UK CAA / EASA APPROVED A320 Family COMBINED MCC AND

UK CAA / EASA APPROVED

A320 Family

COMBINED MCC AND AIRCRAFT

TYPE RATING COURSE

AIRBUS SOP’S

ATO MANUAL APPENDIX D

JULY 2015

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Appendix D

A320 Family Type Rating Course

July 2015

INTENTIONALLY BLANK

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Appendix D


INDEX

SECTION 1

1.1. INTRODUCTION

1.2. TRAINING

1.3. MCC COURSE REQUIREMENTS – BRIEFING SHEET

1.4. MCC

1.5. REFERENCE

1.6.

1.7. DECISION

1.8.

MATERIAL

TYPES OF CHECK

THE AUTOMATIC AIRCRAFT

1.9. GROUP

SECTION 2 – GROUND SCHOOL

2.1. SYSTEM & GROUND SCHOOL COURSE

2.2. PERFORMANCE

2.3. MASS AND BALANCE

2.4. JEPPESEN CHARTS

2.5. LESSON PLANS

2.6. MANUAL/HANDOUTS

2.7. FLIGHT MANAGEMENT GUIDANCE SYSTEM TRAINER (FMGS) & EXCERCISES

2.8 COCKPIT SYSTEMS TRAINER (CST) OTD

2.9 ECAM

2.10 STUDY METHOD

2.11 EXAMINATIONS

2.12

2.13

GROUND SCHOOL STRUCTURE

COCKPIT SYSTEMS TRAINER DETAILS - OTD

SECTION 3 – FSMO/FFS

3.1.

3.2.

3.3.

3.4.

3.5.

3.6.

OTHER TRAINING DEVICE (OTD)

FLIGHT SIMULATOR MOTION OFF (FSMO) TRAINING or COCKPIT SYSTEMS TRAINER (CST)

FULL FLIGHT SIMULATOR (FFS) TRAINING

LST

FSMO/FFS GUIDE

SIMULATOR TRAINING – A320

SECTION 4 – AWOPS

4.1. AWOPS GROUND SYLLABUS

4.2. AWOPS SIMULATOR SYLLAB

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SECTION 1

1.1 INTRODUCTION

This course is conducted in accordance with the requirements of Part ORA .

Course Content

The Course time-table is constructed in accordance with the following table

Course GROUND TRAINING

Theoretical

Knowledge

Procedures and Systems*

FMGS

Training

FLIGHT TRAINING

STD

With MCC

No MCC

With AWOPs

15 days

12 days

12 days

20 hours

20 hours

20 hours

6 hrs

6 hrs

6 hrs

36 hours**

36 hours**

40 hours **

Flying

Training

6 landings**

*

6 landings**

*

6 landings**

*

* Procedures and Systems training will be accomplished on a Flight Simulator Motion Off.

** Per Crew.

***A pilot with less than 500 hours flight time of similar types or less than 1500 hours total flight time, must complete at least 6 take-off and landings.

***A pilot with more than 500 hours flight time on similar types and more than 1500 hours flight time must complete at least 4 take offs and landings.

Part-FCL-720.A


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1.2 TYPE RATING SYLLABUS

MCC 1

MCC 2

MCC 3

MCC Groundschool Day 1



COURSE MEETING – INTRODUCTION – CBT LOGIN

CBT – Aircraft General - Overview – Dimensions – Flight Deck Layout

– Water & Waste - Exterior Lighting – Flight Deck Lighting – Emergency

Introduction – Avionics Ventilation – Air Conditioning Packs. Pneumatic

System – Pneumatic System Introduction – Pneumatic System Controls

& Indicators. Pressurisation System – Pressurisation System

Introduction - Pressurisation Controls & Operations.

REVIEW OF DAY 1 SUBJECTS

CBT – Autoflight – Autoflight System Presentation – Autopilot & Flight

Director - FCU – FMA – Autothrust. Communication – Communication

T2 6:30

CVR & FDR – Emergency Evacuation. Electrical System – Electrical

System Introduction – Electrical System Controls & Operations –

Electrical System Emergency Power – Electrical System Abnormals.

T3

T4

6:45

7:15


CBT - Auxiliary Power Unit – APU Introduction – APU Operations.

Fire Detection & Protection – Fire Protection Introduction – Engine

Fire Protection – APU Fire Protection – Cargo Compt. Smoke Detection &

Fire Protection – Avionics Smoke Detection – Lavatory Smoke Detection

& Fire Protection. Flight Controls – Flight Controls Introduction – Slats

& Flaps – Flight Controls Normal Law – Reconfiguration Laws. Oxygen

System – Oxygen System Introduction – Cabin Oxygen – Crew Oxygen


CBT – Instruments – EIS Introduction – ADIRS – EFIS Control Panels –

Primary Flight Display (PFD) – Navigation Display (ND) – Clock – Standby

Instruments – ISIS - ECAM

CST 1

T5 7:30


PROGRESS TEST 1

CBT – Hydraulic System – Hydraulic System Introduction – Hydraulic

System Controls & Indicators. Landing Gear & Brakes – Landing Gear

& Brakes Introduction – Landing Gear Operations – Brakes – Nosewheel

Steering.

FMGS 1

CST 2


CBT – Fuel System – Fuel System Introduction – Fuel System Controls

– Fuel System Recirculation – Fuel Tanks – Refuelling. Ice & Rain

T6 7:00

Indicators.

FMGS 2

CST 3


– Global Positioning System – Radio Navigation – Predictive Windshear

System – TCAS – EGPWS.


T13

T14

T15

T16

T17

T8

T10

T11

7:15

6:30

6:30

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FMGS 3

CST 4


CBT – Power Plant – Introduction – Thrust Levers – FADEC –

Indications – Oil System – Fuel System – Ignition – Thrust Reverser –

Autostart – Manual Start

FMGS 4

CST 5


PROGRESS TEST 2

CBT REVISION/LIMITATIONS/EMERGENCY PROCEDURES

ECAM 1

CST 6



ECAM 2

FINAL EXAMINATION PART 1 – CLOSED BOOK

ECAM 3

FLIGHT PLANNING – PERFORMANCE

ECAM 4

LOAD & BALANCE – AWOPS

JEPPESEN CHARTS

FINAL EXAMINATION PART 2 – OPEN BOOK

FSMO MCC only (if required) or CST

FSMO 1 Procedures and Systems or CST




T24 FFS 7

T26 FFS 8A (Only if required by NAA)

T26/27 FFS9

Note 1 System Reviews are provided to enable the instructor to ensure that students have a full grasp of all systems and to enable CBT reviews to take place.

Note 2 Days off will be allocated by scheduling to meet the course requirements and CAP 371.


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1.3. MCC COURSE REQUIREMENTS - BRIEFING SHEET

Combined MCC Training

The combined MCC course merges the MCC training with the course and consists of an additional 25 hrs theoretical knowledge instruction followed by 15 hours of practical training on a STD. The practical training must be carried out on an FNPT2 or higher flight simulator.

Practical MCC instruction will be given by TRIs or CRMIs listed in the Jet Flight and

Instructor Training Ltd training Manual.

Approval of any MCC course will include the observation by an FCL inspector of a MCC theoretical knowledge lesson and of an STD session.

All applications for the grant of a first MPA will require evidence of MCC course completion.

This will either be in the form of an MCC course completion certificate from a modular or integrated course, or evidence of completion of the required skill test at the conclusion of a combined course.

There are no exemptions for previously conducted LOFT or LOFT/CRM courses of training as they do not meet the MCC requirements. However, certain existing Jet Orientation

Courses meet or exceed the MCC requirement and have been accepted in lieu of MCC training. MCC training must have been completed before trainees commence any phase of a first MPA TR course, unless it is a combined TR/MCC course.

A combined TR/MCC course cannot be carried out on an aircraft having no suitable STD.

In this case a modular course must be completed before the TR course commences.


1.4

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MULTI-CREW COORDINATION (MCC) TRAINING

For those students requiring MCC training, the course will be accomplished via a threeday course of academics as described below. Simulator sessions incorporate practical

MCC training.

DAY MCC 1 PROGRAMME

0800

0830

Introduction and Administration

Aims and Objectives

 Accident Statistics

 SHEL Concept

 Definition of MCC

0930 Video “Wrong stuff”

Discussion

 Isolation

 Team Skills

1030 Coffee Break

1045 Communication

 Enquiry

 Advocacy

 Speaking Listening Questioning

 Assertiveness

1200

1300

Break

Information Processing

 Perception Feedback loop

 Distractions

1345 Awareness

 Levels of Situational Awareness

 Predictability

 Breakdowns in Awareness

1430 Video

 Personalities

 The Captain

 Discussion – Communication

1530

1545

Break

Stress and Fatigue

 Causes

 Recognition and Awareness

 Management

1645

1730

Summary of Day

Finish.


0900

0915

1000

1100

1115

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Review day one

Video

 Captain under Pressure

 Discussion Stress

Leadership and Teamwork

 Team / Leader Definitions

 Professionalism

 Cultural Influence

 Management Skills

Break and

 Critique

 Teambuilding

 Expectations

Video Personalities

 The First Officer

 Discussion – Personality and Behaviour, Attitude

1200

1245

1345

1430

1515

1530

1630

1730

Mistakes

 Error Types

 Error Chains

 Trapping Errors

Video Fatal error Kegworth

Discussion - Error Chain, Personalities, Decisions.

Break

Decisions

 G.R.A.D.E or D.O.D.A.R

 MCC Loop

 Captains Authority

Summary of Day and Brief for Group Exercise

Finish


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0900

0915

Review the course so far

Automation and Workload management

 The Computer Pilot Interface

 Low Level Awareness

 Management of Time

1000 Management

 Managing Disagreement

 Interactive Styles

1045 Break

1100 Checklists and SOPs

 Use of Checklists

 Philosophy of SOPs

 Company Safety Culture

1200 Break

1300 Group Exercise - MCC in action (with video)

Scenario : Flight STN – CDG with non-technical disruptions

 Performance Discussion

 Class Assessments and Feedback

 Lessons learned

 Reinforcement of Key MCC interfaces

1530 Break

1545 Video The Unflyable Plane

Discussion - MCC at Work

1630 Course Summary and Further Discussion

1730 Finish


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MATERIAL

1.5.1 STANDARD OPERATING PROCEDURES (SOPS)

A high level of preparation and standardisation will go a long way to ensuring a safe and efficient flight. Time should be built in for pre-flight self-briefs and team briefs.

The use of standard procedures and standard techniques reduces the preparation required, reduces the possibility of a crew member becoming overloaded, thus releasing them to deal with unexpected events.

The requirements of SOPs for single crew and multi crew aircraft are different. The single crewman needs to achieve an even workload throughout the flight without the potential for overload. The priority for the multi crew SOPs, is to avoid confusion and misunderstanding between crew members and also to remove the worst effects of human individuality in the aircraft operation (e.g. personal idiosyncrasies). SOPs are not the panacea for elimination of crew errors - you cannot write an SOP for every eventuality.

The design of SOPs must therefore address the balance between strict adherence and flexibility in any aircraft operation. This will avoid the temptation to ignore procedures through familiarity and remove the desire to take short cuts.

1.5.2 CHECKLISTS

Checklists were introduced and developed as aircrew experienced more complex aircraft operation. Checklists can be in book/card format or displayed electronically on CWR or

EFIS.

Checklists are effective in ensuring a safe and consistent operation and should be used where appropriate 'in every operation’.

Checklists are for checking that essential actions have been carried out. They should not be too complex and should never be a substitute for common sense or good airmanship.

Neither shall they be used as a means of providing a sequence of actions to be carried out mechanically without thought.

Unfortunately, despite much research and investigation into the misuse of checklists by several Aviation Authorities, the following accident occurred:-.

An MD80 crashed after attempting to take off at Detroit without flaps and slats.

Investigation revealed that the taxi checklist had not been carried out at all and none of the three other relevant checklists on the ground were done properly. 156 people died.


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1.6 TYPES OF CHECKS

1.6.1 Routine

Initialised and carried out at periods of light work load e.g. Before-start, Push / Start, After

Start, Before Takeoff, After Takeoff, Descent, Landing, After Landing, Shutdown, Secure.

1.6.2 Supplementary Procedure and Non Normal Checklists

Used for initial actions during non-routine and aircraft emergencies. The design of the checks must allow quick reference and ease of use particularly when under high levels of stress. On some occasions checks may be committed into and carried out from memory with later confirmation by checklist.

1.6.3 Use of Checklist

1.6.3.1 Below are some guidelines on the effective use of checks lists :-

1. Always read all items from checklist in correct order as printed displayed.

2. Appropriate checklist initiated in anticipation of event.

3. Also, initiate checklist where possible at times of low workload.

4. Pilot Flying (PF) should initiate checklist, Pilot Monitoring (PM) will read the checklist.

5. Checks to be called out loud to ensure response given correctly.

6. Aircraft operation has priority over checklist reading.

7. Checklist should be continued to the end.

8. Checklist can be interrupted by Pilot Flying (PF) with a “hold” call and re-initialised with a continue call.

9. All other minor interrupters (e.g. cabin crew) should be told to stand by.

10. If interruption requires action, checklist should be halted, the point noted and continued before any other major operation is carried out. If doubt exists the checklist should be restarted.

