What is the normal Airbus A320 checklist flow?

An A320 normal flow is the memorised cockpit pattern used to configure the aircraft; the normal checklist is the independent read-back that verifies key items afterwards. For Aviation & Real-World Flying and other simulators, the reference below follows that method, but it is not an approved airline operating checklist for real-world use.

The usual sequence is Cockpit Preparation, Before Start, engine start, After Start, Taxi, Before Take-off, After Take-off, cruise and descent preparation, Approach, Landing, After Landing and Parking. It reflects the structure of real A320 normal procedures, but exact wording, division of duties and checklist triggers differ between operators and simulator add-ons.

Printable Airbus A320 normal checklist

Use this simulator-oriented A320 normal checklist after completing the corresponding cockpit flow, reading each item as a verification rather than as the instruction that first moves the switch.

Variable wording and callouts: engine-start order, cabin-ready calls, brake checks, line-up items, packs, exterior lights, anti-ice and challenge-and-response wording are operator-specific. Follow the documentation supplied with the simulated aircraft where it conflicts with this reference.

If the aircraft is cold and dark, complete the power-up, ADIRS, APU and engine-start preparation sequence before treating the cockpit as ready. Route, departure and performance entries are covered separately in our A320 MCDU setup sequence for INIT, F-PLN and PERF.

Cockpit Preparation checklist

Run this check after power-up and cockpit setup are complete, while the aircraft remains safely parked.

• Gear pins, covers and ground equipment: removed or accounted for; the simulated aircraft is clear to move when authorised.
• Electrical power: a stable external-power or APU source is connected and the electrical indications are normal.
• ADIRS: selectors are at NAV, alignment is complete or progressing normally, and the initial position is correct.
• Fuel quantity: indicated fuel agrees with the planned load and is adequate for the flight.
• FMGS and take-off data: route, runway, SID, weights, speeds and thrust data are entered and cross-checked when available.
• FCU and barometric reference: initial cleared altitude and local pressure are set correctly; both sides agree where modelled.
• Overhead and ECAM: the panel has the expected dark-cockpit appearance and no unexplained fault or status item remains.
• Departure briefing: runway, initial routing, first altitude, take-off configuration, rejected take-off considerations and immediate return plan are understood.

Before Start checklist

Complete the Before Start checklist before pushback or engine rotation, normally with the aircraft stationary.

• Cockpit preparation: complete, including final take-off data and departure review.
• Windows and doors: closed; cabin and cargo-door indications show the required state.
• Ground equipment: external connections, stairs and vehicles are clear or controlled by the pushback arrangement.
• Parking brake or tug: configured as briefed for the intended pushback or start method.
• Thrust levers: at IDLE; engine masters are in the correct pre-start state.
• Fuel and pneumatics: pumps, APU bleed and packs are configured for the modelled start procedure.
• Beacon: on before engine rotation; start or pushback clearance has been obtained where applicable.

Engine-start bridge: select IGN/START and operate the engine masters in the sequence required by the aircraft or operator. Engine 2 first is common during pushback, but not universal. Monitor rotation, fuel flow, EGT, oil pressure and stable idle instead of assuming the FADEC has completed a healthy start.

After Start checklist

Run the After Start checklist once both engines are stable and before releasing the aircraft for taxi.

• Engines: both are at stable idle with normal indications and no start fault.
• Engine mode selector: returned to NORM unless continuous ignition is required.
• APU and bleed system: configured for taxi and take-off conditions; do not shut down the APU if it is still required.
• Anti-ice: selected as required by the actual conditions.
• Flaps and slats: selected to the calculated take-off configuration and showing the expected position.
• Pitch and rudder trim: take-off pitch trim set; rudder trim zero or within the required range.
• Ground spoilers: armed; take-off autobrake mode selected where modelled, commonly MAX.
• ECAM: no unresolved warning or status item that affects dispatch or take-off.

Taxi checklist

Complete taxi checks early enough to avoid rushing them near the runway.

• Brakes: pedal response and deceleration checked soon after movement; pressure indications are sensible.
• Flight controls: full, free and correct movement verified, including the ECAM flight-control display where available.
• Flight instruments: heading and attitude indications respond correctly during turns; both sides agree.
• Steering and brake temperature: normal for continued taxi and take-off.
• Take-off configuration test: completed after the final flap, trim and spoiler setup.
• Taxi route: understood, with the assigned runway and holding point positively identified.

Before Take-off checklist

Complete the Before Take-off checklist at a safe holding point, with any operator-specific line-up items performed at the correct later trigger.

