots may operate the A320 family within the airline once they have:

Philosophy

Training is focused on:

There is no fixed rank progression within the airline.
Qualification is based solely on aircraft type proficiency.

Core Rule

“Qualification is earned through competence, not rank.”

1. Introduction

1.5 Use of this Handbook

This handbook is intended to be used:

It is not intended to replace real-world manuals, but to provide a practical and simulation-focused adaptation.

2. Aircraft Overview

2. Aircraft Overview

2.1 General Description

The Airbus A320 family is a series of narrow-body, twin-engine jet airliners designed for short- to medium-haul operations.

It includes:

All aircraft share a common cockpit design, allowing pilots to operate multiple variants with minimal additional training.

2. Aircraft Overview

2.2 Key Characteristics

The A320 family introduced several innovations that define modern airliner operations:

Fly-By-Wire System

The aircraft is controlled electronically rather than mechanically.

Pilot inputs via the sidestick are interpreted by flight control computers, which:

Sidestick Control

Instead of a traditional control column, the A320 uses a sidestick.

Characteristics:

ECAM (Electronic Centralized Aircraft Monitoring)

The ECAM system provides:

This reduces pilot workload and improves situational awareness.

2. Aircraft Overview

2.3 Cockpit Philosophy

The Airbus cockpit is designed around the concept of:

“Manage the flight path, monitor the automation.”

Key ideas:

2. Aircraft Overview

2.4 Differences within the A320 Family

While cockpit operation remains largely identical, there are operational differences:

2. Aircraft Overview

2.5 Typical Operations

The A320 family is commonly used for:

Typical cruise altitude:

Typical cruise speed:

2. Aircraft Overview

2.6 Summary

The Airbus A320 family combines:

Understanding its philosophy is essential before applying operational procedures.

3. Cockpit Layout

3. Cockpit Layout

3.1 General Layout

The Airbus A320 cockpit is designed for efficiency, clarity, and automation management.

It is divided into three main areas:

This standardized layout is identical across the A320 family.

3. Cockpit Layout

3.2 Overhead Panel

The overhead panel is used to control and monitor aircraft systems.

Main sections include:

Design principle:

3. Cockpit Layout

3.3 Main Instrument Panel

This is the primary area for flight control and monitoring.

Primary Flight Display (PFD)

Displays essential flight data:

Navigation Display (ND)

Shows:

ECAM Displays

The ECAM system consists of two screens:

Purpose:
To provide automatic system monitoring and assist pilots in abnormal situations.

3. Cockpit Layout

3.4 Flight Control Unit (FCU)

The FCU is located on the glare shield and is used to control the autopilot.

Functions include:

Key concept:

3. Cockpit Layout

3.5 Pedestal

The pedestal contains systems used during active flight management.

Thrust Levers

MCDU (Multipurpose Control and Display Unit)

Used to interact with the Flight Management System (FMS).

Main functions:

Radio and Communication Panels

Used for:

3. Cockpit Layout

3.6 Sidestick

Each pilot controls the aircraft using a sidestick.

Characteristics:

3. Cockpit Layout

3.7 Summary

The A320 cockpit is designed around:

Pilots are expected to:

A solid understanding of the cockpit layout is essential before performing operational procedures.

4. Standard Operating Procedures (SOPs)

4. Standard Operating Procedures (SOPs)

4.1 Cockpit Preparation

Objective

To ensure the aircraft is correctly configured, powered, and programmed prior to engine start.

Crew Concept

Initial Cockpit Setup

PM:

  1. BAT 1 + BAT 2 → ON
  2. External Power → ON (if available)

Check:

Overhead Panel Setup (PM)

ADIRS:

Cockpit Lighting (PM)

MCDU Initialization (PF)

INIT A Page:

Flight Plan Page:

INIT B Page:

Performance Setup:

FMGS Crosscheck

PM cross-checks all entries:

Flight Instruments Setup

Both pilots:

Takeoff Briefing (PF)

Must include:

Before Start Checklist

Performed when all preparation is complete.

Key Principles

Philosophy

A correct cockpit preparation ensures:

A rushed or incomplete setup increases risk significantly.

4. Standard Operating Procedures (SOPs)

4.2 Engine Start

Objective

To safely start the engines while ensuring proper coordination with ground crew and maintaining full control of the aircraft during pushback or stand departure.