11. In a conflict of checklist (e.g. a routine check by an emergency check) ensure checklists are completed in order of priority.

12. For ‘as required' items quote the position or state/condition of the item.

13. When a shutdown of a major system is required, both pilots must confirm correct control is about to be operated.

14. It is the responsibility of the PM to ensure that checks are completed and to inform the PF accordingly.


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MAKING

1.7.1 Introduction

Effective Crew Resource Management requires the appropriate use of all available resources, in other words, team working.

Decision making is an inherent part of MCC and effective decision making is essentially a team operation.

The area of decision making is very complex, because it involves intricate mental processes and is subject to many potentially error producing influences arising from the way in which we acquire and process information.

On the surface decision making may seem easy………..

Loop

Whatever course of action is taken the decision making process will be affected by a number of factors including:- available

• limitations perception

• training, rules and experience

• personality and personal attitudes

• peer

• stress

• perceived importance of information cues

• reluctance to change one's mind

A logical system must therefore be devised to ensure the process can take account of the above factors - THIS IS THE MCC LOOP. The loop has the following components.

 ENQUIRY

 ADVOCACY

 CONFLICT RESOLUTION

 DECISION MAKING

 FEEDBACK

1.7.3 Enquiry

The main elements in this first part of the decision making process are designed to ensure that there is a need for a decision, and if so what is the decision?

1. Firstly you collect information by several methods. One of the main methods is by asking questions of other resources inside and outside your Cockpit.

2. Once you have collected the information you must assess its quality. (e.g.:

Information from a met broadcast giving clear weather for your route when you can see a line of Cbs ahead.)

3. In a changing scenario the flow of information may be continuous. You need to update your information baseline as new data becomes available.

4. Finally review all information for accuracy and consistency.


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1.7.4 Advocacy

Having received the information your Captain will need to gain support for whether a decision is required and what it should be. He/she needs the support of the crew and any outside agencies involved. There are three broad principles to consider.

Firstly ensure that all involved in the process express their opinions in a clear, direct and unambiguous manner.

Secondly if anyone voices any concerns about a decision, ensure this concern is acknowledged.

Thirdly, trying to seek and consider the views and the mental models (how they perceive the decision) of others.

In your position you may have information vital to the decision making process. You may also have a strong opinion as to the direction that the process should take.

It is your responsibility to advocate your viewpoint to assist the Captain in making the best decision in the circumstances.

Resolution

Everyone has something to offer to the process and it is most likely there will be different opinions as to what decision should be made. You need to confront these differences and resolve them by persuasion, acceptance or compromise.

It is most important that the discussion does not become personal ("you don't know what you are talking about"). Keep it objective under all circumstances.

From your studies you will recall the adult - adult level of discussion. Ensure that conflict resolution is conducted at that equal level.

Decisions

Again from your HPL studies you will recall some dangerous situations into which a group can decide to enter. Remember....

1. RISKY SHIFT

2. COMPLIANCE

3. CONFORMITY

4. STATUS/ROLE

Making

Assuming that the team have been through the first three elements of the MCC Loop, a decision now has to be made.

2. ENSURE THAT THE DECISIONS ARE CLEAR AND PURPOSEFUL.

3. BE PREPARED TO CHANGE A DECISION IF INFORMATION OR VIEWS

FROM THE TEAM CONTRADICT THOSE ON WHICH THE ORIGINAL

DECISION WAS BASED.

4. TELL THE TEAM THE REASONS FOR THE DISCUSSION AND ENSURE THAT

THEY HAVE A COMMON MENTAL MODEL OF THE DECISION AND THE

REASONS FOR THE DECISION.


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1.7.8 Feedback

Feedback 'is an essential item’ of the MCC Loop as it allows a continuous process of examination to be maintained throughout the Loop and for the results of this examination to be fed straight back into the inquiry element.

Feedback even if highly critical should always be encouraged.

There is no point scoring or personal animosity involved. If one is proved incorrect, but is prepared to learn for future decision making, then the feedback process has worked.

1.7.9 Synergy

The MCC Loop process resulting in effective decision making within a team environment results in synergy.

Synergy in MCC is when two or more crew members are used to giving each other mutual reinforcement which results in a combined performance which is superior to that of two or more INDIVIDUAL performances.

1.7.10 Communication

A vital element in the management of our resources is being able to communicate.

Communication is so much a part of our everyday world that familiarity, if it does not actually breed contempt, tends to encourage complacency about the process.

There are people we can readily identify as skilled communicators. What is it that they do which makes this possible?

Failure in face-to-face communication can have dire consequences for the safety of civil air transportation.

Professionalism in spoken communication follows exactly the same rules as technical professionalism. We can train people so they derive the maximum benefit from their communication in any circumstances.

Careful research has been carried out over the years to identify the elements of communication which are necessary for us to have the essential awareness of others and ourselves, and precise control over our communicative behaviour.

Good interpersonal communication skills are essential elements in all parts of the multicrew operation.

Interpersonal communication is a two way process in which rapport is established by both the transmitter and the receiver.

Poor rapport will result in poor communication and misunderstanding e.g. good rapport will result in an exchange of ideas, more comprehensive information and more effective decisions.


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Interpersonal communication uses these techniques:

• Spoken language to send a message

• Choice, tone and inflexion of which words are spoken

• Behaviour and body language

• Listening

• Feedback.

Communicators must choose the style of interpersonal communication and behaviour that is conducive to achieving the optimum benefit in any given situation.

Under normal circumstances face to face communication falls into three parts:

1) The words used

2) The tone used

7%

38%

3) The body language displayed 55%

In the aircraft, and specifically on the flight deck, a lot of this facility is lost due to the limiting conditions prevailing.

1.17.11 Behaviour and Body Language

Behaviour and Body Language account for over half of our ability to communicate.

Interpersonal relations start at the first meeting; remember, first impressions count.

Body Language consists of gesturing, stance and facial expression. It can be negative or positive.

The negative side is characterised by:

• head held low

• avoiding

• slouched

• arms and hands folded in front

• gazing elsewhere rather than looking at the speaker

• fidgeting

The positive side is characterised by:

• head held high but not so high as to appear aggressive or arrogant

• face

• eye

• a relaxed, pleasant expression or slight smile posture

• if standing, feet apart about shoulder width


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1.7.12 Listening

As well as sending a message, listening is an essential part of the process of effective communication.

Listening is not just hearing. Hearing is a physical sense, listening requires mental effort combined with understanding.

Listening requires acknowledgement and active feedback such as agreement, disagreement, paraphrasing and summarising.

Listening is the receiving part of communication through which messages are conveyed and interpreted and includes:-

 listening to the words used

 listening to the tone and inflexion

 observing behaviour, gestures, facial expressions, etc. of the person transmitting

Listening is a basic requirement in enhancing communication, eliminating barriers and, as part of the MCC Loop lays the groundwork for sound decision making.

1.7.13 Some Barriers to Listening

Listening Attitudinal

Other Peoples Conversations

(it is impossible to listen to two messages at the same time unless you experience selective attention)

Time Constraints

Peripheral noise

Preconceived ideas

Wandering thoughts

Boredom

Prejudice

Disagreeable moods

Unwillingness to listen

Physical discomfort

Movement

Assume understanding

1.7.14 Tone and Inflexion

As an example, a short high pitch delivery will have a different meaning to the same words delivered in a slow, low, laconic tone. The secret is to make the tone and inflexion of the voice fit the message to be conveyed.

In crew operations abrasive tones or inflexion are conducive to poor communication leading to poor team work. Avoid cynicism, sarcasm and bullying tones.

Equally one should note the way in which a message is being delivered.

An abrupt and aggressive demand for a checklist will result in an abrupt and unhelpful delivery of the list in question.


1.8

1.8.1

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Appendix D


THE AUTOMATIC AIRCRAFT

Communication and Automation

We have examined communications between crewmembers, but in modern aircraft there is now another area of communication that needs investigation, that between crewmembers and the automation systems of the aircraft. What are the Advantages and

Disadvantages of Automation?

The new generation of Fly by Wire aircraft with completely automated flight controls introduces further problems. Several incidents and accidents with Airbus aircraft have highlighted the lack of communication between the system and the crews. The incident in Toulouse where an Airbus completed a low pass with automatic control set in an incorrect mode – resulted in a perfectly serviceable aircraft flying into the ground. The pilot was unable to override or disengage the automatics in time.

Like learning about a PC the user (the pilot) has to know the automatic aircraft system thoroughly so that he can communicate his requirements to the automatics. As automation becomes more complex and takes over almost all the functions previously performed by the crew, the disadvantages of automation shown in the previous paragraph are heightened because now automatics perform almost all the control tasks.

We have to be able to speak the language of automatics, and we have to be trained to communicate using the same logic language that a computer uses. Not too easy for some of us!

Advantages of Automation

• Performs many of the control tasks allowing the pilot to perform other functions - notably decision making.

• Removes the human element (remember that 75% of accidents are caused by human error).

• Reduces the crew size, therefore reducing the cockpit size.

• Provides better aircraft performance.

Disadvantages of Automation

• Reduces the pilot to the status of 'button pusher'.

• Removes an intelligent human who has the intuition to resolve a particular problem.

• Increases mental workload and the need to monitor carefully - not a good task for aircrew.

• Skill degradation - handling skills are reduced.

• Complacency - when activities become routine we tend to 'switch off’ and if not stimulated we rapidly become bored, leading in turn to experimenting harmfully with aircraft systems and equipment.


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Awareness

EXPERIENCE AND TRAINING. Being able to refer to experience derived from training, from practice or from observation of others; having a mental frame of reference to draw upon and then decide.

PHYSICAL FLYING SKILLS. Above average control skills. Hands on airmanship ability that allows the operator to focus concentration on the problem of a situation rather than basic manoeuvring of the aircraft.

SPATIAL ORIENTATION. The three dimensional appreciation of where the aircraft is in terms of altitude, attitude, terrain, speed and geographical position.

HEALTH AND ATTITUDE. Awareness of the effects of poor health on safety and flying.

Accepting personal responsibility for recognising and correcting / reducing the effects of stress.

CREW MANAGEMENT. Developing an understanding of the human factor in flying.

Learning to recognise and use all resources available whether inside or outside the cockpit working as a team member.

An accurate perception by all crew members of the factors and conditions currently affecting the safe operation of the aircraft and crew.

Perceptions of each crew member are unique and will vary. The situational awareness of a crew as a group has an important influence on the safety of the flight, which will be measured by the input of individual crew members who will bring their unique perceptions to the group. Individuals are not the sum of the parts of the group, nor is each individual necessarily the lowest common denominator.

Factors which would affect situational awareness are as follows:-

Indicators of Deteriorating Situational Awareness:

• Behind aircraft e.g. An altitude bust, arriving fast and high, descending below

MDA when not in visual contact with the runway.

• Tunnel vision, over concentration on one set of indicators, insistence on manoeuvring in a particular direction regardless of contrary indications.

• No-one in control. All crew concentrating on a problem with no-one actually in control of the aircraft.

• Ambiguity, Difficulty with resolving contradictory indications.

• Confusion. Events don't tie in with what was expected.

• Unresolved Differences. Where a difference between two sets of indications, or a disagreement between crew has been allowed to continue, unresolved.

• Violating SOPs. A conscious decision to depart from SOPs may sometimes indicate that departure has already been taking place unknowingly.


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Prevention of Deteriorating Situational Awareness

Some factors that help to raise crew and individual Situational Awareness are:

 General monitoring and feedback

 Effective stress management

 Ground rules established during briefing and followed through

 Self-monitoring and critique/feed back

 Assertiveness on the part of all crew members

 Well-managed interpersonal relationships

 Effective information management

Briefing of a flight from STN to CDG where two candidates would be selected to perform the flight in front of other students and the action recorded on video. Observing students would be briefed to take notes on MCC issues good and bad, to form part of the feedback and discussion afterwards, even as a debrief and assessment.

The scenario would introduce non-technical disruptions to the flight in order to test the

MCC Loop and how much the students had absorbed from the three days. Examples of non-technical disruptions would be introduced by the instructor as a third party taking the part of ATC, Cabin Crew, or ATIS. These would include some examples such as

 The crew being informed of late slot advice, SID or Noise Abatement infringement,

Level bust, severe turbulence (including cabin service problems), avoiding action, clearance to a level that would cause problems en-route, unpublished holds, sick passenger, sick cabin crew member.

 Weather problems: line squalls, CBs, strong headwinds or tailwinds (changing flight times), marginal conditions at destination involving a go around or impossible weather at destination with a diversion

These may be introduced at times of high workload.

Particular attention should be taken of the Pre-flight briefing and whether there was any application of the intentions. Also, what discussions there were; the attitude and behaviour through the disruptions, and if the co-operation on the flight deck produced the desired synergy with all the difficulties. It is important that the 2 students assess their own performance as well as the observers. Lessons learned should then be underpinned with the key MCC objectives.


