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LOW VISIBILITY OPERATIONS

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FLIGHT CREW TRAINING PROGRAM Issue 07 JUN 2009
18.00
18.01 - INTRODUCTION

18.02 - TRAINING FOOTPRINT

18.03 - TRAINING SYLLABI

L.V.O. FFS syllabus Standard Crew .......................................................................Page 1Crew of two Captains ............................................................Page 3Crew of two F/O .....................................................................Page 5

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18.01INTRODUCTION
01 - GENERAL

The Airbus Low Visibility Operations (L.V.O.) course is designed as a generic Low Visibility Training Course for Airbus aircraft, following the requirements laid down in EU-OPS 1.450 Appendix 1.

Regulations by FAA and other institutions such as ICAO differ in certain areas.

As this course is generic, it needs to be supplemented by the specific rules of the operator to fulfill the requirements of an operator’s course according EU-OPS to 1.450 paragraph 2. Particularly it does NOT fulfill the requirements of EU-OPS UNLESS :- This course is approved by the Authority the trainees operator is subject to and

- Published in the Operations Manual of the airline the trainee will fly for.

After the successful completion of this course the pilot is only allowed to conduct Low Visibility Operation under the approval of an operator holding an LVO certificate.Do not signed this section 6 of JAR FORM unless explicitly requested by the TRTO.

02 - COURSE DURATION

03 - COURSE PREPARATION

The Airbus LVO Training is divided into two parts: • A self study CBT DVD part• One simulator Session

The CBT self study is available on the trainee’s DVD. This CBT contains a detailed presentation covering the following topics:• Definitions• Weather• Airport/Ground Equipment• Aircraft Technical Considerations• Crew Requirements• Normal Operating Procedures• Abnormal Operating Procedures

* Standard + Non Standard Crew : 4 hours DVD - selfstudy

Training practice Number of session*Standard crew :1 Captain + 1 F/O 3 hours / crew 1 x 3:00 FFS session

*Non Standard Crew :

• 2 Captains 2 hours / Captain 1 x 4:00 FFS session

• 2 First Officers 2 hours / First Officer 1 x 4:00 FFS session

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Knowledge of the CBT is essential to commence and conduct the simulator training. The trainee must therefore complete the CBT before starting the session. He will sign the sheet on the next page and provide it to the instructor during the briefing.

There will be no formal tests to verify the trainees knowledge, but the Briefing Guide contains several multiple-choice questions that have to be answered by the trainees during the session briefing.

If during the session briefing the Instructor gets the impression that the theoretical knowledge of the trainees is inadequate or that the CBT has not been performed, he shall discontinue the training and file a Progress Incident Report. The Head of Training of the TRTO will conduct further action.

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Certification of L.V.O. course simulator session preparation

I ……………………………….(name) certify, that I have studied all course documents (including the DVD course) concerning L.V.O. thoroughly and I am ready to commence practical training.

Signature …………………….. Date……………………………

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18.02TRAINING FOOTPRINT
A. STANDARD CREW

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B. - CREW CONSISTING OF TWO CAPTAINS

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C. - CREW CONSISTING OF TWO FIRST OFFICERS

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DAY 1 DAY 2

CBT : 4:00 FFS session :• Training practice 3:00

DAY 1 DAY 2


DAY 1 DAY 2


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18.03LOW VISIBILITY OPERATIONS

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FLIGHT CREW TRAINING PROGRAM Issue 07 JUN 2009JUN 2009

HASE

WEATHER 270°/5 kt Visi / Ceiling : Per syllabus Temp 2° Dew Point 1° QNH 1020 QFE 991

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CO RTE FROM / TO TRIP DISTLFZZ/LFZZ LOCAL

ALTN / CO RTE TRIP WINDAIBLYS

FLT NBR ALTN[Airline ID] 181 LFLL

LAT LONG ALTN DISTN 46 24.4 E 004 01.3 85 Nm

COST INDEX FL TO ALTN30 FL 110

CRZ FL TEMP TROPO4000 ft / -5°C 36090

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NOTES RWY COND WET AIR COND ON ANTI ICE ENG ON

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AIRLINE OPERATIONAL MINIMUM :

