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AIRBUS A320/A330/A340/A380
RECURRENT FLIGHT TRAINING MODULE
**TRAINEE EDITION**
LESSON PLANS
1.
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1.
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OUTLINE
SEMESTER A
OCTOBER - MARCH
SEMESTER B
APRIL - SEPTEMBER
This recurrent training and checking program is designed to achieve the following objectives:
To enhance the training of practical CRM skills relevant to enhancing the safety of line
operations;
This set of lesson plans is applicable to the Recurrent Operator Proficiency Check and
Manoeuvres & Procedures Training Lessons scheduled for the 2015 Semester B.
1.1.2. Use of Lesson Plans
These lesson plans are designed to accommodate a normal crew pairing of one captain and
one first officer. However, specialized scripts have also been included to accommodate
Instructor - Instructor and Instructor FO crew pairings for OPC Day 1 and FO-FO pairing for
Day 2. Examiners and instructors are not to omit any manoeuvres from the scripts, even if a
stand-in pilot is utilized. As each examiner and instructor becomes more familiar with the
ETIHAD AIRWAYS UNITED ARAB EMIRATES
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lesson, the efficiency of the simulator periods will increase. Repositioning beyond what is
scripted should be kept to a minimum.
1.1.3. Briefings
The instructor will utilize the 1.5 hour briefing period to thoroughly cover
assigned/applicable briefing material in accordance with the specified instructor actions.
the
Limitations (Section 2)
The following ground rules are applicable to the conduct of the Knowledge Validation:
Prior to allowing a trainee to conduct a repeat, the examiner may, at his discretion, provide
some limited instructional input or training, the extent of which shall be in accordance with his
best judgment concerning the circumstances.
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f.
Jeppesen/LIDO Charts
Quick Reference Handbook (QRH)
Normal Checklist
Skybook/IPad
OPC Elements:
TS-11
Task #
1.4
1.6
2.5.2
2.6
3.4
3.6
3.9.1
3.9.3.4
3.9.4
4.3
5.5
5.6
6.1
6.2
6.3
6.4
6.5
OPC TASKS
Unless otherwise mentioned, items will be checked for each pilot acting as PF.
Use of checklist prior to starting engines, starting procedures, radio and navigation
equipment check, selection and setting of navigation and communication frequencies
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g. Instructor Actions:
1) Briefing Period
a) Prior to simulator session, monitor the Flight Training Simulator Log and
compare all defects with the SCIG and brief the trainees accordingly.
b) Brief the differences between the specific simulator and aircraft that is
relevant to lesson plan. These differences are stored in the simulator
documentation for the specific secure site.
c) Check the trainee is in possession of all documents including the COT,
License, Medical and the completed TS-10 form. This is a prerequisite for
the conduct of the recurrent OPC/LPC. Otherwise, contact Training Duty
Manager. Exception: If the medical certificate is not valid or not available,
the check may be continued, but the examiner must remind the pilot that he
may not fly until he is in possession of a valid medical certificate. In this case
use the Training Disruption email and provide details of the medical
certificate in the email template.
d) Facilitate the OPC/LPC Pre-flight Briefing, initially utilizing the Pre-briefing
Power Point presentations (OPC/LPC) provided on the briefing room
computer.
e) Provide a general overview of the tasks that will be assessed during the
OPC. This does not imply a detailed briefing of the contents of the check.
Tell the crew the following:
(1) The first part of the session is representative of a revenue flight with
cabin crew from Amsterdam (EHAM/AMS) to Abu Dhabi (OMAA/AUH)
with call sign ETD78. The aircraft is parked on gate G-9.
(2) To save simulator time, ensure the crew reviews the MEL and
Supplementary procedure in the briefing room.
(3) Provide Crew with ATIS ALPHA for EHAM and takeoff alternate EBBR
weather as CAT1 and ask them to perform the Low visibility Take off and
Approach Briefing in this context. Use this opportunity to conduct LVO
briefing
(4) Following the first landing, the examiner will intervene to slew, reposition,
and restore the aircraft/engines as required by the lesson plan.
f) Conduct a Knowledge Validation from the Question Bank provided.
2) Simulator Session
a) Provide a copy of the Lesson Flight Planning Data Sheet to the trainees for
MCDU data entry.
b) In the simulator, tell the trainees to load the appropriate information into the
FMGS in accordance with the instructions in the Flight Planning Data Sheet.
c) Set up the simulator in accordance with the Flight Planning Data Sheet on
the following page.
d) Conduct the OPC/LPC session in accordance with the guide in the script
tables below. Refer to the expanded instructor notes where indicated in the
Amplified Instructor Actions (AIA) section of this lesson plan.
e) SIMULATOR SESSION SEQUENCE
(1) The OPC Lesson Plan is divided into Parts A, B and C, Complete each
part according to the following applicability:
(a) Normal Crew Pairing (CA/FO): PART A, then PART B.