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SECTION 2 - GROUND SCHOOL

2.1 SYSTEMS

 The duration for the EASA approved ground school course is 12 days

The trainee will study the A320 systems through a Computer Based Training course (CBT). This course is prepared for via a self-study reading process and reinforced with an instructor System Debriefing.

 The instructor will evaluate each trainee to ascertain satisfactory performance.

The trainee must fully understand the normal, alternate, abnormal and emergency operation of the system. In addition, knowledge of SOPs will be required.

 At the end of each CBT lesson there will be a CBT question test. If the student fails to answer any question correctly the instructor will review that item.

 At the end of each day the instructor will review the systems covered and brief.

2.2 PERFORMANCE GROUND SCHOOL

 Takeoff gross weight limits

 Thrust and performance options

 Landing gross weight

 Water, slush, snow and ice corrections

 Cruise operating charts

2.3

 Conversion charts

Flight

Weather considerations

Fuel considerations

Payload considerations

Minimum equipment list considerations

Aircraft configuration considerations

MASS & BALANCE AND AIRCRAFT INSPECTIONS

 The student will make mass and balance calculations prior to each FFS session.

Paperwork is addressed during aircraft Line Training.

 Aircraft visual pre-flight procedures are addressed during Aircraft Training.

2.4 JEPPESEN

 A presentation covering the contents of SIDs and STARs, approach charts and en-route charts will be given, a DVD is also available for self-study should the student require any additional self-study.

 Practical exercises will be carried out to ensure full understanding.


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Appendix D


PLANS

COURSE CONTENT

Ground School – The Type Rating Ground School programme is outlined below. During the Ground School the OTD will be used to develop MCC and SOP skills and will follow this lesson plan.

References

Where deemed necessary, the Airbus References column indicates the Airbus Reference from the FCOM, unless otherwise stated as follows:-

2.6 MANUAL/HANDOUTS

The following items should have been collected prior to the start of the course.

2.7









Flying Crew Training Manual (FCTM)

Abnormal and Emergency Manual

Technical Manuals FCOM’s 1, 2, 3 and 4

QRH A320 FAMILY

The following will be issued at the start of the course.

 Ground School Technical Study Guide

 Performance and Operational Information Supplement

 Flight training Study Guide (for use in the full flight sim phrase)

FLIGHT MANAGEMENT GUIDANCE SYSTEM TRAINER (FMGS)

There are 4 details totalling 6 hrs of Flight Management Guidance System trainer exercises.

They allow you to practice FMGS programming and procedures for a typical flight and consolidate the information presented in the technical lessons. The Flight management

Guidance System trainer is available for ad-hoc self-study both during and after your technical period, please ask your instructor for details.

FLIGHT MANAGEMENT GUIDANCE SYSTEM TRAINER EXERCISES

2.8

These exercises allow you to consolidate the Flight Management Guidance System information presented in the CBT lessons.

Each exercise starts with Flight Management Guidance System initialisation and continues with you programming a complete flight profile, including secondary and alternate flight planning, to allow you to follow the appropriate operating procedures for each phase of the flight through to arrival at the destination.

COCKPIT SYSTEMS TRAINER (CST) OTD

There are 6 CST (OTD) details, totalling 10hrs These allow you to consolidate the information presented in the technical lessons and to practice normal and non-normal procedures as part of a two man crew, on a typical flight. The CST is also available for ad-hoc student self-study (although availability of the CST is much less than the FMGS trainer due to the ongoing training load) both during and after your technical training period, please ask your instructor for details.


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Appendix D


2.9 ECAM

There are 4 ECAM exercises. This allows for practice of the operation of the ECAM and its checklists.

METHOD

This study guide provides a course structure, which lists the lessons and exercises you should cover each day. It also shows the content of each Flight Management Guidance

System Trainer exercise, Cockpit System Trainer detail and progress test.

You will be given the times of your FMGS exercises, CST details and progress tests when you start the course. You may organise the rest of each day as you wish.

The recommended study method is:-

A. Complete the technical lessons.

B. Use the study guide to check your knowledge by answering the appropriate questions. There is a block of questions for each subject. At the end of each block, you will find the answers and Manual references are given. c. Study the corresponding parts of the manual for reinforcement.

Information relating to each subject may be found in:-

- The Flying Manual

- The Technical Manual

- Limitations (in the Flying manual)

- Normal Procedures (in the Flying Manual)

- Supplementary Normal Procedures (in the Flying Manual)

- Quick Reference handbook (QRH)

- The Minimum Equipment List (MEL)

- The Load and Balance Manual

2.11 EXAMINATIONS

The course structure outlines which lessons should be completed prior to each test.

There are two, forty question multi-choice progress tests. Each question has four possible answers. No marks will be deducted for incorrect answers. Time allowed is one hour.

There is a final examination paper containing 116 question’s, 8 subject’s being a multichoice qualifying examination as required by EASA. There is an exam supplement book to assist you in completing sections such as Performance. The 8 subjects are:

1)

2)

3)

4)

5)

6)

7)

Technical

Limitations

Performance

Load and balance

Emergency procedures

Low visibility operations

Requirements for Glass cockpits

8) Flight management systems


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Appendix D


Each question has four possible answers. The pass mark for each section of the examination is 75%. No marks will be deducted for incorrect answers. Time allowed is two hours.

All examination questions are drawn from information presented in the FCOM, FCTM,

QRH and MEL

GROUND SCHOOL STRUCTURE 2.12

MCC 1

MCC 2

MCC 3




COURSE MEETING – INTRODUCTION – CBT LOGIN

CBT – Aircraft General - Overview – Dimensions – Flight Deck Layout

– Water & Waste - Exterior Lighting – Flight Deck Lighting – Emergency

Introduction – Avionics Ventilation – Air Conditioning Packs. Pneumatic

System – Pneumatic System Introduction – Pneumatic System Controls

& Indicators. Pressurisation System – Pressurisation System

Introduction - Pressurisation Controls & Operations.


CBT – Autoflight – Autoflight System Presentation – Autopilot & Flight

Director - FCU – FMA – Autothrust. Communication – Communication

T2 6:30

CVR & FDR – Emergency Evacuation. Electrical System – Electrical

System Introduction – Electrical System Controls & Operations –

Electrical System Emergency Power – Electrical System Abnormals.

T3

T4

6:45

7:15


CBT - Auxiliary Power Unit – APU Introduction – APU Operations.

Fire Detection & Protection – Fire Protection Introduction – Engine

Fire Protection – APU Fire Protection – Cargo Compt. Smoke Detection &

Fire Protection – Avionics Smoke Detection – Lavatory Smoke Detection

& Fire Protection. Flight Controls – Flight Controls Introduction – Slats

& Flaps – Flight Controls Normal Law – Reconfiguration Laws. Oxygen

System – Oxygen System Introduction – Cabin Oxygen – Crew Oxygen


CBT – Instruments – EIS Introduction – ADIRS – EFIS Control Panels –

Primary Flight Display (PFD) – Navigation Display (ND) – Clock – Standby

Instruments – ISIS - ECAM

CST 1

T5 7:30


PROGRESS TEST 1

CBT – Hydraulic System – Hydraulic System Introduction – Hydraulic

System Controls & Indicators. Landing Gear & Brakes – Landing Gear

& Brakes Introduction – Landing Gear Operations – Brakes – Nosewheel

Steering.

FMGS 1

CST 2


CBT – Fuel System – Fuel System Introduction – Fuel System Controls

T6 7:00

Protection – Ice & Rain Protection Introduction – Ice & Rain Controls &

Indicators.


T8

T10

T11

2.13

7:15

6:30

6:30

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Appendix D


FMGS 2

CST 3


CBT – Navigation – Navigation Introduction – ADIRS – Weather Radar

– Global Positioning System – Radio Navigation – Predictive Windshear

System – TCAS – EGPWS.

FMGS 3

CST


CBT – Power Plant – Introduction – Thrust Levers – FADEC –

Indications – Oil System – Fuel System – Ignition – Thrust Reverser –

Autostart – Manual Start

FMGS 4

CST 5


PROGRESS TEST 2


ECAM 1

CST 6



ECAM 2

FINAL EXAMINATION PART 1 – CLOSED BOOK

ECAM 3

FLIGHT PLANNING – PERFORMANCE

ECAM 4

LOAD & BALANCE – AWOPS

JEPPESEN CHARTS

FINAL EXAMINATION PART 2 – OPEN BOOK

COCKPIT SYSTEMS TRAINER DETAILS

These details allow you to practise two crew standard operating procedures and to consolidate information presented in the CBT lesson.

Each detail starts with cockpit preparation and continues through a complete flight profile, with you following the appropriate procedures and checklists for each phase of flight until final shutdown and secure.

Normal and non-normal procedures, control, indication and limitations relating to the subject matter of the exercise are included for emphasis. ECAM, the Quick Reference

Handbook and normal checklists will be used as appropriate.

The details involve use of the Flight Management Guidance System to allow you to further consolidate key FMGS procedures.


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Appendix D


July 2015



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Appendix D


SECTION 3

3.1 OTHER TRAINING DEVICE (OTD) COCKPIT SYSTEM TRAINER

OTD Training is designed to provide the student with an understanding of

Normal and Abnormal/Non Normal SOPs in preparation for the Fixed Base and

Full Flight Simulator phase of training.

3.2. FLIGHT SIMULATOR WITH MOTION OFF (FSMO) TRAINING or (CST)

A. These FSMO or CST sessions are normally conducted in a flight simulator without motion. Or Cockpit Systems Trainer, the Session length is as required to train to proficiency, nominally 4 hours. Briefings are scheduled for 1 hour and de-briefings will be dependent upon the simulator session but are nominally 30 minutes.

B. Most FSMO/CST training is conducted in a flight sequence format. Trainees are required to "role play" their positions and maintain a realistic flight environment. Cockpit management, and command qualities and CRM are stressed. As procedures are completed in the FSMO or CST, each trainee must touch the appropriate controls and indicators.

3.3 FULL FLIGHT SIMULATOR (FFS) TRAINING

A. FFS sessions are conducted in a flight simulator with certified motion and visual systems.

B. Conversion simulator training consists of 9 four-hour periods, including 2 three-hour

License Skill Test’s (LST’s) including a Loft exercise. Briefings are scheduled for 1 hour.

De-briefings will be dependent upon the simulator session but are nominally 30 minutes.

C. AWOPS and MCC Courses are included in this course.


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July 2015



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Appendix D


3.4 LST (Licence Skills Test) ITEMS

The course syllabus will ensure that all normal and abnormal items are covered. The following table indicates the point in the course when the item is covered and should be used as a study guide.

EXERCISE

1.1

1.3

1.4

1.5

1.6

2.1

2.2

2.3

2.3

2.5

2.5.4

3.1

3.2

3.4

3.4.0

3.4.1

3.4.2

3.4.3

3.4.4

3.4.5

3.4.6

3.4.7

3.4.8

3.4.9

3.4.10

3.4.11

3.4.12

3.4.13

3.4.14

Performance Calculation

Cockpit Inspection

Checklist, Starting Procedures, Radio Navigation Equip etc.

Taxying

Pre Flight Checks

Normal Take-offs with Different Flap Settings

Instrument Take-Off, Transition to Instrument Flight

Crosswind Take-Off

Take-Off at MTOM

Take-Off with Simulated Engine Failure Between V1 & V2

RTO

Turns With and Without Spoilers

High Speed Characteristics

Normal and Abnormal Operation of Following Systems

Engine

Pressurisation and Air Conditioning

Pitot Static System

Fuel System

Electrical System

Hydraulic System

Flight Control and Trim System

Anti, De-icing and Glareshield Heating

Auto-pilot Flight Director

Stall Warning and Stability Augmentation Devices

GMSPS, Weather Radar, Rad Alt, Transponder

Radios, Navigation Equipment, Instruments, FMGS

Landing Gear and Brake System

Flap and Slat System

APU

FFS

5

6

4

1

1

2

8

2

4

2

7

1

5

4

7

6

4

7

2

6

3

7

7

1

1

1

1

1


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Appendix D


4.4.

5

5.1

5.2

EXERCISE

Manoeuvres/Procedures

3.5.

3.6.

3.6.1.

3.6.2.

TCAS

Abnormal and Emergency Procedures

Fire Drills, Engine, APU, Cabin, Electrical

Smoke Control and Removal

3.6.3.

3.6.5.

3.6.6.

3.6.7.

3.6.8.

3.7.

3.8.

3.8.1.

3.9.

3.9.1

3.9.2.

3.9.3.

Engine Failures Shut Down and Relight

Windshear Take-Off/Landing

Simulated Cabin Pressure Failure/Emergency Descent

Incapacitation of Flight Crew Member

Other Emergency Procedures from the AFM

Steep Turns with 45° bank -180° to 360° Left and Right

Approach to Stall in Cruise and Landing Configuration

Recovery From Full Stall

Instrument Flight Procedures

Adherence to Departure, Arrival Routes and ATC

Holding Procedures

ILS Approaches Down to a DH Not Less Than 200'

3.9.3. 1 Manually Without Flight Director

3.9.3.2. Manually with Flight Director

3.9.3.3. Automatically with Autopilot

3.9.4. NDB/VOR/LLZ approach to MDA with autopilot

4.

4.1.

4.2.