TimeINIT GATE - LFZZ 33R1 - FAST COCKPIT PREP, ENG QUICK START2 - LOW VISIBLITY (LV) TAXI OUT

0:20 3 - LOW VISIBILTY TAKE OFF (LVTO)

INIT FINAL APP LFZZ 33R4 - DEMO OF VISUAL SEGMENTS WITH

DIFFERENT MINIMA (FREEZE)

0:45 5 - DEMO OF DEFINED TECHNICAL FAILURES ON FINAL (PARTLY : FREEZE) - G/A

INIT HOLDING POINT LFZZ 33R6 - TAKE OFF, CONTINUE YAW BAR, BSCU

CHANNEL 2 FAILURE ON DOWNWIND7 - CAT III DUAL TO MINIMUM 20 ft -

NO CONTACT - LOW G/A - ENGINE FAIL ON G/A

1:20 8 - CAT III SINGLE - ONE ENGINE OUT - LANDING

INIT TAKE OFF LFZZ 33R9 - TAKE OFF BY F/O - ATHR 1 FAILURE

AFTER CLEAN UP10 - CAT III SINGLE - AUTOLAND LIGHT AT 50FT - (BOTH A/P AND ATHR FAIL) - NO VISUAL CONTACT - MANUAL G/A

1:55 11 - CAT II MANUAL THRUST - LANDING - AUTOBRAKE FAILURE

INIT TAKE OFF LFZZ 33R12 - TAKE OFF - ENGINE FAILURE AT VR - RESTART13 - CAT III DUAL TO NO DH - G/A DUE DMC 1 FAILURE AT 300FT - G/A

2:2514 - CAT III DUAL TO NO DH - VISUAL CONTACT AT 150FT - ENGINE FAILURE AT 100FT - LANDING

INIT TAKE OFF LFZZ 33R15 - TAKE OFF - ENGINE FIRE AT 110KTS - RTO - VIS 0 - FOLLOW YAW BAR

INIT TAKE OFF LFZZ 33R16 - TAKE OFF BY F/O - CAPT INCAPACITATED ON ROTATION - SELECT CAT I WEATHER F/O AUTOLAND APPROACH

INIT TAKE OFF LFZZ 33R OR INIT DOWNWIND17 - CAT III DUAL TO NO DH - LANDING

3:00 18 - TAXI IN

LOW VISIBILITY TAKE-OFF

APPROACH : CAT II CAT III

L.V.O. FFS STANDARD CREW

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0:20 3 - LOW VISIBILITY TAKE OFF (LVTO)

INIT FINAL APP LFZZ 33R4 - DEMO OF VISUAL SEGMENTS WITH

DIFFERENT MINIMA (FREEZE)5 - DEMO OF DEFINED TECHNICAL FAILURES

ON FINAL (PARTLY: FREEZE), G/A6 - CAT III DUAL TO MINIMUM 20FT-

NO CONTACT - LOW G/A - ENGINE FAIL ON G/A

1:10 7 - CAT III SINGLE - ONE ENGINE OUT - LANDING

INIT TAKE OFF LFZZ 33R8 - TAKE OFF, CONTINUE YAW BAR,

ATHR 1 FAILURE AFTER CLEAN UP9 - CAT III SINGLE

A/P AND ATHR FAIL AT 50FT AUTOLAND LIGHT NO VISUAL CONTACT - MANUAL G/A

1:45 10 - CAT II MANUAL THRUST - LANDING - AUTOBRAKE FAILURE

INIT TAKE OFF LFZZ 33R

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11 - TAKE OFF - F/O INCAPACITATED BEFORE “100 KTS” CALL - ENGINE FIRE AT 110KTS RTO - VIS 0 - FOLLOW YAW BAR

INIT TAKE OFF LFZZ 33R12 - TAKE OFF - ENGINE FAILURE - RESTART

2:10 13 - CAT III DUAL TO NO DH - LONG FLARE - LANDING

SEAT CHANGE

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APPROACH : CAT II CAT III

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14 - TAKE OFF15 - CAT III DUAL TO NO DH - AUTOLAND LIGHT - TRANSMITTER FAILURE - G/A -