(b) Instructor Instructor Crew Pairing: PART A then PART C
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addressed during the LPC/OPC simulator session. The list of tasks in the table above is a
general representation of the content of this semesters LPC/OPC.
RECURRENT OPC FLIGHT PLANNING DATA SHEET
INIT PAGE-A DATA
Route: Amsterdam (EHAM) / Abu Dhabi (OMAA)
Flight #: ETD78
Cost Index: 50
Cruise Altitude: FL350
ISA Deviation (Cruise FL Temp): Default Value
Tropopause: 36000
FLIGHT PLAN PAGE DATA
Departure: Runway 18C SID: EDUPO 1X (10-3T2)-(4-60 and 5-130)
Routing: EDUPO BOXAK OMAA31R
Arrival: ILS RWY 31R STAR: BOXAK 3C
Take Off Alternate: EBBR Wx CAT1Minima
SECONDARY FLIGHT PLAN PAGE DATA
Set Up For Return to Runway 18C ILS Approach
RADIO NAVIGATION PAGE DATA
As Required
INIT-B/FUEL AND LOAD PAGE DATA
Parameters
A320 (EIP)
A330 (EYT)
A340 (EHF)
A380 (APA)
Aircraft ZFW:
49.0
142.0
217.0
330.0
FOB:
17.2
40.4
63.6
85.0
Taxi Fuel:
200
400
600
1000
ZFWCG:
32.0%
32.0%
32.0%
40.0%
Runway: Dry
Packs: ON
V1 VR V2:
LPC-NG
LPC-NG
LPC-NG
LPC-NG
Take-off Thrust:
LPC-NG
LPC-NG
LPC-NG
LPC-NG
Configuration:
LPC-NG
LPC-NG
LPC-NG
LPC-NG
QNH: 1012
Wind:180/03 Vis:150M
Temp:15o C
Ceiling: None
Tops: None
Rwy: Dry
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d. Training Elements:
RECURRENT MPT TRAINING ELEMENTS
Cold WX ops De-icing Procedures
Rejected Landing
DC Bus 1 & 2 Fault
Stop Or Go Decision
Approach to Stall Recovery
EGPWS
Emergency Descent-Escape Routes
Smoke Removal Procedures
Emergency Electrical Configuration
Circling Approach Procedures
e. Instructor Actions:
1) Briefing Period
a) Prior to simulator session, monitor the Flight Training Simulator Log and
compare all defects with the SCIG and brief the trainees accordingly.
b) Check the trainee is in possession of all documents and the completed TS10 form and TS-11 form. This is a pre-requisite for conduct of any recurrent
flight training and checking. Otherwise, contact Training Duty Manager.
c) Facilitate the Pre-flight Briefing, referring to the applicable QRH/FCOM
PRO-ABN/FCTM sections as required and supplemented by the Pre-briefing
Power Point presentations provided on the Share Point Instructor Page.
d) Provide a general overview of the profiles and procedures on tasks listed
above utilizing the Pre-briefing Power Point presentation provided on the
briefing room computer.
2) Simulator Session
a) Provide a copy of the Lesson Flight Planning Data Sheet to the trainees for
MCDU data entry.
b) In the simulator, tell the trainees to load the appropriate information into the
FMGS in accordance with the instructions in the Flight Planning Data Sheet.
c) Set up the simulator in accordance with the Flight Planning Data Sheet on
the following page.
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d) Conduct the training session in accordance with the guide in the tables
below. Refer to the expanded instructor notes where indicated in the
Amplified Instructor Actions (AIA) section of this lesson plan.
e) Slew, reposition, and start/restore the aircraft/engines as required by the
lesson plan.
f) During initial setup, Arm the smoke generator (PRIME SMOKE)
3) De-Briefing Period
a) De brief the MPT session (As required).
b) Complete the Instructor Feedback Survey on the SharePoint secure site.
f.
Trainee Actions:
The trainee must:
1) Arrive at the session prepared for the exercises below.
2) Seek clarification from the instructor when in doubt.
3) Load the appropriate information into the FMGS in accordance with the
instructions in the Flight Planning Sheet provided by the instructor.
4) Calculate the initial take off performance and load it into the MCDU. All other
performance figures will be provided by the instructor as the lesson progresses.
5) Demonstrate proficiency to standards written in the EY SOP by the end of the
session. The tasks in this lesson will be trained to proficiency.
6) Complete the feedback survey on the Training and Standards SharePoint site.
