A WELCOME BRIEFING (01:30) ...3
B AIRBUS DOCUMENTATION ( 00:15) ...3
C The MMEL and MEL...6
N.01 COCKPIT PREPARATION (00:20)...8
N.02 DEPARTURE BRIEFING (00:10) ...9
N.03 ENGINE START (00:15) ...10
N.04 PUSH BACK (00:05) ...11
N.05 TAXIING (00:10)...12
N.06 TAKE-OFF AND INITIAL CLIMB (00:25) ...14
N.07 CLIMB (00:05) ...17
N.08 CRUISE (00 :20) ...19
N.09 DESCENT AND APPROACH (00:15) ...21
N.10 ARRIVAL (00:15) ...27
N.11 ILS APPROACH (00:15) ...30
N.12 RAW DATA ILS (00:10) ...32
N.13 GLIDE SLOPE FROM ABOVE (00:15) ...34
N.14 NON PRECISION APPROACH (00:25) ...35
N.15 CIRCUIT & VISUAL APPROACH, (00:10)...40
N.16 CIRCLING APPROACH (00:15) ...42 N.17 LANDING (00:10) ...44 N.18 GO-ROUND (00:15) ...47 N.18 DIVERTING (00:10)...49 T.01 PERFORMANCE CONSIDERATIONS ...51 T.02 FLYING REFERENCES (00:15)...60 T.03 USE OF ATHR (00:10)...61 T.04 USE OF AP and FD (00:10) ...63
T.05 MODE REVERSIONS AP & FD (00:10)...65
T.06 FLIGHT CONTROLS (00:15) ...68
T.07 RECOVERY FROM APPROACH TO STALL (00:20)...73
T.08 ECAM (00:30) ...74
T.09 FMS NAVIGATION (00:20) ...79
T.10 GROUND PROXIMITY WARNING (00:20) ...83
T.011 VAPP DETERMINATION (00 :10)...89
F.00 INTRODUCTION TO THE FAILURE PHASE ...91
F.01 ENGINE ABNORMAL STARTS (00:15) ...91
F.02 ENGINE FAILURES REJECTED TAKE-OFF (00:15 + video) ...93
ENGINE FAILURE OR FIRE AFTER V1 (00:20)...94
ENGINE FAILURE IN CRUISE (00:10) ... 100
ALL ENGINE FLAME OUT (00:20)... 102
ENGINE RELIGHT IN FLIGHT (00:10) ... 103
F.03 DUAL FMGS FAILURE (00:15) ... 104
F.04 TOTAL FCU FAILURE (00:15) ... 106
F.05 DUAL HYDRAULIC FAILURE (00:25)... 107
F.06 EMERGENCY ELECTRICAL CONFIGURATION (00:20) ... 110
F.07 NO FLAPS OR NO SLATS (00:20) ... 113
F.08 NO FLAPS PLUS NO SLATS (00:15) ... 115
F.09 DUAL RADIO ALTIMETER FAILURE (00:10)... 116
F.10 UNRELIABLE SPEED / ALTITUDE (00:10) ... 117
F.11 COCKPIT SMOKE (00:15) ... 119
G.02 TCAS (00:10) ... 127
G.03 USE OF RADAR (00:10) ... 128
G.04 WET RUNWAYS (00:05) ... 130
G.05 FLIGHT IN SEVERE TURBULENCE (00:05)... 131
G.06 GLOBAL POSITIONING SYSTEM (00:15)... 131
G.07 RVSM AIRSPACE (00:05)... 134
A
WELCOME BRIEFING (01:30)
Trainees newly arrived in our Training Centre need to complete our
documentation for recording purposes, to be introduced to the facilities and to be introduced to Airbus documentation.
The Welcome Briefing should be scheduled in a classroom, but if it is conducted for a single crew can be performed in a Briefing Room.
For each crew you will need their Course schedule, Trainees’ files, Golden Rules Card, and the Welcome “PowerPoint” presentation either on the Airbus Network or on CD for your laptop.
Prepare the classroom and initialise the Briefing from the Network or from CD. Meet the Trainees in the Welcome room where the Hostess gives an
Introduction to Toulouse and the Training Centre. She usually finishes by taking photos and the Trainees are ready for you around 09:00 (but this depends on how many there are on a particular day).
Escort your trainees to the classroom (or Briefing Room) and commence by getting the trainees to complete their files with licence number, passport information and flying experience. On completion check each file for correct compilation. Explain the role of the course coordinator.
You now present the “Welcome Briefing presentation” which introduces the Training Centre, the Courses and their phases, the schedule and training equipment. The Golden rules video introduces some Airbus concepts.
Hand out the paper explaining the FCOM contents and ask for any questions After the “Welcome Briefing” you carry out the Training Centre walkaround. During your tour of the Ground and First Floors emphasise the position of toilets, prayer room (if applicable), Trainees lounge, Gift Shop, Restaurant, briefing rooms, Training Devices and Simulators. Take the Trainees to the FAST office where they collect their laptops and then to the VACBI room where you hand them over to the GSI. Take the completed files to the Trainees Office.
B
AIRBUS DOCUMENTATION ( 00:15)
To explain the generic Airbus documentation used during the course you will need the Trainees Booklet, FCOM Volumes l to 4 and the QRH, and the Loft and Skill Test Supplement Booklet
The Trainees Booklet is the trainees personal file while undergoing training and contains the syllabus for his course. It must accompany him for all sessions.