2:4516 - CAT II APPROACH R/A 2 FAILURE ON DOWNWIND NO ROLL OUT MODE

INIT TAKE OFF LFZZ 33R17 - TAKE OFF, CONTINUE YAW BAR, F/O INCAPACITATED (REANIMATED ON DOWNWIND)18 - CAT III DUAL TO MINIMUM 20FT- NO CONTACT - LOW G/A - ENGINE FAIL ON G/A

3:20 19 - CAT III SINGLE - ONE ENGINE OUT - LANDING - LONG FLARE

INIT TAKE OFF LFZZ 33R

3:25 20 - TAKE OFF - ENGINE FAILURE AT 110KTS- RTO - VIS 0 - FOLLOW YAW BAR

INIT TAKE OFF LFZZ 33R21 - TAKE OFF - ENGINE FAILURE - RESTART22 - CAT III DUAL TO NO DH - FAC 1 FAILURE AT 800FT- GA - RESET SUCCESSFUL23 - CAT III DUAL TO NO DH - LANDING

4:00 24 - TAXI IN LOVIS

LOW VISIBILITY TAKE-OFF APPROACH : CAT II CAT III

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0:35 2 - DEMO OF DEFINED TECHNICAL FAILURES ON FINAL (PARTLY: FREEZE) LANDING

INIT FINAL APP LFZZ 33R - INSTRUCTOR TAKES LH SEAT3 - REPOS ON FINAL 2500FT - CAT III DUAL

NO DH - GA DUE TO LOC DRIFT AT 150FT - AUTOLAND LIGHT

0:55 4 - CAT III DUAL TO NO DH - LANDING

INIT TAKE OFF LFZZ 33R5 - TAKE OFF BY F/O6 - CAT III DUAL TO NO DH -

DMC 1 FAILURE AT 300 FT7 - CAT III DUAL NO DH - NO FLARE -

G/A - ELAC 2 FAULT1:45 8 - CAT III SINGLE - LANDING

INIT TAKE OFF LFZZ 33R9 - TAKE OFF - ENGINE FIRE AT 110KTS -

RTO - AUTOBRAKE FAILURE

INIT TAKE OFF LFZZ 33R10 - TAKE OFF BY F/O - CAPT INCAPACITATED ON ROTATION - SELECT CAT I WEATHER AUTOLAND APPROACH BY F/O

INIT DOWNWIND11 - CAT III DUAL TO NO DH - LANDING

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INIT FINAL APP LFZZ 33R13 - REPOS ON FINAL 2500FT - CAT III DUAL NO DH - GA DUE TO ILS TRANSMITTER FAILURE AT 150FT - AUTOLAND LIGHT

2:45 14 - CAT III DUAL TO NO DH - LANDING

INIT TAKE OFF LFZZ 33R15 - TAKE OFF BY F/O16 - CAT III DUAL TO NO DH - ADR 1 FAILURE AT 300 FT - G/A17 - CAT III SINGLE - NO FLARE - G/A - RA2 FAULT

3:35 18 - CAT II - LANDING

INIT TAKE OFF LFZZ 33R19 - TAKE OFF - ENGINE FIRE AT 110KTS - RTO - NO SPOILERS

INIT TAKE OFF LFZZ 33R20 - TAKE OFF BY F/O - CAPT INCAPACITATED ON ROTATION - SELECT CAT I WEATHER AUTOLAND APP BY F/O

INIT DOWNWIND4:00 21 - CAT III DUAL TO NO DH - LANDING


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18.03
01 - SESSION OBJECTIVE

To complete L.V.O. training so that the crew reaches the required level of proficiency for CATII / III approaches and low visibility taxi and take-off operations. F/O autoland training in caseof captains incapacitation(Refer to General Requirements on 18.01 Page 1).

02 - TRAINING TOPICS

A. INTRODUCE

• CAT II / III approaches and low visibility taxi and take-off training.

B. EXERCISES / REFERENCES :

C. SUPPORT

• FCOM 3• FCOM 4• Briefing Guide L.V.O• Getting to grips with CAT II / III on DVD • CBT : Self study course CAT II / III - L.V.O.