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A320 (EIP)
A330 (EYT)
A340 (EHF)
A380 (APA)
58.0
160.0
225.0
320.0
8.0
22.0
40.0
74.0
32.0%
32.0%
40.0%
Aircraft ZFW:
FOB:
ZFWCG:
32.0%
Packs: ON
Ice Protection: ON
129/139/141
122/130/138
TOGA
TOGA
TOGA
TOGA
1+F
1+F
1+F
Take-off Thrust:
Configuration:
140/140/159 127/133/146
QNH: 1020
Wind:340/10 Gust: 0
Ground Temp: 1o C
Ceiling:OVC010
Tops: 37000
Turbulence:15%
Light Snow
Visibility:3000
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AIA
TIME
ET
A1
AIA
00:15
00:15
DEPARTURE PREPARATION Using the MPT Flight Planning Data Sheet (CM1)
Departure Clearance: Cleared to local area via BLA 7F AOS5V TRANS, Squawk 1330.
ENGINE START Quick start the engines
AFTER START CHECKLIST
SAVE FMS FLIGHT PLAN
A2
AIA
00:10
00:25
00:05
00:30
00:15
00:45
CAPTURE FLIGHT #1
A3
A4
A5
A6
AIA
RESET ALL SYSTEMS, SLEW AIRCRAFT TO FL 350 AND SET AS PER AIA, POS FREEZE
CAPTURE FLIGHT #2
00:10
AIA
OVERSPEED PREVENTION & RECOVERY (CM1)
00:55
AIA
00:10
01:05
00:15
01:20
A7
AIA
AIA
A9
00:20
01:40
00:10
01:50
00:10
02:00
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AIA
TIME
ET
00:05
02:15
B1
TAKE OFF (STOP or GO DECISION) High Speed Activate one of the following:
ATA 32 Blow left tires at 130 kts or
ATA 31 PFD 1 FAULT at 120 kts or
ATA 70 N1 Vibration 6 units at 100 kts or
ATA 24 Gen 1 Fault Excitation or
ATA 34 RA 1+2 FAULT at 100 kts
RECALL CAPTURE #3
B2 AIA
00:10
02:25
B3
AIA
00:20
02:45
REPOSITION LEFT DOWNWIND POS SLEW 3000 FT SPEED 210 CAPTURE FLIGHT #5
B4
AIA
00:10
02:55
B5
AIA
00:10
03:05
B6
AIA
00:10
03:15
B7
AIA
00:25
03:40
A320/330/340:
ATA 26 AIR CONDITION SMOKE BOTH PACKS followed by
ATA 26 AVIONICS SMOKE
A380:
FOLLOW AIA (3 SCENARIOS)
SMOKE REMOVAL PROCEDURES
REPOSITION TO 6 MILES FINAL RWY 35L
ATIS DELTA:170/15 5000 OVC015 01/-05 QNH 1020 RWY17R
B8
AIA
00:15
03:55
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RECURRENT MPT
AMPLIFIED INSTRUCTOR ACTIONS
DEPARTURE PREPARATION
A1
COLD WX OPS
A2
1. After pushback and taxi in position 795, allow the crew to perform De-icing/Anti-icing procedures on
Ground from PRO SUP 91. Role-play de-icing crew and inform pilots about procedure completed as per
the lesson plan.
2. Observe the crew resume normal operation.
3. For A330/340/380: Ask crew to apply Ground Ice Shedding Procedure form PRO SUP-70.
A4
A5
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A6
B4
B5
B6
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EMERGENCY DESCENT
1. Recall Capture # 2 if required
2. Ensure aircraft at 35000 FT, MACH.81 (A320/330/340) or MACH .85 (A380), HDG 136
3. Ensure Position N45.48.6/E006.43.6 (AREA2/10)
4. Discuss escape route as per simulator briefing for this region. For the purpose of this exercise presume
that the selected diversion is LIMC which is also the destination.
5. Activate ATA36 L WING LEAK followed by ATA 21 Pack 2 OVHT and unfreeze position
A7
6. Crew should initiate a DESCENT to FL 100/MEA as a resultant of malfunction. Since the escape route
requires a descent to FL180, the crew should initially descend to FL 180 and proceed to Malpensa
(LIMC) via the planned routing.
7. Discuss that on All A330/340 and some A320s the cabin rate of descend can be minimised by closing
the Cargo Isolation Valves (PRO-ABN-21).
8. During descend, at any time upon confirmation that cabin altitude and rate of climb is excessive and
uncontrollable the crew should initiate an emergency descent.
9. GRID MORA is FL178 and ATC will allow further Descent to FL110 when 10 DME to TOP VOR.
10. After TOP VOR provide clearance to FL100.
11. Once level at a safe altitude, observe the crew removing the OXY ON flags by pressing the
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RESET/TEST control slide on the left door of the mask stowage box. This will deactivate the mask
microphone.