General Principle

Engine start must only be performed when:

Mandatory Condition

👉 Engine start is only permitted after “CLEAR TO START” from ground crew

Engine Start WITH Pushback

Preconditions

Procedure

PF:

PM:

Pushback Initiation

Engine Start Sequence

After “CLEAR TO START”:

PF: “Start Engine 1”
PM: “Starting Engine 1”

PM:

ECAM Monitoring (PM)

Callouts

During Pushback

After Pushback

Engine Start WITHOUT Pushback (Self Maneuvering Stand)

Preconditions

Procedure

PF:

Engine Start

PF: “Start Engine 1”
PM: “Starting Engine 1”

PM:

ECAM Monitoring

Key Difference

After Start Actions (Both Cases)

PM Flow:

Key Principles

Core Rule

“No clear area – no engine start.”

Outcome

Single Engine Taxi Policy

To improve fuel efficiency and reduce engine wear, single engine taxi should be used when operationally feasible.

Application

Single engine taxi is required when:

Applicable airports are defined in the respective airport briefing.

Procedure

Considerations

4. Standard Operating Procedures (SOPs)

4.3 Taxi

Objective

To safely maneuver the aircraft from stand to runway while maintaining full control, situational awareness and ground crew safety.

Taxi Phase Definition

The taxi phase begins when:

Taxi Clearance

PF: Requests taxi clearance
PM: Handles ATC communication

Taxi Procedure

PF:

Thrust Management

Steering

Speed Control

Brake Usage

Self Maneuvering / 180° Turns

At stands where no pushback is used and a self-turn (e.g. 180°) is required:

Procedure

PF:

Speed & Control

Lighting Policy (Ground Safety)

During initial movement (nose still facing stand/apron):

Once aligned with taxi direction:

Purpose

Taxi Lights Configuration

During normal taxi:

Monitoring (PM)

Flight Control Check

Performed during taxi:

PF: “Flight Controls Check”

PM monitors ECAM:

Before Takeoff Preparation

Key Principles

Core Rule

“Taxi is a low-energy phase – precision over speed.”

Outcome

A correct taxi ensures:

Second Engine Start (Single Engine Taxi Operations)

Objective

To ensure both engines are available and stabilized prior to takeoff.

Timing

👉 The second engine must be started:

Procedure

Monitoring

Operational Note

Core Rule

“Be ready before the runway – not on it.”

 

4. Standard Operating Procedures (SOPs)

4.4 Takeoff

Line-Up

PF:

PM:

Takeoff Clearance

PM: Confirms ATC clearance
PF: “Takeoff”

Thrust Application

  1. Thrust Levers → ~50% N1 (stabilization)

  2. Then → FLEX/MCT or TOGA

Standard Callouts (PM)

Takeoff Roll

PM Callouts:

Rotation

PF:

Liftoff

PM:

PF:

Initial Climb

After Takeoff

Climb Thrust

Autopilot Engagement

The autopilot may only be engaged when the aircraft is properly stabilized and following the Flight Director.

Conditions for Autopilot Engagement:

Recommendation:

Key Principle

“Follow the Flight Director first – then engage the autopilot.”

Engaging the autopilot while not aligned with the Flight Director may result in:

Philosophy

A stabilized and disciplined takeoff ensures:

4. Standard Operating Procedures (SOPs)

4.5 Climb

Objective

To establish a stable and efficient climb profile after takeoff.

After Takeoff Flow

At acceleration altitude:

PF:

PM:

Flap Retraction

Thrust Setting

Autopilot

Standard Procedure

The aircraft shall follow:

Exceptions

Selected modes may only be used if:

Monitoring (PM)

Passing Transition Altitude

During Climb

Key Principles

4. Standard Operating Procedures (SOPs)

4.6 Cruise

Objective

To maintain a stable and efficient flight at cruise altitude.

Establishing Cruise

Autopilot & Automation

Cruise Speed Management

During cruise, the aircraft should remain in Managed Speed Mode under normal conditions.

Standard Procedure

The aircraft automatically optimizes:

Exceptions

Selected speed may only be used if:

Monitoring Duties

Both pilots:

Systems Monitoring (PM)

Navigation

ATC Interaction

Situational Awareness

Key Principles

4. Standard Operating Procedures (SOPs)

4.7 Descent

Objective

To conduct a controlled and passenger-comfort-oriented descent from cruise altitude to approach phase while maintaining compliance with all constraints.