Session briefing : 1 hour (50 minutes briefing, 10 minutes break). A Briefing Guide is provided to facilitate the briefing.Briefing Content : In the CBT DVD phase all theoretical, regulatory and background informa-tion are taught. In the simulator session, the operational aspects of L.V.O. are trained. Therefore the session briefing shall concentrate on the operational aspects of L.V.O.

To assure proper time management of the session briefing:• Avoid overloading trainees with regulations and basic information.• Emphasise the operational side of LVO.• It is not necessary to brief all “common errors” (see Briefing Guide) in detail.• It is not necessary to brief technical malfunctions in detail. A thorough presentation of the

most likely malfunctions is given in the CBT self study course and will be demonstrated or trained in the simulator session (receiver failure, transmitter failure, RA failure, AP failure …)

03 - SESSION PROFICIENCY CRITERIA

• The crew has reached an acceptable level of proficiency so as to operate in low visiblity.• F/O are capable to operate autoland in case of captains incapacitation

L.V.O. SESSION PREPARATION

EVENTS FCOM QRHAUTOFLIGHT LIMITATIONS 3.01.22VISUAL SEGMENT 3.03.22TASK SHARING AND FAILURES FORCAT II AND CAT III APPROACHES

4.05.70

REQUIRED EQUIPMENT 5.04

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The recommended session briefing should contain the following elements

A. CBT SELF STUDY COURSE

Ask trainees about any open questions after conducting the CBT training and collect thestatement that they have completed the courseware (page 18.02.1)

B. Low Visibility Taxi and Take Off (LVTO)

• Basics for Low Visibility ground operations:- Both heads up (but watch GS on ND regurlarly)- No checklist/administrative work when aircraft is moving

• Both pilots have to be familiar with the intended Taxi Route before starting Taxi (Briefing)

• Crew has to pay special attention to Hot Spots (Areas of possible error/conflict with other traffic) and identify them on the airport chart

• Ask for ATC assistance (Mode S) or Follow Me if uncertain about position

• Use all means to identify T/O Runway - e.g. switch LS to on and monitor LLZ centering when lining up (if RWY ILS equipped) - off again when lined up to get yaw bar.

• Describe function and use of Yaw Bar (NOTE : YAW-BAR will appear only if the ILS/LOC is available for the same RWY direction) and thrust is advanced

• Use TCAS before entering runway to check the approach area clear and / or the preceeding A/C has vacated the RWY

• Common Errors - No thorough preparation of both pilots before starting taxi manoeuvers- Taxi speed to fast- One or both pilots head down/doing checklists etc.- PNF not ready to brake

C. Approach Preparation

The preparation for the approach should start with a brief review of the elements that have tobe considered before starting an LVO:

• Aircraft• Airport• Crew• Weather

BRIEFING GUIDE

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• Aircraft- Certified for the intended operation (where to find? - FCOM Limitations)- Technical Status must allow the LVO (where to find? - Aircraft Log, MEL for preflight

check - ECAM and QRH for in-flight failures)

• Airport - To be certified for LVO (where to find? - Route Documentation)- Low Visibility Procedures must be in force (Check ATIS or ask ATC to confirm)

• Crew - Both pilots must be qualified for LVO- LVO certification must be current (Crew Briefing!)

• Weather - Check RVR to be above company LVO limit- Check local requirements (e.g. some states require also Ceiling to be above a certain limits)

- Always plan for the full use of automation and brief for downgrade options (e.g. plan for CAT III dual autoland even when the minimum is CAT II)

- Check endurance to hold and diversion options

• Common Errors - Not checking Technical Aircraft Log if there is a LVO restriction- Not confirming that Low Visibility Procedures are enforced by the ATC/Airport- Not planning for the lowest possible minimum

D. Operational particularities for LVO approach

• Task sharing

- CM1 is PF, CM2 is PNF- Mention importance of CM2 especially below 400ft (he has to check the flight path and

the Autoflight Modes, call deviations, Takeover in case of incapacitation of CM 1)

• Autobrake is recommended

• Stabilized Approach is recommended

• Major differences to conventional ILS approach below 400 ft

- LAND Mode to be checked (called out) ; if not available: G/A (at 350 ft)- ILS Course on PFD to be in agreement with published figure (at 350 ft)- Call outs similar to conventional ILS approach, exception:

CAT III NODH: CONTINUE Call at 100 ft if no failures detected (irrespective of visual conditions). CONTINUE call in CAT III NODH refers to technical capability rather then visual condition.