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A8
5. As only PFD1 is available, the left hand seat pilot becomes PF. As always, first FLY THE AIRCRAFT.
Once a safe flight path is established, and the aircraft is under control, carry out ECAM actions.
6. This is a serious emergency and ATC should be notified using appropriate phraseology ("MAYDAY").
Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly
equipped airfield in marginal weather. However, prolonged flight in emergency electrical configuration is
not recommended.
a. Crews should be aware that workload is immediately greatly increased.
b. As only the EWD (upper ECAM) is available, disciplined use of the ECAM Control Panel (ECP) is
essential.
c. A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions
during the approach.
d. The handling of this failure is referred to as a "complex procedure". A summary for handling the
procedure is included in the QRH. This should be referred to upon completion of the ECAM
procedure, including STATUS.
e. The ELEC EMER CONFIG SYS REMAINING list is available in QRH.
7. For A320 the following guidelines apply when the aircraft is in Emergency Electrical Configuration.
a. The RAT extends automatically. This powers the blue hydraulic circuit which drives the emergency
generator. The emergency generator supplies both AC and DC ESS BUS.
b. In case of simultaneous engine generator, the probability of a successful APU gen coupling is low,
Therefore APU start attempts should be avoided as this will significantly reduce the flight time on
batteries.
c. Since AP/FD and ATHR are lost. The flight is to be completed manually in alternate and then, when
gear down, in direct law.
d. FAC 1 OFF then ON recovers the rudder trim, although no indication is available
e. For EIZ, with the gear selected down, remaining flight is on batteries only and hence the gear
extension is delayed to 1000ft. Nav aids tuning on RMP1 should be anticipated.
f. The approach speed must be at least min RAT speed (140kt) to keep the emergency generator
supplying the electrical network.
g. The BSCU are lost. Consequently, the NWS and antiskid are lost. Alternate braking with yellow
hydraulic pressure modulation up to 1000 PSI will be used. Additionally, reversers are not available.
h. RA 1+2 are lost with their associated call out. Call out will be made by PNF.
i. Approaching 50 kt during the landing roll, all CRTs will be lost as AC ESS BUSS is shed.
j. The significant remaining systems are:
Significant remaining systems in ELEC EMER CONFIG
FLY
NAVIGATE
COMMUNICATE
k. On BAT, some additional loads are lost such as FAC1 and FMGC1.
l. On IAE powered engines, the warning EPR MODE FAULT N1 DEGRADED MODE is displayed.
8. For the A330/340 the following guidelines apply when the aircraft is in Emergency Electrical
Configuration, whatever the power source is, i.e. EDP or RAT.
a. The power source for the Emergency Generator should be considered when making a decision in
this situation, as the aircraft is in a much better configuration when the Emergency Generator is
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being powered by the EDP rather than the RAT. This can be determined through the HYD S/D page
(press and hold to display on the upper ECAM), if the RAT is deployed, it will be indicated with its
RPM displayed on the Green system on the right side of the HYD page. In either case however,
prolonged flight in this configuration is not recommended.
b. The LAND RECOVERY PB should be pressed prior to commencing the approach. This action will
not be delayed since this will allow the recovery of a number of systems required for landing, e.g.
ILS 1 (if MMR not installed), SFCC 1, whilst shedding a number of systems that are no longer
required, e.g. the operative fuel pump(s).
c. The landing gear must be extended by gravity and Nose Wheel Steering is lost in all cases. When
the Emergency Generator is powered by EDP, this avoids strong fluctuation of the green hydraulic
pressure which may cause a spurious disconnection of the Emergency Generator.
9. For A330 depending on the power source i.e. EDP (Engine Driven Pump) or RAT, some differences
should be outlined:
a. Emergency Gen powered by the EDP
Significant remaining systems in ELEC EMER CONFIG
FLY
NAVIGATE
COMMUNICATE
1) When the failure occurs, the AP, if engaged, will disengage. AP1 can be reengaged. ATHR
remains lost. FD1 is available. When LAND REC is pressed AP1 and FD1 are lost.
b. Emergency Gen powered by the RAT
Significant remaining systems in ELEC EMER CONFIG
FLY
NAVIGATE
COMMUNICATE
VHF1
1) The AP, pitch trim and rudder trim are not available. The aircraft will be out of trim in roll due to
right outboard aileron upfloat and it is necessary to pay close attention to bank angle and
heading.
2) ON A330/340 SFCC FLAPS are INOP if the EMER GEN is powered only by the RAT. CONF 3
For Landing is no longer applicable (See System Remaining)
10. BEFORE LAND RECOVERY is set ON, discuss with crew the QRH OEB 10 issue A and then refer
FCOM EY OEB No 7 issue A and highlight the explanation and operational recommendations. The
OEB is applicable in case of single EDP operation.