Descent Philosophy (VA Standard)

The descent is primarily flown with a focus on:

Descent Preparation

PF:

PM:

Top of Descent (TOD)

Descent Mode (STANDARD VA PROCEDURE)

Vertical Mode:

The descent is manually controlled to ensure:

Managed Mode Usage:

Examples:

Speed Management

The aircraft shall:

After STAR (Approach Phase Transition)

Exceptions

Selected modes may be used if:

Monitoring (PM)

Energy Management

If aircraft is high or fast:

Thrust Management

Transition Level

Key Principles

Core Rule

“Vertical path is pilot-controlled – speed is aircraft-managed.”

Outcome

A properly managed descent results in:

4. Standard Operating Procedures (SOPs)

4.8 Approach

Objective

To establish a stable, controlled and smooth transition from descent into final approach, ensuring a safe and predictable landing.

Approach Philosophy (VA Standard)

The approach continues the descent philosophy:

Focus:

Approach Preparation

PF:

PM:

Initial Approach Phase

Localizer Capture

Glide Slope Intercept

Configuration Requirement:

👉 Flaps 2 must be set BEFORE Glide Slope capture

This ensures:

Configuration During Approach

Progressive configuration:

Final Approach (Stabilization Phase)

Configuration Targets:

By latest 5 NM Final:

Stabilization Requirement:

By 2 NM Final (latest at MINIMUM call):

The aircraft MUST be:

Speed Management

On final:

Stabilized Approach Criteria

At:

Aircraft must be:

If NOT stabilized:

👉 Immediate GO-AROUND

Monitoring (PM)

Standard Callouts

Mode Philosophy

Exceptions

Deviation from SOP allowed only if:

Core Rule

“Stabilize early – never chase the aircraft.”

Outcome

A correct approach results in:

4. Standard Operating Procedures (SOPs)

4.9 Landing

Objective

To safely land the aircraft from a stabilized approach and conduct a controlled rollout while maintaining compliance with ATC and ensuring passenger comfort.

Landing Clearance Policy (VA Standard)

Without Landing Clearance:

If no landing clearance is received:

👉 At MINIMUM call:

With “Expect Late Landing Clearance”:

If ATC issues:

👉 “Expect Late Landing Clearance”

Procedure:

If still NO landing clearance:

Final Approach (Short Final)

Flare

PF:

Touchdown

After Touchdown

PF:

PM:

Automatic Systems

Deceleration Phase

Autobrake Policy:

👉 Autobrake must NOT be disconnected before these speeds

Manual Braking

Runway Exit Speeds

High-Speed Turnoff:

Standard / Tight Turns:

Reverse Thrust

Callouts (Typical)

After Landing

Key Principles

Core Rule

“No clearance – no landing.”
“Any deviation results in a GO-AROUND – landing is considered a bonus, not a requirement.”

Outcome

A correct landing results in:

4. Standard Operating Procedures (SOPs)

4.10 Taxi & Shutdown

Objective

To safely taxi from the runway to the gate and perform complete aircraft shutdown while maintaining SOP compliance, passenger comfort, and ground crew safety.

Taxi After Landing

Initial Rollout

PF:

PM:

Runway Exit

PF:

PM:

Taxi to Gate

Lights:

Approach to Parking Spot / Stand

PF:

PM:

Ground Crew Safety:

Engine Shutdown Procedure

Engine shutdown is based on technical requirements, not ground crew signals.

Cooldown Requirement

After engine operation at higher thrust settings:

👉 A minimum cooldown period of 60 seconds must be observed before shutdown.

This applies from:

Purpose of Cooldown

The cooldown period ensures:

Standard Procedure

After parking brake is set:

  1. Maintain engines at IDLE thrust
  2. Monitor engine parameters
  3. Wait minimum 60 seconds cooldown

Engine Shutdown

After cooldown is complete:

Important Notes

After Engine Shutdown (Turnaround)

Objective

To safely transition the aircraft from engine operation to ground handling during turnaround while ensuring system stability and ground crew safety.

Engine Spool Down Monitoring

After engine shutdown:

Beacon Light Policy

👉 Beacon must remain ON until engines are fully spooled down

Only then:

Purpose

This ensures:

APU Usage During Turnaround

The APU may remain in operation during turnaround depending on environmental conditions.

Standard Practice

Typical Use Cases

APU should remain ON when:

When APU May Be Turned OFF

Electrical Configuration

Cabin & Systems

Key Principles

Core Rule

“Shutdown is a transition – not the end of operation.”

Outcome

Aircraft Shutdown Procedure

Apply if crew leave the aircraft and no new crew is there to take the aircraft.