- FLARE mode to be checked and announced by CM2

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Issue 07

- RETARD: Brief the difference between the RETARD call for autoland and manual landing:In manual landing RETARD is a reminder, in autoland with ATHR RETARD is an ORDER (no retard of thrust levers before RETARD call)

- Reverse on main wheel touch down. Remind that 2 items have to be donemanually in Autoland: Reverse and A/P disconnect after Rollout

- ROLL OUT mode to be checked and announced by CM2- Keep AP when engaged until Taxi speed

• Common Errors

- Not considering the important functions of the F/O for LVO Ops- Not checking the ILS course at 350ft- No CONTINUE Call in CATIII B NO DH- No Go Around decision is taken if no contact at low DH's (20 ft) as aircraft is already in FLARE mode

- Retarding Thrust Levers too early (i.e. before RETARD Call) - esp. if visual- Disconnecting AP too early (after Touch down)- Forgetting to disconnect A/P - Disconnecting AP in case of GA

E. Abnormal Operation in LVO

• Failures above 1000 ft AAL:if

- all ECAM actions performed and- weather permits and- briefing and DH are updated and - aircraft is stabilized before 1000 ft AAL

approach may be continued

• Failures below 1000ft As a general rule a Go Around has to be performed.

- If the pilot has the runway in sight - and the type of failure does not impair the landing

the approach may be continued.

This does not impair the emergency authority of the commander - e.g. low fuel, cabin fire

• Autoland Light

- Description :Facilitates decision makingIs active below 200 ftIs required for all Autoland Approaches

- Conditions for Autoland Light Illuminations : Both A/P fail orBoth LLZ or GP receivers failBoth LLZ or GP transmitters failDifference between RA is more than 15 feetAircraft gets too far of the beam (LOC and G/S Flash on PFD)

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FLIGHT CREW TRAINING PROGRAM JUN 2009Issue 07

- ATTENTION: there are failures that are not monitored by the autoland light but nether-theless require a G/A. e.g. Eng failure above Alert Height.

• Alert Height (= only a decision factor in CAT III B)

- 100ft (watch difference to A330/340/380 for MFF pilots)- Certification criteria only for CATIII fail operational system (CATIII B)- not displayed in the Flight Deck as specific warning - Criteria: Aircraft is capable to continue for a successful landing even if an element of the

CATIII fail operational systems fail (e.g. engine failure below alert height)

• Common Errors

- Not realizing the distinction between Autoland Light and Alert Height - Not observing FMA that a mode change did not take place (LAND, FLARE, ROLL OUT)

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• Three session-options are available, differing for various crew complements:

1. Normal crew2. Crew consisting of two captains3. Crew consisting of two first officers

• All three scenarios consist of two Demo-Parts and one Ops part. The Demo-parts show

1. the various visual aspects at different minima and in different ambient conditions2. various failures on final approach.

For the Demo-Parts extensive use of repositioning and freeze functions should be made.

• The Ops part should be conducted in real-time; no reposition on final, no freeze and no slew should be used (with exception of repetitions of unsatisfactory items). The crew shall have the opportunity to experience the different tasks in real time and assimilate the various failures they encounter.

Short vectors are appropriate and will allow the completion of the program within the giventimeframe.

• For better time management the Captain may advise "Briefing as before except…." This is acceptable for this session.

• Taxi operations in L.V.O. are mandatory items.

• Altering the program should be avoided (exercises are legal requirements of EU-OPS)

• Incapacitation of pilot exercises :

F/Os are given the opportunity to conduct one Autoland approach with Captain incapaci-tated. Target of the exercise is not to train LVO single pilots operation, but to give the F/O thedemonstration and confidence that an Autoland (also in good weather conditions) is a rea-sonable option if the other pilot becomes incapacitated. Legally the F/O succeeds in thecommand of the aircraft and would even be allowed to conduct LVO approaches exercisinghis Emergency Command Authority.