11. When LAND RECOVERY is set ON:
a. A/P 1 and FD 1 trip OFF and are lost.
b. Radar and all fuel pumps are lost.
c. ILS, LGCIU1, BSCU1, WHC1 and SFCC slat flap channel are recovered
d. CONF 3 landing.
e. Direct law becomes active when the landing gear is extended by gravity.
f. Landing is performed with pedal braking, Antiskid and no Reversers.
g. In case of Go Around - No gear retraction (increased fuel consumption).
h. IF EMER GEN powered by RAT - At slat extension, the emergency generator disconnects (in order
to dedicate the RAT for flight controls) and landing is performed on Batteries with the same loads.
12. For A340 depending on the power source i.e. EDP or RAT, some differences should be outlined:
a. Emergency Gen powered by the EDP
Significant remaining systems in ELEC EMER CONFIG
FLY
NAVIGATE
COMMUNICATE
VHF1
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1) The AP is not available. The rudder trim position indicator on centre pedestal is lost The
aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay
close attention to bank angle and heading.
2) To navigate that can be achieved by RMP1 selecting VOR1 and can be visible to crew only by
the PFD/ND XFR SWITCH.
b. Emer Gen powered by the RAT
Significant remaining systems in ELEC EMER CONFIG
FLY
NAVIGATE
COMMUNICATE
VHF1
1) The AP, pitch trim and rudder trim are not available. Use TRK/FPA mode. The aircraft will be
out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention
to bank angle and heading.
c. When LAND RECOVERY is set ON
1)
All fuel pumps are lost.
2)
ILS, LGCIU1, BSCU1, WHC1 and SFCC slat flap channel are recovered
3)
CONF 3 landing.
4)
Direct law becomes active when the landing gear is extended by gravity.
5)
Landing is performed with pedal braking, Antiskid (1000 psi) and no Reversers.
6)
In case of Go Around - No gear retraction (increased fuel consumption).
USE OF THE SUMMARY:
1. The CRUISE section highlights the remaining systems, the main limitations and the flight capability of
the aircraft. This section may help the flight crew to assess the situation and to choose an appropriate
landing runway by referring to the corresponding chapters of the QRH for:
a. The evaluation of an increased fuel consumption (FPE-FPF)
b. The VAPP computation at the selected airport (FPE-IFL)
c. The In-flight Landing Distance computation (FPE-IFL)
2. The APPROACH, LANDING and GO AROUND sections of the summary should be used to prepare
and conduct the approach briefing. When appropriate, these sections include, among others, the
LANDING WITH SLATS or FLAPS JAMMED procedure and the L/G GRAVITY EXTENSION
procedure.
3. The APPR PROC actions given by the STATUS page should be performed by reading the APPROACH
section of the summary, without having to refer to other paper procedures.
4. Once the aircraft is in final configuration, the LANDING and the GO AROUND sections may be shortly
commented, as a reminder (braking, NWS, reversers and L/G retraction in case of go-around).
5. Before the final approach, the PNF should review the STATUS page and check that all the APPR
PROC actions have been completed.
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PROCEDURE
1. On A380, Activate electrical emergency configuration button
2. In the case of an emergency electrical configuration, the flight cockpit indications change significantly
because the generators are disconnected from the AC bus bars. The RAT is deployed in order to
supply the emergency generator.
3. The AP/FD and ATHR are lost. CM1 has all available instruments to fly the aircraft. The aircraft
operates in direct law and the flight crew must manually trim the aircraft. The AFS-CP is available and
the IAS/MACH, HDG, and ALT blue targets are available on the PFD. The ND 1 remains and the
navigation is performed via FMS 1, VOR/DME 1 and LS 1 using the RMP in STBY NAV. When
convenient, an emergency will be notified to ATC by using VHF 1. Depending on the exact situation,
assistance may be available from ATC about the position of other aircraft, safe direction, closest airport
etc...
4. Significant remaining systems in ELEC EMER CONFIG
a. FLY PFD 1, DIRECT LAW
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
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1. When the PF initiates a Go-Around, the flight crew must complete the go-around manoeuvre. The PF
must not initiate a Go-Around after the selection of the thrust reversers.
2. If the flight crew performs a go-around near the ground, they should take into account the following:
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3. In the case of bounce, the flight crew must consider delaying flap retraction
a. The PF should order landing gear retraction when the aircraft reaches and maintains positive climb
with NO possibility of subsequent touchdown.
b. If the aircraft is on the runway and in FULL configuration when the PF applies TOGA thrust, a
CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The flight crew should disregard this
alert.