Missed Approach Procedures

Go Around With All Engines Operating After DH - ILS

Other Missed Approach

4.3 Go Around With 1 Engine Inoperative From ILS/NDB/LLZ or VOR Approach

Rejected Landing from 50° AGL

Landings

Normal Landing from ILS - Transition to Visual at DA

Landing with Jammed Horizontal Stabiliser

4

1

1

5

2

2

8

4

3

3

3

2

3

3

4

5

1

2

FFS

3

4

2

1

2

5

3

5.4 Traffic Pattern and Landing Without Extended or Partly

Extended Flaps and Slats

Landing with Critical Engine Inoperative

5

4 5.5.


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Appendix D


3.5 CST/FBS/FFS GUIDE

THE FOLLOWING APPLIES TO ALL FSMO & FFS SESSIONS

TRAINEES MUST BRING:

CAPT F/O

TRAINING FILE

FLYING PROCEDURES

X X

X X

THE INSTRUCTOR WILL PROVIDE THE FOLLOWING:

 FCTM - Flight Crew Training Manual

 QRH

 SIMULATOR SYLLABI

 TAKE-OFF & LANDING DATA CARDS

 TRAINING DOCUMENTATION

 LOADSHEETS

 COMPUTER FLIGHT PLANS

 AIRFIELD PERFORMANCE

 AIRCRAFT SYSTEMS

Takeoff Data Calculations

 The takeoff data will be prepared for each FBS & FFS session, using the parameters given in the session syllabus and using the Runway Analysis chart. Thrust Settings and speeds will be cross checked by the other pilot.

 The data will be checked during briefing.

3.5.1 Briefing:

For all sessions, the instructors will brief the crew before the session starts. Trainees must study the session before briefing.

3.5.2 Checklist students

Review

The following areas of checklist discipline require special focus by both instructor and

 Command and Control Concepts

 Crew Concept & Management

 Standardization

 ECAM – Pilot Interface and discipline with the Electronic Checklist

 Conduct of QRH Checklists

 Challenge-Response

 Checklist Initiation

 Routine Calls and Responses

 Checklist Completion

 Checklist Procedures-Techniques

 Standard Terminology

 Warnings, Cautions and Notes

 Verification

 Use of Cockpit Interphone/Oxygen

3.5.3 CST/FSMO/OTD COMMUNICATIONS

Instructor provides ATIS and ATC clearances.


3.5.4

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Appendix D


CST/FSMO/OTD GENERAL PHILOSOPHY

A. These periods provide the opportunity to learn Standard Operating Procedures, as well as to review, summarize and reinforce previous system training.

B. Drill and practice of all Normal Checklist items, SOPs and Task Sharing in the cockpit in a simulated flight sequence. Checklist management, electronic and paper, cockpit management, pre-flight preparation, procedural compliance and performance are reinforced with special emphasis on the following:

1) Item accomplishment prior to calling for the checklist.

2) Effective checklist management being a vital element in overall cockpit management - ensure effective checklist challenge and response communication.

3) Importance of proper checklist response terminology.

C. Trainees must make every effort to "role play" their crew positions and achieve as realistic a flight environment as possible. Cockpit management and command is stressed. One trainee must "fly" the airplane. Establish effective panel scan flow pattern.

D. Instructor will highlight individual weak areas to each trainee for further self-study and review


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Appendix D


SECTION 4 ALL WEATHER OPERATIONS (AWO)

AWOPS TRAINING WILL BE CONDUCTED IN ACCORDANCE WITH JET FLIGHT &

INSTRUCTOR TRAINING AWOPS PROCEDURES.

WHERE REQUIRED, STUDENTS WILL BE PROVIDED WITH A COPY OF THE

AWOPS SUPPLEMENTS WHICH CONFORMS TO APPENDIX 1 OF EU-OPS 1.450

4.1 AWO GROUND TRAINING CBT

The full ground training course for All Weather Operations shall cover, as a minimum the following topics:

A. The characteristics and limitations of the ILS and/or MLS;

B. The characteristics of the visual aids;

C. The characteristics of fog;

D. The operational capabilities and limitations of the particular airborne system;

E. The effects of precipitation ice accretion, low level windshear and turbulence;

F. The effect of specific aeroplane malfunctions;

G. The use and limitations of RVR assessment systems;

H. The principles of obstacle clearance requirements;

I. Recognition of and action to be taken in the event of failure of ground equipment;

J. The procedures and precautions to be followed with regard to surface movement during operations when the RVR is 400 metres or less and any additional procedures required for take-off in conditions below 150 metres;

K. The significance of decision heights based upon radio altimeters and effect of terrain profile in the approach area on radio altimeter readings and on the automatic approach/landing systems;

L. The importance and significance of Alert Height if applicable and the action in the event of any failure above and below Alert Height;

M. The qualification requirements for pilots to obtain and retain approval to conduct Low Visibility Take-offs and Category II & Category IIIb operations; and the importance of correct seating and eye position.


4.2

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Appendix D


AWO FLIGHT SIMULATOR TRAINING

A. The approved flight simulator and flight training for All Weather Operations shall include:

1) checks of satisfactory functioning of equipment, both on the ground and in-flight;

2) effect on minima caused by changes in the status of ground installations;

3) monitoring of automatic flight control systems and autoland status annunciators with emphasis on the action to be taken in the event of failures of such systems;

4) actions to be taken in the event of failures such as engines, electrical systems, hydraulics or flight control systems;

5) the effect of known unserviceabilities and use of minimum equipment lists;

6) operating limitations resulting from airworthiness certification;

7) guidance on the visual cues required at decision height together with information on maximum deviation allowed from glide path or localiser; and

8) importance and significance of Alert Height, if applicable, and the action to be taken in the event of any failure above and below Alert

Height.

B. Each flight crewmember must be instructed on the co-ordination required with other crewmembers. Maximum use should be made of suitably equipped approved flight simulators for this purpose.

C. The training will be divided into phases covering normal operation with no aeroplane or equipment failures but including all weather conditions that may be encountered and detailed scenarios of aeroplane and equipment failure, which could affect Category II or III operations.

D. Flight crew shall practise incapacitation procedures appropriate to Low Visibility

Take offs and Category II or III operations.

E. The training shall include the following exercises:

1) approach using the appropriate flight guidance, autopilots and control systems installed in the aeroplane, to the appropriate decision height and to include transition to visual flight and landing;

2) approach with all engines operating using the appropriate flight guidance systems, autopilots and control systems installed in the aeroplane down to the appropriate decision height followed by missed approach; all without external visual reference;

3) where appropriate, approaches utilising automatic flight systems to provide automatic flare, landing and roll-out;


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Appendix D


4) normal operation of the applicable system both with and without acquisition of visual cues at decision height;

5) approaches with engine failure at various stages of the approach;

6) approaches with critical equipment failures (e.g. electrical systems, autoflight systems, ground or airborne ILS/MLS systems and status monitors);

7) approaches where failures of autoflight equipment at low level require either:

 reversion to manual flight to control flare, landing and roll-out or missed approach; or

 reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below decision height including those which may result in a touchdown on the runway;

8) failure of the systems which will result in excessive localiser or glideslope; deviation, both above and below decision height, in the minimum visual conditions authorised for the operation; and failures and procedures specific to the aeroplane type or variant.

F. The training programme will provide practice in handling faults, which require a reversion to higher minima.

G. The training programme must include the handling of the aeroplane when, during a fail passive Category III approach, the fault causes the autopilot to disconnect at or below decision height when the last reported RVR is 300 metres or less.

H. Training to cover systems failures and engine failure resulting in continued as well as rejected take-off.

I. Training to cover windshear on final approach and go around.


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Appendix D


July 2015



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Appendix D


DAY T1

Lessons

CBT

CBT

CBT

CBT

COURSE AND CBT INTRODUCTION

Fire/Administrative Brief

Course Documentation & CBT Login

Airbus Manuals

AIRCRAFT GENERAL

Aircraft Overview

Dimensions and Ground Manoeuvring Distances

Flight Deck Layout

Water and Waste Systems

Exterior Lighting

Flight Deck Lighting

Emergency Lighting

Doors and Exits

NOTE: OMIT ECAM SECTION, THIS WILL BE

COVERED DURING DAY T4

AIR CONDITIONING

Air Conditioning System Introduction

Avionics Ventilation

Air Conditioning Packs

PNEUMATIC SYSTEM

Pneumatic System Introduction

Pneumatic System Controls and Indicators

PRESSURIZATION SYSTEM

Pressurization System Introduction

Pressurization System Controls and Operations

TOTAL TIME DAY 1

References

Estimated

Time

1:00

2:30

1:30

0:50

0:55

6:45


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Appendix D


DAY T2

CBT

CBT

CBT

Lessons References

Estimated

Time

All subjects from Day T1

AUTOFLIGHT

Autoflight System Presentation

AP and FD Engage Disengage

Flight Control Unit (FCU)

Flight Mode Annunciator (FMA)

2:30

Autothrust

COMMUNICATION

Emergency Evacuation System

Cockpit Voice Recorder and Flight Data Recorder

Call System

Interphone and PA Systems

Communication Systems Introduction

Audio Management

1:30

ELECTRICAL SYSTEM

Electrical System Introduction

Electrical System Controls and Operations

Electrical System Abnormals

Electrical System Emergency Power

1.30

TOTAL TIME DAY 2 6:30


ATO MANUAL

Appendix D


DAY T3

CBT

CBT

CBT

CBT

Lessons

REVIEW

All Subjects from Day T2

AUXILIARY POWER UNIT

APU Introduction

APU Operations

OXYGEN SYSTEM

Oxygen Systems Introduction

Cabin Oxygen

Crew Oxygen

FIRE DETECTION & PROTECTION

Fire Protection Introduction

Engine Fire Protection

APU Fire Protection

Cargo Compt. Smoke Detection and Fire Protection

Avionics Smoke Detection

Lavatory Smoke Detection and Fire Protection

FLIGHT CONTROLS

Flight Controls Introduction

Slats and Flaps

Flight Controls – Normal Law

Flight Controls Reconfiguration Laws


References

Estimated

Time

1:00

1:15

1:00

1:30

2:00

6:45


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Appendix D


DAY T4

CBT

Lessons

REVIEW


INSTRUMENTS

EIS Introduction

ECAM (Aircraft General)

EFIS Control Panels

Primary Flight Display (PFD)

Navigation Display (ND)

Standby Instruments

Integrated Standby Instrument System (ISIS)

NOTE: OMIT ADIRS AND WEATHER RADAR

SECTIONS, THESE WILL BE COVERED

DURING DAY T7

References

Estimated

Time

1:00

2:00



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Appendix D


DAY T5

CBT

CBT


Estimated

Time

REVIEW


1:00

1:00

HYDRAULIC SYSTEM

Hydraulic System Introduction

Hydraulic System Controls and Indicators

1:15

LANDING GEAR & BRAKES

Landing Gear and Brakes Introduction

Landing Gear Operations 1:45

Brakes

Nosewheel Steering

FMGS 1

CST 2

1:00

1:30



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Appendix D


CBT

DAY T6

CBT

Lessons

REVIEW


FUEL SYSTEM

Fuel System Introduction

Fuel System - Controls

Fuel Recirculation - IDG Cooling

Fuel System - Fuel Tanks

Fuel System - Refueling

ICE AND RAIN PROTECTION

Ice and Rain Protection Introduction

Ice and Rain Protection Controls and Indicators

FMGS 2

CST 3


References

Estimated

Time

1:00

1.45

1:15

1:30

1:30

7:00


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Appendix D


DAY T7

CBT


Estimated

Time

REVIEW


1:00

NAVIGATION

Navigation Introduction

ADIRS (Instruments)

Weather Radar (Instruments)

Global Positioning System (GPS) 3:00

Radio Navigation

Predictive Windshear System (PWS)

TCAS

Enhanced Ground Proximity Warning System

FMGS 3

CST 4

1:30

1:30



DAY T8

CBT

Lessons

REVIEW


POWER PLANT

Power Plant Introduction

Engine – Thrust Levers

Engine - FADEC

Engine - Indications

Engine - Oil

Engine - Fuel

Engine - Ignition

Engine – Thrust Reverser

Engine - Autostart

Engine – Manual Start

FMGS 4

CST 5


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Appendix D


References

Estimated

Time

1:00

3:15

1:30

1:30

7:15


ATO MANUAL

Appendix D


DAY T9

Lessons

REVIEW


References


ECAM 1

CST 6


Estimated

Time

1:00

1:00

2.00

1.30

1.30

7:00


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Appendix D


DAY T10

Lessons

REVIEW


References

FINAL EXAM PART 1 CLOSED BOOK


Estimated

Time

1:00

1.30

2:30

6:30


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Appendix D


DAY T11


Estimated

Time

PERFORMANCE 3:00

FLIGHT 2:00

ECAM 1:30



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Appendix D


DAY T12


Estimated

Time

LOAD 1:30

COMPUTERISED FLIGHT PLAN 1:00

ECAM 1:30

JEPPESEN 1:00

FINAL EXAM PART 2 OPEN BOOK 1:00


COURSE DEBRIEF

Note:1 Days off will be allocated by scheduling to meet the course requirements and CAP 371.