To distinguish this exercise from LVO training, increase weather to CAT I or better for thisapproach.

For Captains, only the initial handling of the incapacitation is sufficient (no approach).

SESSION GUIDE

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• For the two F/O's complement there are some particularities:

The session starts (without T/O) directly with the two Demo Parts (Repos Final).

To give the F/Os optimum training benefit, the instructor will take the left hand seat after theDemo Parts. The instructor screens can be handled on all simulators from the captains seatby swiveling them forward (simulators not capable of being controlled from the captains seatwill be avoided for LVO sessions with 2 F/Os).

• All three session options end with an uneventful CAT III Approach with NO DH and taxi in. Thus a positive training effect will be reinforced after training the various failure cases.

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1 : Ensure that the trainee do not waste time in setting-up prior to start. An appropriatetake-off alternate has to be announced by the crew.

2,3 : RVR 125m (or lowest minimum of customer), watch that both pilots are head up andshowing good CRM in LVO, no administrative work, no checklist during motion of theaircraft. 90 meters visual segment has to be confirmed by the pilots before starting T/O roll (EU-OPS requirement 1.430)

4 : Reposition on long final, demonstration of visual segments (adapt minima to lowestminima of customer if required)

Select RVR 550 m

- Freeze the approach at DH 200 ft and review visual segment (day and night)- Ask crew to switch landing lights ON and OFF to show the change in visual cues.- Vary the flight deck lighting to illustrate the necessity of low intensity

Select RVR 300 m, freeze at 100ft…Select RVR 200 m, freeze at 50ft…Select RVR 75m, freeze at 20ft …

… and review visual segment (day and night, lights on and off))

Turn off the motion before unfreezing the SIM at 20ft as on some simulators thelanding logic will be disturbed by the freeze. Release simulator and performautoland or go around.

5 : Setup:• Set DH 20ft• You can flight freeze the simulator for failures, that do not depend on aircraft

movement, to show the mode switching/instrument pictures• Freeze the Sim after G/A (acceleration height) and reposition to T/O for next

exercise (Note: Demo counts as first LVO Approach)

Insert transmitter fault (G/S then LOC)

• The corresponding index is lost• The LOC and/or G/S scales flash• The corresponding FD bars flash• Above 200 ft RA, if the transmitter failure lasts less than 7 seconds, the FGS

retains the LOC and G/S modes (or the LAND mode) and autopilots continue to workCAUTION: NO RED WARNING. If the failure lasts longer than 7 seconds, the APsdisengage and the FDs revert to HDG-V/S or TRK-FPA mode.

• Below 200 ft RA, the autoland warning will appear.

SESSION FOR STANDARD CREW

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Insert ILS receiver failure

• The PFD and ND (rose ILS mode) display red LOC and G/S flags• LOC and G/S scales disappear from PFD.• If LOC or G/S modes are engaged and at least one AP/FD is engaged :

- the APs disengage.- the FDs revert to HDG-V/S or TRK - FPA mode.

Insert excessive beam deviation.• Warning is shown by the flashing of the LOC and G/S scales• Occurs whenever:

- G/S deviation is greater than 1 dot (above 100 feet RA)- LOC deviation is greater than 1/4 dot (above 15 feet RA)

Insert warning associated with ILS landing capability:

Insert RA 2 failure to demonstrate downgrading of the approach capability.

- A triple-click aural warning sounds- The FMA changes to the new approach capability (boxed white).

Insert loss of standby horizon

- No change in the FMA landing capability- Crew has to check QRH 5.04

Demonstrate the AUTOLAND warning and Low Level Go around capability- Insert loss of LOC signal at 40 ft and visual minima zero.- Go around when AUTOLAND warning is flashing- Demonstrate the capability of a low level Go Around

After Clean Up freeze and INIT TAKE OFF

6 : Brief the crew that visibility will be reduced to zero above 100 kts to illustrate theeffectiveness and convenience of the YAW-BAR for directional control(NOTE : YAW-BAR will appear only if the ILS/LOC is available for the Runway used)

On downwind select BRAKES BSCU Channel 2 fault. Crew has to consult the QRHto verify that this system is monitored by the FMGS and that CAT III dual capability isstill available.

