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.

4.2 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

4.3 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.”

 

4.4 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:

4.5 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

4.6 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

4.7 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:

4.8 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:

4.9 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:

4.10 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