FMGS 1

Student Name

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Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

FMGS 1

SESSSION

OBJECTIVE

POS INIT

X

X

Instructor

Name

Preliminary FMGS Familiarisation – Route and Entry data

ROUTE

PERF INIT

MET NOTAM

EGKK 08R – Stand 52 – Flight Number JFT001

EGKK/EGCC FL240

EGKK RW08R – LAM 5P – BPK – TNT - DAY 2A (1A) – ILS RWY 05L EGCC

TAXI 0.2 ZFWCG 27.0 / ZFW 58.0 BLOCK 6.0 T/O FLAP 1+F

CI 35 SPEEDS 132 / 138 / 138 FLAPS 1/0.5UP FLEX 55

EGKK 120/11 CAVOK 20/10 Q1000

EGCC 060/10 CAVOK 15/10 Q1000

FL240 Temp: -30°C , Wind 150/30kt

A QNH of 1013 may be required for certain FMGS software NOTES

FMGS 1

AP FD AT FPV

1

2

3

4

5

6

7

8

FMS TRAINER START-UP

GENERAL

MCDU menu page

A/C Status page

INIT A page

FPLN page

RAD NAV page

SEC FPLN

9 INIT B page

10 PERF page

11 PROG page

12 Storing the FPLN

13 FUEL PRED page

14 Settings for takeoff


FMGS 2

Student Name

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Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

FMGS 2

SESSSION

OBJECTIVE

POS INIT

X

X

Instructor

Name

Route and Entry data Practice Flight 2

ROUTE

PERF INIT

MET NOTAM

EGKK 08R – Stand 52 – Flight Number JFT002

EGKK/EGNX FL180

EGKK RW08R - LAM 5P – BPK – DTY – UPDUK - EME – EGNX ILS 27


CI 20 SPEEDS 136 / 136 /142 FLAPS 1/0.2DN FLEX 49

EGKK 070/12 5000 DZ OVC014 20/10 Q1010

EGNX 300/10 4500 RA BKN018 12/10 Q1017

FL180 Temp: -18°C , Wind 350/25kt


FMGS 2

AP FD AT FPV

1

2

3

4

5

6

7

FMGS Setup

INIT A

FPLN - Departure, SID & transition

SEC FPLN

INIT B Page preparation

PERF Page preparation

Pre-flight preparation

8

9

Takeoff

Climb

10 Cruise

11 Descent

12 Approach and Landing

13 Done phase


FMGS 3

Student Name

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Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

FMGS 3

SESSSION

OBJECTIVE

POS INIT

X

X

Instructor

Name

Route and Entry data – Practice Flight 3

ROUTE

PERF INIT

MET NOTAM

EIDW Stand 12 – Flight Number JFT003

F EIDW/EGPF FL180

EIDW RW10 - BOYNE 1E – BLACA – TRN 1A - ILS RWY05 EGPF

TAXI 0.2 ZFWCG 26.5 / ZFW 60.0 BLOCK 5.2 T/O FLAP 3

CI 20 SPEEDS 122 / 128 / 138 FLAPS 3/0.3UP TOGA

EIDW 090/05 4000 BR 11/9 Q1010

EGPF 120/13 800 FG OVC003 11/11 Q1012 BCMG 0300

FL180 Temp: -20°C , Wind 150/30kt


FMGS 3

AP FD AT FPV

1

2

3

4

5

6

7

8

FMGS S

DATA

INIT A

FPLN

SEC FPLN

PERF preparation

Pre-flight preparation

Takeoff

9 Climb

10 Cruise

11 Descent

12 Approach and Go around

13 Following second missed approach


FMGS 4

Student Name

ATO MANUAL

Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

FMGS 4

SESSSION

OBJECTIVE

POS INIT

X

X

Instructor

Name

ROUTE

PERF INIT

MET NOTAM

Route and Entry data – Practice Flight 4 – Progress check

EGPF Stand 5A – Flight Number JFT004

EGPF/EGCC FL210

EGPF RWY23 - NGY1H – A1 – DCS – ROSU1A - RWY 05L EGCC VOR DME


CI 28 SPEEDS 129 / 135 / 135 FLAPS 1/0.1UP FLEX 46

EGPF 260/03 300 FG 2/2 Q1019 – LVP’s

EGCC 090/08 5000 OVC009 15/13 Q1019 RW05R CLSD ILS U/S

FL210 Temp: -25°C , Wind 150/30kt


NOTAMS

EGCC 05R CLOSED

EGCC 05L ILS Unserviceable

FMGS 4

AP FD AT FPV

1

2

3

4

5

FMGS Setup

Selected Check Items

At destination

Second missed approach

Instructional Items


ECAM 1

Student Name

ATO MANUAL

Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

ECAM 1

X

X

Instructor

Name

SESSION

OBJECTIVE

 Description of the ECAM features

 Use of ECAM

NEW

EXERCISES

REFERENCES

Items

 ECAM procedures

 Relation ECAM / QRH

 ECAM Reconfiguration

 DISPLAY UNIT FAILURE

FCOM

3.02.01

3.02.01

1.31.10 - 1.31.30

QRH

1.12

SUPPORT

 FCOM

 QRH

INIT A

FPLN

INIT B

PERF

ECAM 1 CONDITIONS

EGCC / EGCC CRZ FL: FL120 CRZ T°: - 10°C

CRZ Wind: 290° /

20kt

ALTN: EGBB CI: 30

LOCAL FLIGHT: EGCC 23R - SID SANBA 1R - … - ILS RWY 23R

ZFWCG : 30% ZFW : 56 t FUEL : 7 t TOCG : 28,6%

FLAPS : 2 TOGA / FLEX: 58° V1: 135 VR: 137

V2:

140

ATIS EGCC: 230/10 9999 SCT002 1 /0 QNH 1009 RWY DRY

NOTES A QNH of 1013 may be required for certain FMS software


ATO MANUAL

Appendix D


ECAM 1

AP FD AT FPV

1 INIT

2 HYD B RSVR OVHT

3 ECAM Presentation

4 ENG 1 HOT FUEL

5 APU Start

6 ENG 2 TAILPIPE FIRE

7 ENG 2 Start

8 Level 1, 2 and 3 Failures

9 L1 - AUTO FLT FCU 1 FAULT

10 L2 - ANTI ICE CPT + FO PITOT

11 L3 – ENG 1 FIRE

12 ECAM Systems Page Review

13 ECAM Status Page

14 ELEC AC BUS 1 FAULT

15 DU Failure

16 ELEC AC BUS 2 FAULT

17 ECAM Single Display

18 A/FLT FCU 1 + 2 FAULT

19 A/P Disconnect

20 EIS DMC 3 FAULT

21 EIS DMC 1 FAULT

22 ELEC DC ESS BUS FAULT


ECAM 2

Student Name

ATO MANUAL

Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

ECAM 2

X

X

Instructor

Name

SESSION

OBJECTIVE

 Supporting the aircraft system study

 Improving the knowledge and practicing the ECAM procedures through various failure events

 Improving ECAM system handling skills through practicing various malfunctions

NEW

EXERCISES

REFERENCES

Items

 ECAM warning architecture

 ECAM controls

 ECAM malfunction classification

 ECAM malfunction presentation

 Study of ECAM action process through various malfunctions

FCOM

1.31.10 - 1.31.30

1.31.10

1.31.15 - 1.31.20

3.02.01 6 3.02.90

QRH

SUPPORT

 FCOM

 QRH


INIT A

EGKK / EGKK CRZ FL: FL120 CRZ T°: - 10°C

CRZ Wind: 290° /

20kt

FPLN

INIT B

PERF

ALTN: EGBB

FLAPS : 1+F

CI: 30

ZFWCG : 30% ZFW : 56 t

LOCAL FLIGHT: EGKK 26L - SID - … - ILS RWY 26L

FUEL : 7 t

TOGA / FLEX: 58° V1: 135

ATIS EGKK: 200/05 6000 SCT003 15 /10 QNH 1002 RWY DRY


TOCG : 28,6%

VR: 137

V2:

140


ECAM 2

AP FD AT FPV

1

2

3

4

5

6

7

8

INIT

EIS DMC 3 FAULT

EIS DMC 1 FAULT

FWS SDAC 1 FAULT

FWS SDAC 1 + 2 FAULT

FWS FWC 1 + 2 FAULT

F/CTL SEC 1 FAULT

F/CTL ELAC 2 FAULT

9 F/CTL ELAC 1 + 2 FAULT

10 NAV RA 1 FAULT

11 NAV RA 1 + 2 FAULT

12 AUTO FLT RUD TRV LIM 1

13 ELEC GEN 1 FAULT

ATO MANUAL

Appendix D



ECAM 3

Student Name

ATO MANUAL

Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

ECAM 3

X

X

Instructor

Name

SESSION

OBJECTIVE

 Studying procedures in case of ECAM components are degraded or lost

 Practicing and further improvement of using ECAM through various malfunctions

NEW

EXERCISES

REFERENCES

Items

 Failure of ECAM components

FCOM

1.31.75 - 3.02.31

QRH

 Syllabus malfunctions 3.02

SUPPORT

 FCOM

 QRH

INIT A

FPLN

INIT B

PERF


EGCC / EGCC CRZ FL: FL 120 CRZ T°: - 21°C

CRZ Wind: 290° /

20kt

ALTN: EGLL CI: 30


ZFWCG : 30% ZFW : 53 t FUEL : 15 t TOCG : 25%

FLAPS : 1+F TOGA / FLEX: 64° V1: 157 VR: 157

V2:

157

ATIS EGCC: 230/10 CAVOK 9 /7 QNH 1010 RWY DRY



ECAM 3

AP FD AT FPV

1

2

3

4

5

6

7

8

HYD G RSVR LO LVL

HYD B RSVR OVHT

HYD Y RSVR LO AIR PR

HYD G + B SYS LO PR

F./CTL FLAPS FAULT

APU FIRE

ENG 1 FAIL

ENG 1 FIRE

9 NAV IR 2 FAULT

10 NAV IR 1 FAULT

11 NAV ADR 2 FAULT

12 NAV ADR 2 + 3 FAULT

ATO MANUAL

Appendix D



ECAM 4

Student Name

ATO MANUAL

Appendix D


Date

Instructor

Comments

Instructor

Signature

Student

Signature

X

X

Instructor

Name

ECAM 4

SESSION

OBJECTIVE

 To study Preliminary and normal cockpit preparation

NEW

EXERCISES

REFERENCES

Items

 Preliminary Cockpit Preparation

FCOM

3.03.04 - 4.05.10

QRH

3.00

SUPPORT

 FCOM

 QRH

INIT A

FPLN

INIT B

PERF


EGCC / EGCC CRZ FL: FL120 CRZ T°: - 10°C

CRZ Wind: 290° /

20kt

ALTN: EGBB CI: 30


ZFWCG : 30% ZFW : 56 t

FLAPS : 1+F

FUEL : 7 t

TOGA / FLEX: 58° V1: 135

TOCG : 28,6%

VR: 137

V2:

140

ATIS EGCC: 230/10 9999 SCT002 1 /0 QNH 1009 RWY DRY



ECAM 4

AP FD AT FPV

1

2

3

4

5

6

7

8

L/G LGCIU 1 + 2 FAULT

FUEL LEAK

ELEC AC BUS 1 FAULT

ELEC AC BUS 2 FAULT

ELEC AC ESS BUS FAULT

ELEC DC ESS BUS FAULT

F/CTL SLATS FAULT

F/CTL SLATS + FLAPS FAULT

9 ENG 2 FIRE

10 SMOKE AFT CARGO SMOKE

11 HYD G + Y SYS LO PR

12 ELEC EMER CONFIG

ATO MANUAL

Appendix D



ATO MANUAL

Appendix D


July 2015

UK CAA / EASA APPROVED

A320 FAMILY

COMBINED MCC AND AIRCRAFT

TYPE RATING COURSE

AIRBUS SOP’S

SIMULATOR TRAINING


ATO MANUAL

Appendix D


July 2015



ATO MANUAL

Appendix D


CST/FSMO (MCC only)

Student Name Date

Instructor

Comments

CRM/MCC

Exercises incomplete

Instructor

Signature

Student

Signature x x

Instructor

Name

CST/FSMO (MCC only) BRIEFING

SESSION

OBJECTIVE

Practical application of MCC theory in a two crew operating environment Familiarisation with Standard Operating Procedures.