7 : Set weather to 0/0

Engine failure when applying TOGA for G/A

The aircraft reverts to CAT 3 single capability in the event of one engine failed, dueto the loss of electrical power split (device ensuring that both FMGCs are poweredby independent electrical sources). Even if the APU generator is used, the FMGCselectrical supply split is not recoverable, due to the A320 electrical system architec-ture.

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9 : For F/O Take Off select 400m RVR (or Company minimum if different).Fail ATHR # 1 after clean up.Show crew that STS reverts to CAT III single and that landing capability changes toCAT II when arming the APP and selecting second A/P (reason : FMGS # 1 is mas-ter when 2 A/P engaged)Select A/P 2 only to regain CAT III single

10 : Select weather 0/0. AP and ATHR fail at 50 ft. One AP is available after Clean Up, ATHR 1 + 2 stay lost

11 : CAT II Autoland with manual thrust:Difference to Autothrust

• "RETARD" will be triggered for the first time at 10ft instead of 20ft • RETARD is an ORDER in Autothrust, a REMINDER in manual thrust.• depending on the external conditions, the pilot will decide at what point to retard(earlier or later) in manual thrust

Insert Brake Failure at 80 kts

13 : Controls will be handed over and G/A will be flown by F/O

16 : For F/O Take Off select 400m RVR (or Company minimum if different).Brief Captain to be incapacitated on rotation.Select CAT I Weather. Autoland by F/O.

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1 : Ensure that the trainee does not waste time in setting-up prior to start. An appropri-ate take-off alternate has to be announced by the crew.

2,3 : RVR 125m (or lowest minimum of customer), watch that both pilots are head up andshowing good CRM in LVO, no administrative work, no checklist during motion of theaircraft. 90 meters visual segment has to be confirmed by the pilots before starting T/O roll (EU-OPS requirement 1.430)

4 : Reposition on long final, demonstration of visual segments (adapt minima to lowestcustomer minima if required)

Select RVR 550 m




Turn off the motion before unfreezing the SIM at 20ft as on some simulatorsthe landing logic will be disturbed by the freeze. Release simulator and per-form autoland.


movement, to show the mode switching/instrument pictures (true on S29, S30, to be confirmed on the others)

• Freeze the Sim after G/A (acceleration height) and reposition to T/O for next exercise (Note: Demo counts as first LVO Approach)

Insert transmitter fault (G/S then LOC)• The corresponding index is lost• The LOC and/or G/S scales flash• The corresponding FD bars flash• Above 200 ft RA, if the transmitter failure lasts less than 7 seconds, the FGS

retains the LOC and G/S modes (or the LAND mode) and autopilots continue to work

• CAUTION: NO RED WARNING.• If the failure lasts longer than 7 seconds, the APs disengage and the FDs revert to

HDG-V/S or TRK-FPA mode. • Below 200 ft RA, the autoland warning will appear.

SESSION FOR CREW WITH TWO CAPTAINS

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• The PFD and ND (rose ILS mode) display red LOC and G/S flags• LOC and G/S scales disappear from PFD.• If LOC or G/S modes are engaged and at least one AP/FD is engaged :• The APs disengage.• The FDs revert to HDG-V/S or TRK - FPA mode.

Insert excessive beam deviation.• Warning is shown by the flashing the LOC and G/S scales• Occurs whenever:




• A triple-click aural warning sounds• The FMA changes to the new approach capability (boxed white).


• No change in the FMA landing capability• Crew has to check QRH 5.04

Demonstrate the AUTOLAND warning and Low Level Go around capability• Insert loss of LOC signal at 40 ft and visual minima zero.• Go around when AUTOLAND warning is flashing• Demonstrate the capability of a low level Go Around

Vector for CAT III dual (minimum 20ft)

6,18 : Set weather to 0/0

Engine failure when applying TOGA for G/A

The aircraft reverts to CAT 3 single capability in the event of one engine failed, dueto the loss of the electrical power split (device ensuring that both FMGCs are pow-ered by independent electrical sources). Even if the APU generator is used, theFMGCs electrical supply split is not recoverable, due to the A320 electrical systemarchitecture.