• Runway and departure: runway markings, heading and SID agree with the clearance and FMGS.
• Take-off data: V1, VR, V2, flap configuration and FLEX or TOGA plan agree with the calculation for this runway.
• FCU and guidance: initial cleared altitude is correct; flight directors and armed lateral or vertical modes are as expected.
• Cabin: ready indication or call received; signs set as required.
• Transponder and TCAS: set for departure, normally including the required traffic mode before entering the runway.
• Flaps, trim, spoilers and autobrake: still in the intended take-off configuration.
• ECAM take-off memo: all required items satisfied, with no unexplained blue item and no active configuration warning.
• Line-up items: landing lights, strobes, packs and any final cabin call set according to the aircraft and operator procedure.

After Take-off checklist

Run this checklist only after the aircraft is climbing safely, the configuration changes are complete and the workload permits.

• Landing gear: up and locked, with no red or unsafe indication.
• Flaps and slats: retracted on schedule; the indication shows a clean aircraft when acceleration is complete.
• Thrust: levers moved to the CL detent when prompted and the expected FMA mode confirmed.
• Packs and bleeds: returned to the normal climb configuration if they were altered for take-off.
• Barometric reference: set to standard passing the transition altitude, with both sides cross-checked.
• ECAM: no unexpected warning or status item; engine and fuel indications remain normal.

Cruise and descent preparation: monitor fuel, systems and route progress, then prepare the arrival before top of descent. Enter the arrival and approach, obtain weather, calculate landing performance, set minima and brief the missed approach. Many operators do not use separate spoken Cruise and Descent checklists, but the flows still have to be completed.

Approach checklist

Complete the Approach checklist before the final approach becomes workload-intensive.

• Approach briefing: runway, approach type, navigation setup, minima, missed approach and threats confirmed.
• Landing performance: runway condition, wind, landing configuration, autobrake and stopping margin reviewed.
• FMGS: arrival and approach sequence checked for unwanted discontinuities, incorrect constraints or the wrong runway.
• Barometric reference: local QNH set and cross-checked passing the transition level on descent.
• Minimum: barometric or radio minimum entered as appropriate and displayed correctly.
• ECAM status: checked, with any operational consequence understood before continuing.
• Cabin and signs: secured or progressing normally; seat-belt signs set as required.
• Landing setup: autobrake selected and ground spoilers armed at the point specified by the procedure.

Landing checklist

Complete the Landing checklist after the aircraft has been physically configured for landing and before the applicable stabilised-approach gate.

• Cabin: ready and signs on.
• Landing gear: down and locked with the expected indications.
• Flaps: planned landing configuration selected and achieved, normally FULL or calculated CONF 3.
• Ground spoilers: armed.
• Autobrake: planned setting selected and displayed.
• Autothrust and speed: status and target speed appropriate for the intended landing technique.
• ECAM landing memo: required items complete with no unexplained blue entry.

After Landing checklist

Begin the full After Landing flow only after the aircraft is clear of the runway and under control.

• Ground spoilers: disarmed; verify the lever position rather than relying only on spoiler retraction.
• Flaps and slats: retracted and indicating zero.
• Weather radar and predictive windshear: off as required for ground operation.
• TCAS and transponder: set to the required ground mode.
• Exterior lights: landing and strobe lights changed for taxi clear of the runway.
• APU: started in time to provide power or air at the stand if needed.
• Anti-ice and other systems: changed only when conditions and operator procedure permit.
• Brake temperature: monitored before parking, especially after heavy braking or a short turnaround.

Parking checklist

Run the Parking checklist once stopped on stand with the parking arrangement secure.

• Parking brake or chocks: set and confirmed according to the stand procedure.
• Electrical source: APU or external power established before engine shutdown.
• Engines: masters off; engine indications decreasing normally.
• Beacon: off only after the engines have stopped and the area is safe.
• Fuel pumps and exterior lights: off or configured for the turnaround state.
• Seat-belt signs and cabin: released when safe.
• ECAM and aircraft status: reviewed for shutdown messages or maintenance indications.
• Securing: complete the separate securing flow, including ADIRS and batteries, if leaving the aircraft rather than turning it around.

A320 cockpit flows and their checklist triggers

Each A320 normal checklist is read after its matching cockpit flow, so the flow performs the work and the checklist catches omissions.

Our practical flow-and-check method for an A320 simulator flight explains how to divide these tasks without turning every checklist into a slow read-and-do exercise.

A single-simulator pilot should stop at the stand, a holding point or another safe taxi location before prolonged MCDU work, performance recalculation or troubleshooting. Do not programme the FMGS while taxiing. Airborne, fly first; delay non-essential work, use the autopilot appropriately or go around if the approach cannot be completed safely. A simulator pause is useful for learning, but it is not part of a real A320 flow.

When should you run the A320 T.O. CONFIG test?

Run the A320 T.O. CONFIG test after the take-off flaps, trim and ground spoilers have been set, and before entering the runway.