B1
B2
1. Any PWS caution or warning is inhibited at the start of the high speed phase of T.O (above 100kts) to
avoid the risks associated with high speed RTOs, especially in cases where aircrafts acceleration may
not be uniform (which has a negative effect on the ASDA). Therefore, if a WINDSHEAR AHEAD red
warning is activated during T.O. roll the take-off MUST be rejected, unless the commanders deems that
there is not enough distance remaining for the aircraft to stop on the runway safely. In case the "GO
AROUND WINDSHEAR AHEAD" message is triggered during approach, the PF must set TOGA for goaround. The aircraft configuration can be changed, provided that the wind shear is not entered. During
approach phase WINDSHEAR AHEAD or GO AROUND WINDSHEAR AHEAD may be disregarded
,as long as there are no other signs of possible wind shear conditions and the reactive wind shear
systems is operational.
2. Some Predictive Windshear System particulars:
a. The system can only detect windshear in the presence of water droplets (convective Wx)
b. The system scans up to 5 NM in front of the A/C between the ground and 2300 ft
c. It provides AMBER MONITOR RADAR DISPLAY cautions within 3 NM of the A/C and below 1500
ft.
d. It provides a RED WINDSHEAR AHEAD warning within 1.5 NM of the A/C during take-off and
below 1500 ft.
e. It provides a RED GO AROUND WINDSHEAR AHEAD warning within 1.5 NM of the A/C during
approach and below 1500 ft.
f. All warning alerts on final approach are downgraded to caution alerts below 370 ft.
Note, If both ND on TERR is selected on, PWS take over and disengages TERR on ND to display WX
ahead. If TERR on ND is re-selected oral warning "Monitor RADAR Display" comes on
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2. Depending on the flight phase, and on the aircraft's distance from the windshear, the PWS function will
trigger and generate a warning, or a caution, or an advisory
PWS During Take off Roll
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1)
2)
B3
2. Discuss with them actions that would allow them to AVOID and TRAP the situation. Explain to them that
for training purposes they should continue on present heading until the warning is triggered, to
practice the escape manoeuvre. Initially the Terrain Ahead warning is triggered and the crew should
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all available
instruments and information. Ask crew to evaluate and provide the analysis and for training purpose
radar vectored them towards high terrain.
On A380, If the flight crew sets the TERR SYS button of the MFD SURV/CONTROLS page to ON, the
TERR function provides:
a. A horizontal view of the terrain on the ND, if the flight crew presses the TERR pb on the EFIS CP or
if the TAWS triggers an alert The ND displays terrain in different colours, depending on the terrain
altitude in relation to the aircraft altitude.
b. A vertical view of the terrain on the VD. The VD always displays:
1)
Terrain in brown. The colour of the terrain does not change depending on relative terrain
proximity, nor during terrain or obstacle alerts.
2)
Water in blue.
3)
The VD always displays the terrain, even if the TERR pb is not pressed on the EFIS CP.
3. Once PULL UP TERRAIN AHEAD PULL UP is generated the immediate action required is
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simultaneously:
a. A/P OFF
b. PITCH PULL UP to full back stick and maintain in that position
c. THR LEVERS TOGA
d. SPEED BRAKE Check RECTRACTED.
e. BANK WINGS LEVEL or ADJUST
4. Discuss the When flight path is safe and the warning stops. Due to rising terrain if only the warning
stops part is followed the crew will experience a follow up PULL UP TERRAIN AHEAD PULL UP
warning
5. Ask crew to climb to MSA until Alert stops or reaching MSA. Alternatively the crew can establish a safe
trajectory. Only once they are assured clearance from the terrain that crew should accelerate and
recover from Alpha Lock by:
f. REDUCE VS by easing back pressure on the side stick.
g. Once speed above VLS
h. PF Call Go Around Flap
i. PM Call Positive climb,
j. PF Call Gear up
k. Retract flaps on schedule
l. Cancel TOGA LOCK by pressing Instinctive PB on thrust levers.
6. Recall Capture #4 and repeat for the other Crew member.
B7
7.
8.
9.
10.
11.
12.
13.
14.
15.
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bleed system and be perceptible in the cockpit or the cabin. In that case, it will be re-circulated
throughout the aircraft, until it completely disappears from the air conditioning system.
c. If only the AVIONICS SMOKE warning is triggered, the crew may suspect an AVIONICS SMOKE.
d. If smoke is detected, while equipment is declared faulty, the crew may suspect that smoke is coming
from this equipment.