8,17 : Brief the crew that visibility will be reduced to zero on the take-off run to illustrate theeffectiveness and convenience of the YAW-BAR for directional control(NOTE : YAW-BAR will appear only if the ILS/LOC is available for the Runway used)

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Step 8 only : Fail ATHR # 1 after clean up.Show crew that STS reverts to CAT III single (even when using A/P 2) and that landing capability changes to CAT II when arming the APP and selecting second A/P(reason : FMGS # 1 is master when 2 A/P engaged)Select A/P 2 only to regain CAT III single

9 : Select weather 0/0. AP and ATHR fail at 50 ft. One AP is available after Clean Up, both ATHR remain unservicable

10 : CAT II Autoland with manual thrust:

Difference to Autothrust

• "RETARD" will be triggered for the first time at 10ft instead of 20ft • RETARD is an ORDER in Autohrust, a REMINDER in manual thrust.• depending on the external conditions, the pilot will decide at what point to retard(earlier or later)

Insert Brake Failure at 80 kts

11 : Tell Captain in the right seat to be incapacitated (no 100kts call). The fire warning at110 kts will trigger the RTO additionally.

16 : Insert failure of ROLL OUT MODE or fail A/Ps on Touch Down if the simulator doesnot allow this failure.

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1 : Reposition on long final, demonstration of visual segments (adapt minima to lowestminima of customer if required)

Select RVR 550 m




Turn off the motion before unfreezing the SIM at 20ft as on some simulatorsthe landing logic will be disturbed by the freeze. Release simulator and per-form autoland.


movement, to show the mode switching/instrument pictures (true on S29, S30, to be confirmed on the others)

• Freeze the Sim after G/A (acceleration height) and reposition to T/O for next exercise (Note: Demo counts as first LVO Approach)

Insert transmitter fault (G/S then LOC)

• The corresponding index is lost• The LOC and/or G/S scales flash• The corresponding FD bars flash• Above 200 ft RA, if the transmitter failure lasts less than 7 seconds, the FGS

retains the LOC and G/S modes (or the LAND mode) and autopilots continue to work

• CAUTION: NO RED WARNING.• If the failure lasts longer than 7 seconds, the APs disengage and the FDs revert to

HDG-V/S or TRK-FPA mode. • Below 200 ft RA, the autoland warning will appear.


• The PFD and ND (rose ILS mode) display red LOC and G/S flags• LOC and G/S scales disappear from PFD.• If LOC or G/S modes are engaged and at least one AP/FD is engaged :

- The APs disengage.- The FDs revert to HDG-V/S or TRK - FPA mode.

SESSION FOR CREW WITH TWO FIRST OFFICERS

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Insert excessive beam deviation.• Warning is shown by flashing the LOC and G/S scales• Occurs whenever:




• A triple-click aural warning sounds• The FMA changes to the new approach capability (boxed white).


• No change in the FMA landing capability• Crew has to check QRH 5.04

Demonstrate the AUTOLAND warning and Low Level Go around capability• Insert loss of LOC signal at 40 ft and visual minima zero.• Go around when AUTOLAND warning is flashing• Demonstrate the capability of a low level Go Around

After Clean Up freeze and INIT APP.

Seat Change – Instructor Takes the Left Hand seat for the rest of the session.

3,4 : Set RVR 75 m

5,15 : For F/O Take Off select 400m RVR (or Company minimum if different)

6,16 : G/A by F/O after handover of controls after the system failure

7,17 : Insert NO FLARE at 300 ft.In the simulator, if inserted above 400 ft, the LAND green on FMA might not appearbefore +/-350 ft which will lead to a go around.

At 40 ft the F/O should monitor flare on FMA and call FLARE or NO FLARE.

Perform G/A

9,19 : F/O to call NO DECEL resp. NO SPOILERS

10,20: Select CAT I weather or better, autoland by F/O

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Standard Crew Crew of two Captains Crew of two F/Oelearning.onurair.com.tr/webcmi/data/Airbus/A320/UAY10021/A320... · reset successful 23 - cat iii dual to no dh - landing 4:00 24