Professional Documents
Culture Documents
APLICABILIDADE: A320/A319 EMITIDO EFETIVO 01/04/01 01/04/01 APROVADO POR: Chefia de Equipamento : Cmt. Grant INSTRUCTOR PILOTS GUIDE
01- INTRODUCTION
This guide provides instructor pilots with the information required to conducting the A319/A320 type transition training in a safe and efficient way. Every maneuver executed during a training program should be directly applicable to airline operation and type rating check. Flight time is costly. Avoid description of a maneuver in flight. Before the first training flight spend adequate time to brief the trainee on the training program. Emphasize crew coordination, arrival and departure procedures, layout and use of FCOM and QRH. It is the instructors responsibility to ensure that before commencement of flight training the trainees are briefed on location and operation of emergency exits and safety equipment. Prior to each flight take adequate time to brief the trainees on the particular maneuver to be executed during the coming flight. Brief in detail to avoid misunderstandings and unnecessary repetition in the air. After the flight, take sufficient time for the post flight training requires one-hour ground briefing. Approach your work as instructor with caution and respect. Be prepared for the unexpected. Statistics show that the odds of having an accident during flight training are worse than during normal line operation. Some simple rules are: NO unauthorized maneuver, which might jeopardize the safety of flight, will be allowed. In addition, NO demonstrations of flight envelope protection systems will be intentionally carried. NO acceleration/stop training will be conducted in the aircraft. The decision to reject a take-off during the Route Training is made exclusively by the instructor who will immediately take control of the aircraft. A briefing in this regard will be made prior to flight and reinforced during take-off briefing. NO engine shutdown is allowed for training purposes. Do not pull circuit breakers to create a malfunction. Observe all normal flight and aircraft limitations. The instructor is responsible for all radio communications and maintaining a visual lookout for conflicting air traffic. The trainee, including the observer in the jump seat/Safety Pilot (first flight), should be encouraged to back up the instructor in this regard and to immediately inform him of any potential conflict. Do not allow more persons in the cockpit than strictly necessary. The instructor has to be ready to take-over if the need arises (e.g. control swapped in case of loss of info on the trainee side). On the A319/A320, there is no immediate step for corrections between voice recommendations (oral guidance) and total take-over by pressing the push-button on the sidestick. This is the reason why the instructor must remind the trainees that they must not be concerned if the instructor takes over. Because of the nature of the fly by wire system, additive control inputs by the instructor may be of negative value for instruction purposes and can generate confusion in the handling of the trajectory. This should be emphasized and reviewed with the trainees during the preflight briefing. If take-over becomes necessary during the flight, instructor will clearly call I HAVE CONTROL and press sidestick priority pushbutton. The trainee will acknowledge by calling YOU HAVE CONTROL, release the sidestick and observe the red arrow on the sidestick priority panel on the glareshield. Instructor will keep his side priority pushbutton depressed as long as the green light of the priority panel is illuminated on the glareshield. However there may be cases where it is necessary to apply back stick without warning in case of a very late flare; it must be emphasized a take-over is very rare occurrence. On the ground, it should be emphasized that the nosewheel steering tiller should NOT be used at high speeds (GS > 30 KT) because of overcontrolling. Steering inputs from both tillers are additive, and corrective inputs by the instructor will immediately call out I HAVE CONTROL, and if necessary, be prepared to use differential braking to regain control or bring the aircraft to a stop. Little if any power above idle thrust will be required to get the aircraft moving at training weights. Thrust should be used symmetrically. Avoid high thrust settings at low ground speeds due to the risk of ingestion (FOD).
BOLETIM INFORMATIVO
Diretoria de Operaes
The wing-mounted engines are close to the ground; this is particular point to note for ex F100 pilots. Avoid placing engines over unconsolidated or unprepared ground e.g. over the edge of taxiways. Brakes may be checked once the aircraft is moving and thereafter the normal maximum taxi speed should be 20 KT in a straight line, 8 KT for a sharp turn. As pilot eye height at 15 FT is higher than in many other aircraft, monitor ND groundspeed displays to help asses taxi speed. Do not ride the brakes, as 20 KT is exceeded, apply smoothly and decelerate to 10 KT, release the brakes and allow the aircraft to accelerate again. NOTE: Use of anti-ice increases ground idle thrust, care must be taken on slippery surfaces. Nosewheel steering is also fly by wire. The inputs of the nosewheel steering tillers are additive (just like the sidestick). Care is needed to steer the aircraft smoothly with small tiller inputs. Sharp turns particularly need care, as the rate of response of the nosewheel to tiller input is not linear.
BOLETIM INFORMATIVO
Diretoria de Operaes
FCOM 3.04.70 (Engine Start Manual)
10- TAXI
DOC References: QRH 3.03 & 3.04 (Taxi and Before Take Off) FCOM 1.32.20 (Nose Wheel Steering) FCOM 3.03.10 (SOPs) FCOM 3.04.27 (Supplementary Techniques) FCOM 4.05.20 (FMGS Procedures Taxi)
BOLETIM INFORMATIVO
Diretoria de Operaes
19- DESCENT PLANNING
DOC References: FCOM 3.03.16 (Descent Preparation)
28- CAT II
DOC References: QRH 5.04 (OPS Data) FCOM 3.01.22 (Limitations)
BOLETIM INFORMATIVO
Diretoria de Operaes
FCOM 3.03.22 (Landing Geometry: Visual Segment and Ground Clearance) FCOM 4.05.70 (Procedures) Appropriate approach charts A320 IAE Autoland Long Flare (FCOM Bulletim n 44)
31- GO-AROUND
DOC references: QRH 3.09 (Normal Procedures) FCOM 1.22.30 (Flight Guidance) FCOM 3.03.23 (SOP`s) FCOM 4.03.20 (MCDU Page Description) FCOM 4.05.80 (FMGS Procedures)
32- DIVERSION
DOC References: FCOM 2.05.50 (Alternate)
BOLETIM INFORMATIVO
Diretoria de Operaes
37- ECAM PHILOSOPHY AND NORMAL USE
DOC References: FCOM 1.31.10 to 1.31.30 (ECAM Description) FCOM 3.02.01 (ABN and Emergency Procedures)
BOLETIM INFORMATIVO
Diretoria de Operaes
47- SINGLE ENGINE APPROACH
DOC References: FCOM 3.04.27 (Engine Out Landing) FCOM 4.04.30 (Engine Out in Approach Phase)
BOLETIM INFORMATIVO
Diretoria de Operaes
FCOM 3.02.34 (Abnormal Procedures) FCOM 4.02.20 (Flight Management Principles) FCOM 4.03.20 (MCDU Page Description) FCOM 4.05.70 (Approach)
BOLETIM INFORMATIVO
Diretoria de Operaes
DOC References: QRH 2.23 (Bomb on Board) FCOM 3.02.80 (Bomb on Board)