According to the source he suspects, the crew will enter one of the preconditions:
a. IF AIR COND SMOKE SUSPECTED
b. IF CAB EQUIPMENT SMOKE SUSPECTED
c. IF AVNCS/ELECTRICAL SMOKE SUSPECTED OR SMOKE SOURCE CANNOT BE
DETERMINED...
d. IF MD SMOKE ECAM TRIGGERS (A330F)
Since electrical fire is the most critical case, if the crew doesn't know the Source of the smoke, or if the
application of the initial actions has been unsuccessful then procedure requires shedding electrical
supply on one side and then the other. If unsuccessful, then it requires setting the Electrical emergency
configuration as the last means to isolate the smoke source.
If the flight crew sets the electrical emergency configuration following a smoke detection in the avionic
compartment ("AVIONICS SMOKE" ECAM caution triggered), the ECAM does not display the same
procedure as the one displayed following the loss of main generators. In fact in this case, the ECAM
displays a specific procedure that takes into account the smoke detection: As the flight crew has
voluntarily set the electrical emergency configuration, the purpose of the ELEC EMER CONFIG ECAM
procedure is not to try to restore the generators, but to remain in electrical emergency configuration,
and restore generators before landing to perform the landing in normal Electrical configuration.
BOXED ITEMS - These items (applying REMOVAL of SMOKE/FUMES procedure, setting electrical
emergency configuration, or considering immediate landing) may be applied at any time, in the
procedure (but not before the immediate actions). When necessary, the REMOVAL of SMOKE/FUMES
procedure must be applied before the Electrical emergency configuration is set. Indeed, in electrical
emergency configuration REMOVAL of SMOKE/FUMES procedure cannot be applied, since manual
control of cabin pressure cannot be selected.
Once the first step of the REMOVAL of SMOKE/FUMES procedure have been applied, the crew will
come back to the SMOKE/FUMES/AVNCS SMOKE procedure, to apply the appropriate Steps,
depending on the suspected smoke source while descending to FL 100. Reaching FL 100, the
REMOVAL of SMOKE/FUMES procedure will be completed.
Activate Air conditioning Smoke. Improvise communication as CM so crew will consider SMOKE
REMOVAL procedure. During SMOKE REMOVAL procedure introduce the ATA26 AVIONICS SMOKE
malfunction from the IOS panel which is a result of Air condition smoke. Crew then have to apply the
UNDETERMINED/AVNCS procedure and consider ELEC EMER CONFIG (A320) or Shed AC BUSSES
accordingly and consider ELEC EMER CONFIG (A330 A340). Once crew set ELEC EMER
configuration and reach 10000ft consider the task completed.
The crew will carry out the following actions:
a. Use Crew Oxy Masks.
b. Find and apply Smoke/Fumes/Avncs Smoke QRH Checklist.
c. Initiate diversion descend to FL100/MEA
d. Determine if Smoke Removal is necessary
e. Find and apply Smoke Removal checklist (Till QRH - At FL100 or MEA)
f. Go back to Smoke/Fumes/Avncs Smoke QRH Checklist and continue
g. In Smoke/Fumes/Avncs Smoke QRH Checklist Identify Smoke Origin In this case go to IF
Smoke source cannot be determined and still continues or
h. Set ELEC EMER Config from QRH and then apply ECAM except for resetting generator.
i. At FL 100 or MEA go back to Smoke Removal checklist.
j. 3 min to Landing or 2000ft AAL go back to Smoke/Fumes/Avncs Smoke QRH Checklist and action
as required.
This procedure will have been thoroughly covered during the briefing period, but the crew may still need
some assistance using the cumbersome QRH manuals. Therefore, monitor the crews actions carefully
and provide some guidance as necessary to ensure that the proper sequence of procedures is
followed.
The QRH will suggest using the SMOKE/FUMES REMOVAL procedures or the ELEC EMER CONFIG
procedures if smoke or fumes becomes the greatest threat. For training purposes, tell the crew to
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complete the SMOKE REMOVAL procedures, and then continue with the AVIONICS SMOKE
procedures.
16. As briefed beforehand, the crew will apply the procedures to establish the EMER ELEC
CONFIG. Then:
ALL: Keep the smoke selected until the crew establishes the Emergency Electrical Configuration, and
then de-activate the smoke. (This will automatically deactivate in the A330 and A340 Sim). For all fleets,
the QRH instructs the crew to establish normal electrical power just before landing.
A330 and A340: As per FCOM ABN 24 ELEC EMER CONFIG (ALL GEN RECOVERED or APU GEN
Available) procedure the crew should select the Land Recovery PB ON.
b. If cockpit not affected and upper deck affected - The smoke is extracted from the upper deck via the
CABIN AIR EXTRACT valves located at the rear of the upper deck.
c. If cockpit not affected and main deck affected The smoke is extracted from the main deck via the
outflow valves
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2. If smoke is identified by an ECAM alert then the crew must apply the ECAM actions. After the
immediate actions, the ECAM requests to apply the QRH SMOKE/FUMES paper procedure. If there is
a subsequent ECAM alert then the crew should apply the ECAM. If any doubt exists about the origin of
the smoke then the crew should apply the QRH SMOKE/FUMES paper procedure directly.