 Pre-flight Preparation

Documentation

 Cockpit set up PF/PNF

Lighting

Radio & Navigation Equipment Set Up – PF/PNF

ECAM

 Briefings

Before Take-off Checklists

Take-off - Normal Task Sharing

PF - PNF Call Outs

 Climb

Task Sharing PF/PNF Duties

 Descent & Approach Preparation

PF/PNF Rolls - Monitoring

 ILS Approach

Callouts

STUDENT

REVIEW

 Standard Operating Procedures

 Task sharing in the cockpit

 ECAM

 PF/PNF duties


ATO MANUAL

Appendix D


CST/FSMO (MCC only) OUTLINE

POS INIT

ROUTE

EGCC 23R

EGCC 23R to EGCC 23R – TNT Departure – Cruise FL120

PERF DATA

MET/ NOTAM

PERF SEQUENCE

MCC COMPLETED

3 Hours MCC Training

ZFM 39200 KG, T/O FUEL 7000 KG, RES 2500 KG, CI 35

EGCC 240/05 9999 CAVOK 14/10 Q1020 RWY DRY

Nil NOTAM’s

CONF 2

INIT: Aircraft on ramp GPU available

Cockpit Set Up: PF/PNF duties/ All lights out concept

Usage

Before Start Checklist:

Engine start - After Start Checklist

Taxi - Before Takeoff Checklist

Takeoff, Standard calls & FMA changes at power application, Aa, flap retraction. A/P ON, after takeoff checklist

FL 120 - radar vectoring standard calls Climb:

Cruise: Descent approach set up – PF/PNF duties, navaid tuning PFD/ND displays, standard calls.

Descent: Preparation for an ILS, FMGS preparation, approach briefing; Use of checklist, PF/PNF Duties, standard calls.

Approach: PF/PNF duties, standard calls

Landing: Autoland, FMA changes, standard calls

After Landing Scan, Checks & Checklist, PF/PNF Duties

INIT:

Climb:

Takeoff position

Before takeoff checklist

Cruise:

Radar vectoring, Managed/Open modes, selected or managed speed use, FCU/FMA discipline

EFIS panel, review of PFD and MAP setting/display/switching navaid tuning AUTO/MAN, displays on PFD, MAP and STDBY instruments


CST/FSMO 1

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name

CST/FSMO 1 BRIEFING

SESSION

OBJECTIVE

BRIEFING

Cockpit familiarisation/equipment location/seating. Use of FMGS,

Instrumentation, FMA & Scan/Thrust Lever operation/sidestick.

1 hour

 SOPs

. Cockpit set up

Lights out concept

. FMGS preparation/MCDU Pages

Start

.

. Take-off/Side Stick Pitch and Roll Control

. Climb - Vertical Modes

. Cruise - Lateral Modes

. MCDU preparation

. Descent

.

.

.

 EFIS/ECAM Check Lists

 Task sharing

 FCU/FMA discipline

 MCC

STUDENT

REVIEW


 Task sharing in the cockpit

 EFIS panel usage


ATO MANUAL

Appendix D


CST/FMSO 1 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

EGCC 23R

EGCC 23R to EGCC 23R - Cruise FL120

DOM 44,000KG, PAYLOAD 12,000KG, FUEL 7,000KG, CONF 1 + F

EGCC 240/10, 9999, SCT090,14/10 Q1009, RWY DRY

PART 1, CAPTAIN PILOT FLYING OR (F/O1)

INIT: Aircraft on the ramp, GPU available

Cockpit Set-up PF/PNF Duties

MCC COMPLETED

Before Start Check List

Engine start, After start check-list.

Taxi: Flight controls check, before take-off checklist

Take-off: Standard calls & FMA changes, Aa, slats/flaps retraction, after take-off check-list – Autopilot ON

Climb: FL80 radar vectoring.

Cruise: FMGS preparation – Duties PF/PNF – Navaid Tuning/Rad Nav

Page and displays PF – PNF. Intercept VOR Radial

Approach: Approach Mode Manual Activation. Use of Checklist, PF/PNF

Duties

Landing: Autoland, FMA changes and standard calls

PART 2, FIRST OFFICER PILOT FLYING (F/O2)

INIT:

Climb:

Cruise:

Takeoff position

Normal takeoff, standard calls FMA changes at power application, slats/flaps retraction, after take-off check-list

Radar vectoring, Climb/Open Climb Modes, selected speed or

FMGS speed use, FCU/FMA discipline

EFIS panel, review of PFD and NAV setting/display, navaid tuning, and progress page. Use of raw data display on NAV and standby instruments

Navigation in selected mode using raw data, interception of

VOR radial

FMGS - Use of the DIR TO function

Preparation for an ILS, FMGS preparation, approach briefing

Descent: Radar vectors, PROG page information, approach check-list, deceleration/aircraft configuration, ILS interception, FMA changes and standard calls. Examine DES and OPEN Descent

Modes

Approach: Approach Mode Auto activation. Dual AP ILS approach

Landing: Autoland, FMA changes and standard calls. After landing check-list

Taxi-in: Parking, Securing the aircraft


NO LST SIGNOFF ITEMS (For Instructor)


CST/FSMO 2

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name

CST/FMSO 2 BRIEFING

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

To examine EFIS Failures, develop FMGC use, familiarisation with

ACP/RMP and Standby Nav tuning

Lateral Flight Plan revisions including diversion

1 hour

 FMGS Set Up

 EFIS Switching

 F-PLN lateral revisions

 Secondary Flight Plan usage

 Speed reversions and protections – AP/AT (Normal Law)

 Caution Lights and Warning Lights and messages

 ILS approach

 Go around with Flight directors

 MCC


 Cautions and Warnings

 ACP/RMP selections

 Speed reversions and protections

 Go around procedure with FD

 Go around procedure without FD


ATO MANUAL

Appendix D



POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGCC 23R

EGCC/EGCC FL80

DOM 43,000KG, PAYLOAD 13,000KG, FUEL 8,000KG CONF 1 + F

EGCC 240/10, 9999, BKN030, 14/10, Q1015 RWY DRY



Transit Cockpit Set Up, Before start check-list

Engine start, After start check-list, Before take-off check-list

Take-off: SID, after takeoff check-list

Climb: Radar vectoring, Speed Protections, FCU/FMA discipline

Cruise: EFIS panel, review of PFD and ND setting/display & cautions

FMGS Nav accuracy check. MCDU Perf, App & Rad Nav Pages

Navigation: Lateral revision practice (route and destination, including hold and new destination) - Secondary Flight Plan

Descent: Vertical modes, PROG page, and descent profile. Hold, approach checklist, deceleration/configuration

Approach: ILS. Interception, FMA changes and standard calls, landing

checklist

Go-Around: FMA change, radar vectoring, acceleration, after take-off

check-list

Approach: Radar vectors, manual approach, approach preparation, briefing, approach checklist, landing check-list

Landing: Re-engage A/P above 800ft for automatic landing

PART 2, CAPTAIN PILOT FLYING OR (F/O1)

INIT: Takeoff position

Takeoff: SID, after take-off check-list

Climb: Radar vectoring, vertical modes, FCU/FMA discipline

Cruise: EFIS panel, review of PFD and NAV setting/display & warnings

FMGS Navigation accuracy check and warnings

Navigation: Lateral revision practice (route and destination, including hold)

Descent: Vertical modes, return to FMGS navigation, Fuel Predict, Prog and Flt Plan pages. Descent profiles. Hold, approach checklist, deceleration/configuration

Approach: Radar vectors, manual approach, approach preparation, briefing, approach checklist, ILS interception, landing checklist

Go-Around: FMA change, radar vectoring, acceleration, after take-off checklist

Approach: Radar vectors, manual approach, approach preparation, briefing, approach checklist, landing checklist

Landing: Re-engage A/P for automatic landing

Taxi in: Shut down and secure aircraft




CST/FSMO 3

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name


SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Non precision approach

Familiarisation NAV Display Options

Use of FPV

Use of Non Normal checklists

Rejected Takeoff Procedure

TCAS Procedure

1 hour

 External Air Procedures

 Use of TRK/FPA mode

 Vertical Profiles

 System Malfunctions – Fuel/Anti Ice/Electrical

 Use of the different PFD display modes

 Holding Procedures

 Non Precision Approach

 Go-around procedure

 MCC


 PFD displays/FPV

 QRH Drills Fuel/Pitot Static/Ice & Rain/Electrical



ATO MANUAL

Appendix D



POS INIT

ROUTE

PERF DATA

MET NOTAM

EGBB 33

EGBB 33 to EGCC 23R

DOM 44,400KG, PAYLOAD 12,000KG, FUEL 8,000KG, CONF 2

EGBB 300/15 2000 RA, SCT015, 15/14 Q1029 (Nil NOTAMs)

EGCC 280/15 8000, OVC010, 12/10 Q1030 (ILS on maintenance)

FIRST PART, CAPTAIN PILOT FLYING OR (F/O1) SEQUENCE

MCC COMPLETED INIT: Aircraft on the ramp, GPU available

Preliminary & cockpit set up, Before start check-list

Engine start using external air, After start check-list, Taxi,

Before take-off check-list

Take-off: check-list, Managed NAV Profile

Climb:

Cruise:

Re-routing via new airway, route intercept with Managed navigation, FMGS/FCU/FMA discipline

Malfunctions; Double Probe Heat Failure/ Loss of one generator

ND Display Modes/Use of TRK/FPA modes

New destination, MCDU flight plan sequencing, Hold, LOC DME approach preparation, approach briefing

Descent: Use of MCDU to optimise vertical profile, approach checklist

Approach: Deceleration/configuration procedural LOC DME approach

Go-around at MDA, procedural VOR DME approach

Landing: Manual, FMA changes and standard calls

PART 2, FIRST OFFICER PILOT FLYING


Climb:

Cruise:

Rerouting via new airway, route intercept , FMGS/FCU/FMA discipline

Malfunctions; Ice & Rain/ Electrical Loss of EDG/fuel

ND Display Modes/Use of FPV

New destination - MCDU flight plan sequencing, LOC DME approach preparation, approach briefing

Descent: Use of MCDU to optimise vertical profile, approach check-list

Approach: Deceleration/configuration, procedural LOC DME approach

Go-around at MDA, radar vectors for procedural VOR DME approach

Landing: Manual, FMA changes and standard calls

INIT: Takeoff position. RTO Captain and First Officer handling

Taxi in: Shutdown, secure aircraft




CST/FSMO 4

Student Name

Instructor

Comments

CRM/MCC

ATO MANUAL

Appendix D


Date


Instructor

Signature

Student

Signature

X

X

Instructor

Name


SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Performance for Flap 3 takeoff on wet runway

Abnormal Procedures Start Malfunctions/Engine Cautions/Hydraulics

1 hour

 Start Malfunctions/FADEC

 Power Plant Malfunctions, Ground/Air - Relighting

 Hydraulic Malfunctions ,Downgraded Laws PTU

 System Pages, Hydraulic

 MCC


 ILS approach

 MCDU rerouting,

 Hydraulic System Green, Blue, Yellow, / PTU/Loss of Fluid, Single and

Dual Failures/Downgraded Laws

 Pilot incapacitation

 TCAS Procedures


ATO MANUAL

Appendix D



POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGCC 23R

EGCC 23R to EGBB RWY33 SID SANBA 1R – At SANBA, DCT BHX -

HOLD

DOM 44,000KG, PAYLOAD 13,000KG, FUEL 8,000KG, CONF 3

EGCC 280/15 2000 +RA OVC010, 12/10 1030

EGBB 300/15 5000 OVC010, 15/14 Q1029 (ILS on Maintenance)


INIT: take-off

Climb:

Aircraft on the ramp, GPU available

Transit cockpit set up, Before start check-list

Engine start, Start Malfunctions After start check-list, Before check-list

Normal takeoff Flap 3, SID, after take-off check-list

Cruise: Radar vectoring, HYD Y RSVR OVHT – fault remains

Y SYS LO PR

FMGS exercises- SYS B RSVR LO AIR PR (restore B for app)

Direct BHX – Hold – Approach Brief - Exit Options

Go-Around: FMA change, radar vectoring, acceleration, after take-off check-list

Approach: ILS approach 33 – Pilot incapacitation

PART 2, CAPTAIN PILOT FLYING (F/O1)


Climb:

Normal takeoff Flap 3, SID, after take-off check-list

Radar vectoring, HYD G RSVR LO LVL

Cruise: FMGS exercises HYD B ELEC PUMP LO PR (restore for app)

Direct BHX – Hold – Exit Options

Go-Around: FMA change, radar vectoring, acceleration, after take-off check-list

Approach: ILS approach 33 – Pilot incapacitation

Taxi-in: Shutdown, secure aircraft




3.6

ATO MANUAL

Appendix D


SIMULATOR TRAINING – A320

Full Flight Simulator (FFS)

General Philosophy

Although the training is conducted in a simulator, instructors and trainees must endeavour to make it as realistic as possible. In particular:

Communications

 Communications with the ground mechanics and ATC will be performed.

 The pilot instructor will give the answers for ground mechanics, ATC, etc.

 A takeoff clearance will be provided for each take-off. It will preferably be taken from the airport charts of the airfield used. These charts are those used by the airline.

Takeoff and Landing briefing:

Takeoff and landing briefing will be performed at least once per session.

Note: In order to save time, a detailed takeoff brief may be conducted in the briefing room prior to the detail and an abbreviated brief used subsequently.

Normal checklists:

 Normal checklists will be requested by PF. As in flight, the actions are generally performed before they are read out. Exceptions will be explained during session briefings.

 The crewmember reading the checklist must first challenge, then receive the correct response before proceeding to the next item (incorrect response must be rectified).

Abnormal and emergency checklists:

Abnormal and emergency checklists will be performed in real time to the maximum extent practicable.