Before Shutdown

PM / PF:

Standard Shutdown Flow

  1. Engines → OFF (Engine Master switches)
  2. APU → ON (if ground power needed)
  3. External Power → CONNECTED
  4. Battery switches → OFF (as required)
  5. Anti-collision lights → OFF
  6. Flight Instruments → Parked / Safe
  7. Parking Brake → SET

After Shutdown

Key Principles

Outcome

5. Checklists & Flows

5. Checklists & Flows

5.1 Philosophy

Checklists are used to verify actions, not to perform them.

All procedures follow the principle:

👉 FLOW → CHECKLIST

Core Rule

“The flow sets the aircraft – the checklist verifies it.”

General Rules

5. Checklists & Flows

5.2 Cockpit Preparation

🔹 PM Flow (Overhead → Pedestal → Screens)

🔹 PF Flow (MCDU + Instruments)

✅ Cockpit Preparation Checks

5. Checklists & Flows

5.3 Before Start

PM Flow

🔹 PF Flow

✅ Before Start Checks

5. Checklists & Flows

5.4 After Start

🔹 PM Flow

🔹 PF Flow

✅ After Start Checks

5. Checklists & Flows

5.5 Taxi

🔹PM Flow

🔹 PF Flow

✅ Taxi Checks

5. Checklists & Flows

5.6 Before Takeoff

🔹 PM Flow

🔹 PF Flow

✅ Before Takeoff Checks

5. Checklists & Flows

5.7 After Takeoff

🔹 PM Flow

🔹 PF Flow

✅ After Takeoff Checks

5. Checklists & Flows

5.8 Approach

🔹 PM Flow

🔹 PF Flow

✅ Approach Checks

5. Checklists & Flows

5.9 Landing

🔹 PM Flow

🔹 PF Flow

✅ Landing Checks

5. Checklists & Flows

5.10 After Landing

🔹 PM Flow

🔹 PF Flow

✅ After Landing Checks

5. Checklists & Flows

5.11 Shutdown

🔹 PM Flow

🔹 PF Flow

✅ Shutdown Checks

5. Checklists & Flows

5.12 Key Principles

Core Rule

“Discipline in flows creates safety in flight.”

Outcome

6. MCDU / FMS Guide

6. MCDU / FMS Guide

6.1 Objective

The MCDU (Multipurpose Control and Display Unit) is used to manage:

Correct setup is essential for safe and efficient flight operations.

General Philosophy

6. MCDU / FMS Guide

6.2 INIT A Page

Used for basic flight initialization.

Required Entries:

Key Rule

All entries must be cross-checked by PM

6. MCDU / FMS Guide

6.3 Flight Plan Page

Route Input:

Important:

Core Rule

“No discontinuities without reason.”

6. MCDU / FMS Guide

6.4 INIT B Page

Fuel & Weight:

Importance:

Incorrect values will result in:

6. MCDU / FMS Guide

6.5 Performance Pages

Takeoff (PERF TO)

Climb (PERF CLB)

Cruise (PERF CRZ)

Descent (PERF DES)

Approach (PERF APPR)

6. MCDU / FMS Guide

6.6 Key Pilot Tasks and common errors

Key Pilot Tasks

During all phases:

Common Errors

6. MCDU / FMS Guide

6.7 Crosscheck Concept

Every critical input must be:

  1. Entered by PF
  2. Verified by PM

Core Rule

“Garbage in → Garbage out.”

Key Principle

The MCDU is a tool:

Outcome

A correctly programmed MCDU ensures:

7. Flight Handling & Airbus Philosophy

7. Flight Handling & Airbus Philosophy

7.1 Objective and Philosophy

Objective

To understand how to properly control and manage the Airbus A320 using automation, while maintaining full situational awareness.

Core Philosophy

The Airbus is designed around one key concept:

👉 “Manage the flight path, monitor the automation.”

Pilots do NOT “fly the aircraft” in the traditional sense:

7. Flight Handling & Airbus Philosophy

7.2 Managed vs Selected Mode

This is the most important concept in Airbus operations.

Managed Mode

Used when:

Selected Mode

Used when:

Core Rule

“Managed by default – Selected when required.”

7. Flight Handling & Airbus Philosophy

7.3 Flight Director (FD)

The Flight Director provides guidance via crossbars on the PFD.

Key Rule

👉 The aircraft must follow the FD crossbars

Autopilot Engagement Rule

The autopilot may only be engaged if:

Core Principle

“First fly the FD – then engage the autopilot.”