3. If a crewmember (cabin/flight crew) detects smoke, without any ECAM Alert, the crew must apply the
FIRE SMOKE/FUMES procedure.
a. If visibility in the cockpit is sufficient to read the ECAM crew should activate and apply the FIRE
SMOKE/FUMES Not-Sensed procedure and apply the QRH SMOKE/FUMES paper procedure on
ECAM request.
b. If visibility in the cockpit is not sufficient then refer to QRH SMOKE/FUMES paper procedure
directly.
4. For the training purpose the following three scenarios will be discussed:
a. 1st Scenario: COCKPIT NOT AFFECTED AND UPPER DECK AFFECTED. Due to simulator
restrictions this malfunction (UPPER DECK SMOKE) cannot be practiced. Insert flight freeze and
discuss the FIRE SMOKE/FUMES Not-Sensed procedure from PRO-ABN-NECA or QRH for
UPPER DECK SMOKE. Explain that CABIN Alt and CABIN V/S must be on AUTO to ensure the
automatic closure of the fwd outflow valve and this may prevent contamination of the main deck.
Explain that smoke is extracted from the upper deck via the Cabin Air Extract Valves when it is set
to OVRD.
b. 2nd scenario: COCKPIT NOT AFFECTED AND MAIN DECK AFFECTED Remain in flight freeze
and call from the MAIN DECK advising the Flight Crew that a fire has developed in the toilet area
and they are actively fighting the fire. Since there is no smoke in the cockpit and the visibility is
sufficient the crew should crew should activate and apply the FIRE SMOKE/FUMES Not-Sensed
procedure and apply the QRH SMOKE/FUMES paper procedure on ECAM request. Explain that
Vent AVNCS EXTRACT to OVRD decreases the amount of air extracted from the cockpit and thus
builds up an overpressure. In OVRD the EXTRACT VALVE closes and the OVERBOARD VALVE
partially opens. Smoke is extracted from the main cabin via the outflow valves. Avionics ventilation is
evacuated using the overboard Valve. Vent Avionics Extract OVRD. Clear the Fault and restore the
systems.
c. 3rd scenario: Release from flight freeze and activate SMOKE R MAIN AVNCS SMOKE. The crew
should apply ECAM actions and after the immediate actions, the ECAM requests to apply the QRH
SMOKE/FUMES paper procedure. With smoke in the cockpit the crew should then apply
REMOVAL OF SMOKE/FUMES QRH procedure. Explain that the outflow valves will be open, the
aircraft depressurized and the smoke will be extracted via the FWD OUTFLOW VALVE.
CIRCLING APPROACH
B8
1. The circling approach is the visual phase of an instrument approach to bring an aircraft into position for
landing on a runway which is not suitably located for a straight-in approach (e.g. due to wind
conditions). Refer to PRO-NOR-SOP-19 CIRCLING APPROACH, OM-A 8.1.3 CIRCLING APPROACH
and OM-A 8.3.20 CIRCLING AND VISUAL APPROACHES
2. Remind the crew that a Circling approach is only permitted at nominated airfields and these airfields
must contain an individual and specific statement in the RIM Part C that Circling is permitted to a
specific runway.
3. Discuss with the crew that although the OM-A states a minima (1000 and 5000m), the pilots have to
check the chart 10-9EY/RIM 380 for the specific runway minima and utilize the higher minimums.
4. Clarify to crew that Circling in LIMC is approved for TRAINING PURPOSES ONLY.
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COMMON ERRORS
The following is a summary of the most common errors highlighted by instructors:
Failure to deselect the FD (displayed in red), and select the BIRD on.
Reengage Autopilot in case of EMER GEN supplying the Green System (A330).
Unfamiliar with the QRH system remaining tables and its use.
Incorrect use of Summary for landing.
Failure to announce standard call outs in lieu of auto callouts by PM.
Awareness of configuration for landing if EMER GEN supplied by the RAT (A330/340)
Relying on FMS fuel prediction instead of FPF from tables.
Starting APU when successful coupling is remote and risk reduce battery time.
Wrong procedure in VAPP insertion in MCDU.
Not declaring MAYDAY and cancelling the same on ground.
Selected speed not used immediately at failure recognition.
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STALL RECOVERY
1.
2.
3.
4.
5.
REJECTED LANDING
1.
2.
SMOKE PROCEDURES
1.
2.
3.
4.
5.
6.