AFS selections:

AFS selections selection will be performed:

1) by PF when using the auto-pilot

2) by PNF when flying manually

ALL WEATHER OPERATIONS (AWO) FLIGHT SIMULATOR TRAINING

An AWOPs Supplements will be provided.

RTO

Once RTO procedures have been trained, drills will be included at random during the simulator phase of training, this will ensure realism.

SPECIAL FEATURES OF SIMULATOR SESSIONS

Simulator characteristics (refer to SIMULATOR MANUAL)

Note: For the Flight Simulator safety briefing given at the beginning of Session 1, refer to the specific simulator manual.

Simulator preparation:

The simulator preparation, parameter initialisations (wind, temperature, weight, runway number, etc.) will be accomplished at the beginning of each session. Students will be secured in their seats prior to pressurising the motion.


July 2015

ATO MANUAL

Appendix D




FFS 1

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name

FFS 1 BRIEFING

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

To Demonstrate A320 Flight Control Laws and Protections, including

Alpha Floor.

To Experience handling characteristics in Alternate and Direct Law

To Explore the aircraft handling at low and high speed

To handle the aircraft at high bank angles

Early recognition of and recovery from approach to stall situations

1 hour

 Flying techniques

 Flight Envelope and Protections

 Auto Trim Function

 Approach to Stall Identification and Recovery In Normal/Alternate Law,

Alpha Floor

 Turns Normal Law, Alternate Law

 No FD operation and ILS Approach

 Go-around with no FD

 Visual pattern

 Landing technique

 Taxi- technique

 MCC


 Flight Control Computers

 Alpha Floor Function

 Visual pattern


ATO MANUAL

Appendix D


FFS 1 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGCC 05L

EGCC 05L to EGCC 05L FL110

DOM 44,600KG, PAYLOAD 10,000KG, FUEL 8,000KG - CONF 1 + F

EGCC 020/10, 9999, BKN030, 21/11 Q1003 – (Nil NOTAMs)

PART 1, CAPTAIN PILOT FLYING OR F/O 1

INIT: Aircraft on ramp GPU available

Takeoff:

Cockpit set up, before start check-list

Engine start, after start check-list, taxi technique, before takeoff checklist

Normal take off, use of FCU modes

Cruise: AP/FD/AT Off – Normal Law, Pitch response, stability auto trim

Roll function & Limits, Low speed and overspeed protections

ELAC Failures – 1,2, - 1 + 2 Affected controls

ALTERNATE LAW High Low Speed stability (lost protections))

Approach to stall in Alternate Law. Turns in Alternate Law

Restore ELACS – Progressively fail SECs – effect

Descent: Radar vectors, approach check-list

Approach: Deceleration, aircraft config, no FD approach & landing

INIT:

INIT:

INIT:

8 NM finals Fail ELAC 1+ 2 Lower Gear App with/without AT

5NM finals for landing practice as required, with and without

F/D (Include ILS with FD to Cat 1 Minimum)

Take-off - radar vectored ILS and go around with FD. Visual pattern (include rejected landing at 50 ft)

PART 2, FIRST OFFICER PILOT FLYING (F/O 2)


Takeoff:

Cruise:

Normal take off, use of FCU modes

AP/FD/AT Off: Normal Law, Pitch response, stability autotrim

Roll function & Limits, Low speed and overspeed protections

ELAC Failures – 1,2, - 1 + 2 Affected controls

ALTERNATE LAW High Low Speed stability (lost protections))

Approach to stall in Alternate Law. Turns in Alternate Law

Restore ELACS – Progressively fail SECs – effect

Descent:

Approach:

Radar vectors, approach check-list

Deceleration, aircraft config, no FD approach & landing

INIT: 8 NM finals Fail ELAC 1+ 2 Lower Gear App with/without AT

INIT: 3NM finals for landing practice as required, with and without

F/D. (Include ILS with FD to Cat 1 Minimum)

INIT: Take-off - radar vectored ILS and go around with FD. Visual

pattern (include rejected landing at 50 ft)

FFS 1 LST SIGNOFF ITEMS (For Instructor)

1.1 1.3 1.4 1.5 1.6 3.1 3.2 3.4.9 3.7 3.8 3.8.1 3.9.3.1 4.4

1 Hour MCC Training


FFS 2

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name

FFS 2 BRIEFING

SESSION

OBJECTIVE

Develop skill in handling emergency situations

BRIEFING

STUDENT

REVIEW

 1 hour

 Flap 3 Take-Off

 Task sharing during abnormal and emergency situation

 Air Cond and Pressurisation malfunctions

 Smoke Control and Removal

 Landing Gear and Brake System

 Evacuation Procedures

 MCC


 Abnormal and Emergency Procedures - Air Con & Pressurisation

 Abnormal and Emergency Procedures – Smoke/Toxic Fumes Removal

 Evacuation Procedures


ATO MANUAL

Appendix D


FFS 2 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGCC 05L

EGCC – EBBR FL330 DIVERSION TO EGNX RWY 27

DOM 44,600 KG, PAYLOAD 12,000KG, FUEL 9,000KG CONF 3

EGCC 010/18 3500, BKN010, 17/11 q1005 RWY Damp – (Nil

NOTAMs)

EGNX 310/20, 1500BR RA OVC006 16/14 Q1003


INIT:

Taxi

Transit Checklist

Starting External Air and Manual Start

Air Pack Ovht – system normal in climb

Take-off: Normal Takeoff – Engage AP

Climb: Vent Blower Fault

Cruise Air Pack 1 + 2 Fault – Explosive Decompression – Emergency

Descent

Approach: ILS approach. Nose LG fails to extend, go around

Landing: Landing Gear Collapse - Evacuation


INIT: T/O Position. Before take-off check-list

Takeoff: Normal take off

Climb: Vent Extract Fault

Cruise:

INIT

FL 350 - Air conditioning Smoke rapid descent

FL100 Avionics Smoke -Smoke/Toxic Fumes removal

Approach: ILS approach. Galley fire - evacuation

INIT: Takeoff position Captain Flying (See Note Below) - RTO

INIT: Takeoff position First Officer Flying (See Note Below) - RTO

RTO TRAINING NOTES:-

First Officers should be trained to Reject a Take Off, FROM THE RIGHT

HAND SEAT ONLY, due to an Incapacitation of the Captain at 80kts during the Take Off, through to its full conclusion.

Under NO Circumstances should a trainee F/O Reject a take-off from the

Left Hand Seat.


2.1 2.2 3.4.1 3.4.12 3.6.2 3.6.6 3.9.1 3.9.3.2

2 Hours MCC Training


FFS 3

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name

FFS 3 BRIEFING

SESSION

OBJECTIVE

BRIEFING

Identify the correct recovery manoeuvres for GPWS, TCAS and

Windshear

Continued development of two-engine go-around technique

Further Examination of Electrical System

1 hour

 Start Malfunctions

 Use of documentation (MEL, QRH,)

 Performance Implications

 Windshear, TCAS & GPWS Recovery Procedures

 Total Electrical Failure – Use of ECAM

 MCC

STUDENT

REVIEW


 Recovery Procedures GPWS/Windshear

 Electrical Emergency Configuration

 Use of the MEL

 Weather Radar


ATO MANUAL

Appendix D


FFS 3 OUTLINE

POS INIT

ROUTE

PERF INIT

MET NOTAM

SEQUENCE

MCC COMPLETED

EGCC 23R

EGCC – EGNX FL80

DOM 44,000KG, PAYLOAD, 13,000KG FUEL 9,000KG - CONF 1 + F

EGCC 200/10, 9999, BKN030 21/11 Q995 RWY DRY – (Nil

NOTAMs)

EMB CBs in vicinity

EGNX 240/15 9999 BKN020 20/12 Q996

PART 1,CAPTAIN PILOT FLYING OR F/O 1


Cockpit set up, Before start check-list

Abnormal engine start, use of MEL - After start check-list –

Taxi - IR Fault - Before take-off check-list

Takeoff: Windshear on Take-Off between V1 and Vr, SID, after take-off check-list

Takeoff: Windshear on Climb

ELEC – Emergency Configuration

Approach – Radar Vectored to Land

Approach: Radar vectored, ILS approach - Windshear Go Around

Approach: Radar vectors- GPWS activation – Pull up

Landing: Flap 3 landing

PART 2,FIRST OFFICER PILOT FLYING (F/O 2)

INIT: Takeoff position EGNX for flight to EGCC

Takeoff: Windshear on Take-Off between V1 and Vr, SID, after take-off check-list

Climb: Windshear on Climb

Cruise: TCAS

ELEC – Emergency Configuration

Approach – Radar Vectored to Land

Approach: Radar vectored ILS approach - Windshear Go Around.

Approach: Radar vectors- GPWS activation – Pull up

Landing: Flap 3 approach - Reverser failure after touchdown

Taxi-in:

After landing check-list

Engine tail pipe fire, Parking


3.6.5 3.6.9 3.4.10 3.9.2 4.2

2 Hours MCC Training


FFS 4

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name

FFS 4 BRIEFING

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Aircraft handling after engine failure

QRH procedure’s

Correct discipline to conduct a rejected takeoff to its full conclusion

1 hour

 In-flight relight procedure

 A320 Characteristics on one engine

 Single engine profiles

 Rejected takeoff


 QRH – Electrical Malfunctions

 Single Engine Profiles

 Engine failure after take-off


ATO MANUAL

Appendix D


FFS 4 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGCC 05L

EGCC – EGCC SID – LISTO 2S – FL70


EGCC 020/10 1000 OVC003 8/4 Q1000 (Nil NOTAMs)


INIT:

Taxi

Engines running at holding point

ELEC DC Bat Bus Fault - Restore

Takeoff: Normal Engage AP

Climb ELEC DC Ess Bus Fault - Restore

Cruise: FL80 AP Off – Engine Failure – Handling Characteristics

Manual Thrust v Auto Thrust – Trimming – With/without AP

Approach: Engine out ILS approach (with A/P) - Go-around

Approach: Engine out ILS approach to Land AP Off

INIT: Takeoff, engine failure between V1 and V2 - Emergency Turn

Approach: Radar ILS to DA – Go around – S/E ILS and landing (without

A/P)

INIT: Takeoff

APU Fire, Rejected takeoff


INIT: Engines running at holding point

Takeoff: Engine failure after V1, Engine Relight (repeat if required for satisfactory handling)

Climb: ELEC AC Bus 1 Fault – Restore

ELEC DC Bus 1 Fault - Restore.

Cruise: FL80 AP Off – Engine Failure – Handling Characteristics

Manual Thrust v Auto Thrust – Trimming – With/without AP

Approach: S/E ILS approach, (with A/P) - Go-around

Approach: S/E ILS approach to Land

INIT: Takeoff, Engine Fire between V1 and V2, Emergency Turn

Approach: Radar ILS to DA – Go around – S/E ILS and landing (without

A/P)

Landing: Engine out landing

INIT: CAPTAIN ONLY

Takeoff, engine failure at V1 minus 10 Kt - Rejected Takeoff

INIT: FIRST OFFICER

Rejected Takeoff due to Captains Incapacitation at 80Kts


2.5 2.6 3.4.0 3.4.2 3.4.7 3.6.3 3.9.3.3 3.9.3.4 4.3 5.5


FFS 5

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

FFS 5 BRIEFING

X

X

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Instructor

Name

Aircraft handling with abnormal Flap Slat Configuration

Use of the aircraft anti-ice system

Landing with Landing Gear Malfunctions

1 hour

 Flap/Slat malfunctions

 Jammed Stabilizer Approach



 Flight controls and Flaps/Slats Computers

 Abnormal Flap/Slat Profiles

 Performance with Abnormal Flaps/Slats


ATO MANUAL

Appendix D


FFS 5 OUTLINE

SEQUENCE

MCC COMPLETED

POS INIT

ROUTE

PERF INIT

MET NOTAM

EGKK 26L

Part 1: EGKK – EGBB FL120 / Part 2: EGKK – EGNX FL140


EGKK 310/15 G35 XXRA OVC010, 8/4 Q998

EGBB 130/18 G32 RA OVC 009, 6/3 Q999

EGNX 290/20 G35 RA OVC 010 8/4 Q998


INIT:

TAXI

Take-off:

Climb:

Transit Set Up

F/CTL ELAC Fault (single failure) ECAM Procedure

SID, after take-off check-list

Protections (Slat Lock & Flap Overspeed)

Cruise: FL 70,

Approach: Jammed Stabiliser – Radar to ILS 15

INIT: Take Off – F/CTL Flaps Locked – Radar for ILS 15

Approach: TE Flaps Up Landing

INIT: Takeoff

Approach F/CTL Slats Locked

INIT 8nm Finals – Landing Gear LGCIU 1 + “ Fault - Complete

Procedure

Approach: Radar to NDB/DME R/W 15


INIT:

TAXI

Take-off:

Engines running at holding point

F/CTL ELAC Fault (single failure) ECAM Procedure

SID, after take-off check-list

Climb:

Cruise:

Protections (Slat Lock & Flap Overspeed)

FL 70,

INIT:

Approach:

INIT:

Take Off – F/CTL Flaps Locked – Radar for ILS 27

TE Flaps Up Landing

Takeoff

Approach F/CTL Slats Locked

INIT: 8nm Finals – Landing Gear LGCIU 1 + “ Fault – Complete

Procedure

Approach: Radar to NDB/DME RW 27


3.4.6 3.6.8 3.9.4 5.2 5.4


FFS 6

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

FFS 6 BRIEFING

X

X

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Instructor

Name

Refresh engine failure procedures

Further practice in Alternate Law operations

To develop proficiency in Landing with abnormal configurations

Flight in Mechanical Back Up Mode

Introduce Engine Failure at High Take Off weights

1 hour

 Hydraulics – Dual System Failures, impact on Flight Control Laws

 FACs and Alternate Law

 Engine Failure at Max Take-Off Mass

 Sidestick Failures

 QRH Drills

 Aircraft Performance at Heavy Mass

 Hydraulic systems

 Mechanical Back Up


ATO MANUAL

Appendix D


FFS 6 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGCC RWY 05L

EGCC - EGNX

DOM 44,000KG, PAYLOAD 8,000KG, FUEL 8,000KG CONF 3

EGCC 020/18 2000 OVC009 3/2 Q999 R/W WET

EGNX 300/15 4000 OVC 008 4/5 Q998


INIT: Engine running at holding point

Take-off: CONF 3 Takeoff

Climb

Cruise:

2 FACs off – Alternate Law - RESTORE

Flight in Mechanical Back Up Mode – Transition from Normal

Flight

Control of height, heading and airspeed - RESTORE

Hydraulics – Green System – Low Quantity + B System LO PR

Approach: Radar vectors to NDB approach 27

INIT: Take Off – Flap 1 Sidestick undetected failure - RESTORE

Approach : ILS - All Flaps up approach and landing

INIT: Take Off Position at MAN 05L MAX T/O MASS

Engine fire after V1 – Emergency Turn - Return to MAN

Approach: Overweight approach and landing


INIT: Engine running at holding point

Take-off: CONF 3 Takeoff

Climb

Cruise:

SDAC 1 Fault

Flight in Mechanical Back Up Mode – Transition from Normal

Flight

Control of height, heading and airspeed - RESTORE

Hydraulics – Green System – Low Quantity + B System LO PR

Approach: Radar vectors to NDB approach

INIT: Take Off – Flap 1 Sidestick undetected failure - RESTORE

Approach : ILS - All Flaps up approach and landing

INIT: Take Off Position MAN 05L MAX T/O MASS

Engine fire after V1 – Return to MAN


2.4 3.4.5 3.4.13 3.6.1


FFS 7

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

FFS 7 BRIEFING

X

X

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Instructor

Name

Refresh engine failure procedures

Examine Impact on Navigation failures on Flight Control Laws

Develop and practice visual profiles

1 hour

 ADR and IR Systems

 Manual Reversion

 Visual profiles and circling approaches

 Hydraulic failures

 QRH Drills

 Visual profiles


ATO MANUAL

Appendix D


FFS 7 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGKK RWY 08R

EGKK – EGNX - SID – LAMBOURNE – FL180


AS BRIEFED BY THE INSTRUCTOR FOR EACH EXERCISE


INIT: Engines running at holding point

Take-off: CONF 1 + F Takeoff

Cruise: ADR 1 + 3 Fault – Restore ADR 3

Approach: Radar vectors to NDB approach

INIT: Take Off – Flap 1 takeoff

Approach: Restore F/D for ILS/DME approach and Circle to land

INIT: Takeoff position – RTO practice

NOTE – F/Os can only reject a Takeoff from the Right Hand

Seat due to an incapacitation of the Captain at 80kts.


INIT

Engine failure after V1 – Return for visual S/E circuit.

Approach 10 miles – RAD Alt Fault

LANDING Direct Law when gear down


Take-off: CONF 1 + F Takeoff

Climb IR 2 Fault

Cruise ADR 2 + 3 Fault Restore ADR 2

Approach: Radar vectors to ILS approach

INIT: Takeoff position- Flap 3 takeoff

Approach: Restore F/D for ILS/DME approach to Circle to land

INIT: Takeoff position – RTO practice

NOTE – F/Os can only reject a Takeoff from the Right Hand

Seat due to an incapacitation of the Captain at 80kts.

INIT: Takeoff position – Max takeoff weight

INIT:

LANDING

Engine failure after V1 – Return for visual S/E circuit.

Approach 10 miles – RAD Alt Fault

Direct Law when gear down


3.3.4 3.4.4 3.4.8 3.4.11 3.9.5


FFS 8

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

X

X

Instructor

Name

I certify that I have reviewed this student’s progress and that he/she has no outstanding syllabus items and that he/she is ready for LST.

Instructor

Signature

X

Instructor

Name

FFS 8 BRIEFING

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Develop and practice visual profiles

To complete any missed exercises

To consolidate, as required, for each student

1 hour

 Visual profiles

 As Required by each student

 Visual profiles


ATO MANUAL

Appendix D


5.3 3.6.7

FFS 8 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

MCC COMPLETED

EGNX OR EGFF

AS REQUIRED




INIT: Aircraft on stand GPU available

Full cockpit set up, Pre-flight & before start checklist, taxi for takeoff, before takeoff checklist

Completion of unfinished exercises and unsigned LST/MPA

Items

INIT: Engines Running on Runway - CONF 1 + F Takeoff

Take Off: Engine Failure between V1 and V2

Approach: Engine out ILS approach – Go Around

Approach: Engine out ILS approach to S/E Landing

INIT: Takeoff position - RTO

INIT: Takeoff position – CONF 1+F Takeoff

Approach: Two engine visual circuits

Repeat as required with increasing crosswind to maximum crosswind


Repeat of Part 1 above

Taxi in: After landing Procedure, shutdown and secure aircraft



FFS 8a AWOPS

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC

Instructor

Signature

X

Instructor

Name

This detail is designed to provide initial AWOPS training for a Standard crew in a 3 hour detail, or 4 hours if a Non Standard Crew, (Non-standard is 2 Captains or 2 First Officers Training together) A minimum of 8 approaches must be made . EASA Part FCL requires that the training shall include a

Go-around due to simulated insufficient RVR, wind shear, airplane deviation in excess of approach limits for a successful approach and ground/airborne equipment failure prior to reaching DH and,

Go-around with simulated airborne equipment failure. This programme is compliant with EASA

Part FCL.


Student

Signature

FFS 8 BRIEFING

X

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

To familiarise pilots with the operation of the A320 in LVPs during taxi, takeoff, approach and landing to CAT II and Cat IIIb, during normal and non-normal operations.

1 hour

 The monitored approach

 Briefing considerations prior to descent – Task sharing – Wx Minima – Crew

Qualifications – Alternate planning – Fuel – Approach Ban – Aircraft serviceability – Flight Deck Lighting – Seat Position – Braking – Autoland limitations – Autoland function prior to approach (FMA)

 Conduct of the approach and associated standard calls and annunciations.

 Autoland and rollout procedures

 Go-around profile

 AWOPS Non-normals

 Taxiing in LVPs and associated airport charted procedures and lighting.

 AWOPS takeoffs and RTO considerations.

 AWOPS PowerPoint presentation

 A320 automatic flight.

 Parts A,B and C references to AWOPS and minima

 Section 4 groundschool


ATO MANUAL

Appendix D


FFS 8A OUTLINE AWOPS

POS INIT

PERF INIT

MET NOTAM

SEQUENCE

MCC COMPLETED

EGKK RWY 26L – ROUTING AS BRIEFED BY INSTRUCTOR

DOM 44,000KG PAYLOAD 6,000KG, FUEL 8,000KG T/O CG 26.6%


PART 1, STANDARD CREW or FIRST CREW MEMBER IF NON

INIT: Engines running on taxiway, checklist, practice low vis taxiing to Cat

III hold A3 26L.

Takeoff checklist, practice low vis taxiing to Cat III hold A3 26L.

Take-off: Flap 1 Flex Takeoff. Emphasise problems associated with displaced threshold. Use of ILS to check for correct runway, and Yaw Bar. RVR

125/125/75.

Climb ahead to 3000’. Radar vectors ILS 26L. Brief by Captain and handover to Co-Pilot

Approach: Autoland function check, FMA changes, standard calls, SOP’s, Cat IIIb

Autoland

Takeoff: Flap 1 Flex Takeoff, climb 3000’

Approach: Normal approach but demo visual references with flight freeze at Cat

I, Cat II, Cat IIIa (change weather) and continue to autoland CatIIIb and rollout. Minima DH0/75m

Takeoff: Flap 1 Flex Takeoff, climb 3000’ - Engine Failure at V1 – Relight in cruise

Approach: Reposition onto final approach for CatI IIb landing & Equipment failures

1. LOC failure – 2. Loss of ILS receiver – 3. Demo Excessive deviation beam

4. Warning with ILS landing capability – 5. Loss of Radio Altimeters –

6. Loss of standby Horizon – 7 Instrument failures.

Approach: Reposition onto final approach for Cat IIIb landing.

Go Around due to Autoland Lights (Loss of LOC transmitter below

200’)

Approach: Reposition onto final approach for Cat IIIb landing with Cat II reversion Minima100/300

Double Auto Thrust failure above 1000’, QRH continue to land.


Approach: Cat IIIb Autoland, No Visual contact at minima, Engine Failure in Go

Around

Approach: Approach and Landing One Engine Out


Approach: Approach. Nav ATT discrepancy (Pitch or Roll) below 1000’, Go

Around

Approach: Approach. No flare landing at 300’

Takeoff: Flap 1 Flex Takeoff, Fog Patches – RTO due to Engine Fire -

Evacuation

Takeoff: Takeoff, RTO due incapacitation of Captain, no crosscheck call at

100kts (F/O’s only)

PART 2 CONTINUED ON NEXT PAGE


ATO MANUAL

Appendix D


FFS 8A OUTLINE AWOPS: PART 2

PART 2, SECOND CREW MEMBER ADDITIONAL EXERCISES IF NON

STANDARD CREW

LST SIGNOFF ITEMS (For Instructor)

6.1, 6.2, 6.3, 6.4.

INIT: Engines running at the taxi point.

Takeoff: Flap 1 Flex Takeoff. Takeoff, climb 3000’ – Full Briefing and handover to Co-Pilot

Approach: Cat IIIb Approach & Autoland

Approach: Reposition and AP1 Disengage below 1000’ – Go Around

Approach: Reposition and Engine Failure above 1000’, Revert to Cat IIIa or higher minimum

Takeoff: Fog Patches, use Yaw Bar, Engine Failure after V1 – Relight in Cruise.

Approach: Engine Failure below 100’, S/E Autoland – Discuss Autoland/Master warning light.

Approach: Reposition and Go Around due to Autoland Lights (Excessive

Deviation)

Approach: Reposition for Cat II MinimaDH100/300 – Autoland Warning when

Visual (G/S failure)

Approach: Reposition for Cat III (Wx 300m) RA2 Fault above 1000’, revert to Cat

II - Land


Approach: Long Flare Landing

Takeoff: Flap 1 Flex Takeoff, RTO due to Engine Failure

Takeoff: Takeoff, RTO due incapacitation of Captain, no crosscheck call at

100kts (F/O’s only)


ATO MANUAL

Appendix D


July 2015



FFS 9

Student Name

Instructor

Comments

ATO MANUAL

Appendix D


Date

CRM/MCC


Instructor

Signature

Student

Signature

FFS 9 BRIEFING

X

X

SESSION

OBJECTIVE

BRIEFING

STUDENT

REVIEW

Instructor

Name

To Complete the Licence Skill Test

To prepare for Base Training if time Available

1 hour

 Purpose of the License Skill Test

 Level of proficiency required

 To prepare for Base Training if time Available

 Company SOPs

 Flight Profiles

 Crew Co-ordination


FFS 9 OUTLINE

POS INIT

ROUTE

PERF DATA

MET NOTAM

SEQUENCE

To be briefed by Examiner

To be provided by Examiner

To be calculated by Candidate

To be provided by Examiner

To be briefed by Examiner

ATO MANUAL

Appendix D



UK CAA / EASA APPROVED A320 Family COMBINED MCC AND

UK CAA / EASA APPROVED

A320 Family

COMBINED MCC AND AIRCRAFT

TYPE RATING COURSE

AIRBUS SOP’S

ATO MANUAL APPENDIX D

JULY 2015

FMGS 1

FMGS 1

FMGS 1

FMGS 2

FMGS 2

FMGS 2

FMGS 3

FMGS 3

FMGS 3

FMGS 4

FMGS 4

FMGS 4

ECAM 1

ECAM 1

ECAM 1

ECAM 2

ECAM 2

ECAM 2

ECAM 3

ECAM 3

ECAM 3

ECAM 4

ECAM 4

UK CAA / EASA APPROVED

A320 FAMILY

COMBINED MCC AND AIRCRAFT

TYPE RATING COURSE

AIRBUS SOP’S

SIMULATOR TRAINING

CST/FSMO (MCC only)

CST/FSMO 1

CST/FSMO 2

CST/FSMO 3

CST/FSMO 4

FFS 1

FFS 2

FFS 3

FFS 4

FFS 5

FFS 6

FFS 7

FFS 8

FFS 8a AWOPS

FFS 9

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