1. Finish the take-off setup: select the calculated flap configuration, set take-off pitch trim, confirm rudder trim, arm the ground spoilers and select the required take-off autobrake mode. Enter and cross-check the take-off data available to the add-on.
2. Choose a low-workload moment: perform the test after start or during taxi according to the simulated procedure. If taxiing, use a straight, clear section; otherwise stop before going heads-down.
3. Press the T.O. CONFIG pushbutton: observe the ECAM rather than merely listening for a sound or assuming the button worked.
4. Interpret the result: T.O CONFIG NORMAL means the monitored aircraft configuration has not produced a take-off configuration warning. Correct any ECAM warning at its source instead of bypassing it.
5. Verify again before take-off: the final take-off memo should have no unexplained blue item. Repeat the test if flaps, trim, performance data or another relevant setting is changed.

A normal test is not approval of the flight plan. It does not prove that the correct runway was selected, that sufficient runway is available, that weights or V-speeds were calculated correctly, or that the FLEX temperature and FMGS entries belong to this flight. Some systems can detect missing or inconsistent data, but plausible-looking wrong data may still pass.

Common causes of a warning include an incorrect flap selection, pitch trim outside the take-off range, ground spoilers not armed or a rudder-trim discrepancy. Exact monitoring varies with A320 standard and add-on depth, so read the displayed ECAM message rather than guessing from another aircraft package.

What belongs on the A320 landing checklist?

The A320 landing checklist is a short final verification of landing configuration, not a substitute for the much larger approach flow.

The approach flow handles arrival programming, weather, landing performance, approach briefing, navigation setup, QNH, minima, missed approach review and initial configuration. The landing checklist begins only after the physical landing configuration is being established—commonly around gear extension—and is completed once the planned flap setting is achieved. The exact trigger and callout are operator-variable.

Check gear down and locked, planned landing flaps, ground spoilers armed, autobrake selected, cabin ready, speed and autothrust status, then verify the ECAM landing memo. Once displayed, the memo should show the required items complete with no unexplained blue entry. For a CONF 3 landing, set the landing-flap selection or GPWS option required by the simulated aircraft so it does not expect FULL.

On descent, change from standard pressure to local QNH at the transition level and cross-check both sides. Confirm the correct minimum, approach mode and FMA after every automation change. Do not set the missed-approach altitude prematurely if doing so would remove the active cleared altitude or interfere with the approach guidance.

A clean landing memo does not validate runway identity, QNH, minima, landing distance or approach stability. If major MCDU work, briefing or performance calculation remains on final approach, delay the approach or go around instead of trying to finish it during the landing checklist.

Where should the checklist begin when the simulator loads a preset state?

Begin at the phase represented by the loaded aircraft, but verify inherited settings before trusting the preset.

Can ECAM replace the normal A320 checklist?

No; ECAM supports the Airbus A320 checklist through take-off and landing memos, status information and abnormal procedures, but it does not independently verify the whole flight.

The take-off memo can expose an incomplete configuration, and the landing memo gives a valuable final landing check. Neither can know that the selected runway is the one assigned, that a performance calculation used the right weather, or that the crew understood the clearance. The FMA has a similar boundary: it shows what the automation is doing, but the pilot still has to decide whether that mode is appropriate.

Common A320 checklist failures in flight simulators

Most simulator checklist failures come from stale preset data, an unfinished flow or an assistance feature changing controls after they were checked.

• ADIRS alignment never completes: maintain stable electrical power, set the selectors and initial position correctly, and do not move the aircraft during alignment when the add-on models that restriction.
• Take-off speeds are missing: complete the PERF page with valid flight-specific data. Never copy V-speeds from a flight with a different runway, weight or weather.
• The engine mode selector remains at IGN/START: return it to NORM during the After Start flow unless the conditions require continuous ignition.
• T.O. CONFIG was tested too early: finish flaps, trim and spoilers first, then rerun the test after any relevant change.
• A blue memo item remains: identify the specific unsatisfied item. Do not treat “mostly complete” as checklist complete.
• The aircraft follows an unexpected mode: read the FMA after every FCU input. Button lights and knob positions alone do not confirm the active guidance mode.
• Approach preparation starts too late: finish the arrival, minima, landing calculation and briefing before descent workload builds.
• Controls change by themselves: disable the relevant checklist assistance, AI copilot or automated helper before diagnosing the aircraft as faulty.
• A checklist from another add-on is followed literally: engine option, A320-family variant, operator SOP and modelling depth can all alter individual actions.

Real-world use and optional supporting material

For actual aircraft operations, the operator’s approved manuals, current checklists, training and crew procedures are the authority; this simulator reference must not be used for operational flying.

For an additional paper prompt beside the simulator, our printable A319/A320/A321 full-flight manual and checklist is optional supporting material. Its wording may differ from a particular add-on or operator, so use the phase checklist above as the practical reference and reconcile switch-level differences with the aircraft’s supplied documentation.