7. Flight Handling & Airbus Philosophy

7.4 Flight Mode Annunciator (FMA)

Located at the top of the PFD.

Importance

The FMA shows:

Key Rule

👉 Always confirm mode changes on the FMA

Standard Call

 

7. Flight Handling & Airbus Philosophy

7.5 Thrust Management

The A320 uses fixed thrust detents:

Key Concept

Core Rule

“Set thrust – let the system manage it.”

7. Flight Handling & Airbus Philosophy

7.6 Energy Management

Energy = Speed + Altitude

Good Energy State

Bad Energy State

Correction Methods

7. Flight Handling & Airbus Philosophy

7.7 Automation Discipline

Pilots must:

Common Mistakes

Core Rule

“If you don’t understand the mode – you are not in control.”

7. Flight Handling & Airbus Philosophy

7.8 Manual Flying

Manual flying is required:

Key Principle

7. Flight Handling & Airbus Philosophy

7.9 Situational Awareness

Pilots must always know:

Core Rule

“Stay ahead of the aircraft.”

Outcome

Correct application of Airbus philosophy results in:

8. Abnormal Procedures

8. Abnormal Procedures

8.1 Objective and Philosophy

Objective

To provide simplified guidance for handling non-normal situations in a safe and structured manner.

General Philosophy

In all abnormal situations:

👉 Aviate – Navigate – Communicate

  1. Fly the aircraft
  2. Maintain situational awareness
  3. Communicate when workload permits
8. Abnormal Procedures

8.2 ECAM Philosophy

The ECAM system provides:

Core Rule

“Follow ECAM – do not memorize procedures.”

8. Abnormal Procedures

8.3 Engine Failure After Takeoff

At safe altitude:

8. Abnormal Procedures

8.4 Unstable Approach and Go-Around

Unstable Approach

Go-around if:

Go-Around

Core Rule

“When in doubt – go around.”

8. Abnormal Procedures

8.5 TCAS (RA)

9. Performance & Limits

9. Performance & Limits

9.1 Objective

This chapter provides a structured understanding of the Airbus A320 performance fundamentals and operational limits required for safe and efficient flight operations.

It is not intended to replace real-world performance manuals, but to give pilots the necessary knowledge to:

9. Performance & Limits

9.2 Takeoff Performance

V-Speeds Explained

Before every departure, three critical speeds must be calculated and inserted into the MCDU:

V1 – Decision Speed

VR – Rotation Speed

V2 – Takeoff Safety Speed

Operational Importance

Incorrect V-speeds can lead to:

Core Rule

“Takeoff performance is calculated – never estimated.”

9. Performance & Limits

9.3 Approach & Landing Speeds

VAPP – Final Approach Speed

VAPP is the target speed during final approach.

It includes:

Stability Requirement

Maintaining VAPP ensures:

Operational Note

Excessive speed leads to:

Too low speed leads to:

Core Rule

“A stable approach requires a stable speed.”

9. Performance & Limits

9.4 Flap Configuration & Limits

The Airbus A320 uses multiple flap configurations to adapt to different flight phases.

Flap Settings Overview

Speed Limits (Typical)

Operational Importance

Exceeding flap limits may cause:

Core Rule

“Configuration must always match speed.”

9. Performance & Limits

9.5 Taxi Speed Limits

Taxi speed is critical for:

Standard Taxi Speeds

Special Cases

Operational Importance

Excessive taxi speed increases:

Core Rule

“Taxi speed must always match environment.”

9. Performance & Limits

9.6 Cruise Performance

Typical Cruise Envelope

Efficiency Considerations

Monitoring Requirements

Pilots must monitor:

Core Rule

“Cruise is about efficiency, not speed.”

9. Performance & Limits

9.7 Descent Performance & Energy Management

Descent Characteristics

Energy State Awareness

Pilots must continuously assess:

High Energy Situation

Correction methods:

Low Energy Situation

Correction methods:

Core Rule

“Energy must be managed early – not corrected late.”

9. Performance & Limits

9.8 Operational Limits

Pilots must always respect:

Importance

Limits are not recommendations – they define:

Core Rule

“Limits are absolute – not optional.”

9. Performance & Limits

9.9 Stabilized Approach as Performance Factor

A stabilized approach is the final expression of correct performance management.

Requirements

Outcome

If performance is managed correctly:

Core Rule

“A good landing starts with good performance management.”

9. Performance & Limits

9.10 Summary

Performance management in the A320 is based on:

Final Principle

“Performance defines safety, efficiency and control.”