The generic FCOM contains a full and in depth description of the generic aircraft technical systems and associated procedures from a pilots point of view.
A. FCOM VOLUME I
This manual contains a technical description of the aircraft systems. A list of abbreviations and symbols used in all documentation is included at the beginning of the manual. At the beginning of each chapter there is a contents list. Each chapter covers a specific system. The main components, controls and indications are described. The cautions and warnings associated with each system are included in each chapter as is the electric bus
distribution.
In volume 1 the chapter numbers correspond to the ATA (Air Transport
Association) 100 BREAKDOWN chapter numbers. This represents the official reference for the classification of airplane systems and/or functions. The ATA breakdown consists of six digits, the first two of which refer to a particular aircraft system. The full six digits are used in the MEL and the MMEL. The list below details the ATA chapter numbers used in FCOM Vol. 1.
Chapter System
21 Air Conditioning, Pressurization & Ventilation 22 Auto Flight 23 Communications 24 Electrical 25 Equipment 26 Fire Protection 27 Flight Controls 28 Fuel 29 Hydraulic
30 Ice and Rain Protection
31 Indicating & Recording Systems
32 Landing Gear
33 Lights
34 Navigation Systems
35 Oxygen
36 Pneumatic
38 Water &Waste System 49 Auxiliary Power Unit
52 Doors
70 Power Plant
The classification of the systems is in alphabetical order apart from the last three systems.
This volume will be of use in the Ground phase of the course to reinforce and compliment the lessons learnt on the CBT. However the CBT should be considered the prime source of technical information. Once the CBT phase is successfully completed Volume 1 will become the prime source of information on aircraft systems.
B. FCOM VOLUME 2
This manual contains information on loading, performance and pre-flight planning. Also included is performance information for special operations (contaminated runway, ETOPS etc.).
This volume is of use during the performance course, and during Line
Orientated Flight Training (LOFT) exercises. It will continue to be of use in line operations.
C. FCOM VOLUME 3
This volume contains chapters on Operating Limitations, Abnormal and Emergency procedures, Standard Operating Procedures (SOPs), Supplementary Techniques, in-flight performance and single engine operation. It is used in all Training sessions and in flight.
a. Operating Limitations:
This chapter inc ludes limitations required by the regulating Authority and contained in the Flight Manual.
b. Abnormal and Emergency Procedures:
This section is a complete list of all the ECAM failure messages and other failures requiring the use of the QRH. Each section in the main body of this chapter corresponds to the relevant ATA chapter number. In the chapter introduction there is information on ECAM use and task sharing. The section on operating techniques contains information on such topics as rejected take-off, engine failure after V1 etc. Within each ECAM procedure there are notes which amplify the procedure. These do not appear on ECAM and it is not necessary to consult this volume during ECAM procedures.
c. Normal Procedures:
This chapter contains all information on Airbus Standard Operating Procedures and techniques required for the conduct of a normal flight. d. Supplementary Techniques:
This chapter begins with a definition of operating speeds etc. The rest of the chapter contains information concerning systems and operational situations. Most of the sections conform to the ATA 100 breakdown.
e. In Flight Performance:
Contains information on performance for use in flight. f. Single Engine Operations:
This chapter details the possible strategies following an engine failure in flight. Further information is given to assist in planning and preparing for a single engine landing.
g. OEB’s:
These are used as the fastest way to advise operators of revised or significant new technical information, flight crew procedures or changes to limitations. OEB’s are not approved by the airworthiness authorities and will be
superseded by a modification or service bulletin. Some OEB’s may have an impact on the safe conduct of flight operations and these are reproduced in the QRH. The generic FCOM used in all our training does not (normally) contain any OEB’s.
h. FCOM Bulletins:
Are used to provide supplementary operational information normally falling outside the content of the FCOM. Each bulletin may deal with one or more subject. Only bulletins applicable to the generic aircraft are included.
D. FCOM VOLUME 4
This volume provides in depth information about the FMGS principles,
procedures and interface. It may sometimes duplicate the information already contained in Volumes 1 and 3, however the aim is to have all the information regarding the FMGS in one book.
E. FCOM REVISIONS
As the documentation is generic it is not subject to revisions.
F. QUICK REFERENCE HANDBOOK (QRH)
Most Abnormal and Emergency procedures are presented to the crew on ECAM. The QRH contains checklists which cannot be presented on ECAM and additional emergency and abnormal procedures which may be required by ECAM. At the front of the QRH there is an important note concerning task sharing and ECAM procedures.
Normal procedures and task sharing are detailed. Also included are in flight performance, operational data and OEB’s. The normal checklist is printed on the back of the QRH along with the ON GROUND EMERGENCY
EVACUATION checklist.
All training sessions require the QRH.
G. LOFT AND SKILL TEST SUPPLEMENTAL BOOKLET
This booklet contains RTOLW charts for all airports involved in the Loft and Skill Test scenarios and extracts from the Master Minimum Equipment List to cover potential need during these sessions.
C
The MMEL and MEL
The MMEL is the Master Minimum Equipment List published by the A/C manufacturer (Airbus). The MEL is the Minimum Equipment List published by the operator and approved by the local authorities; it is necessarily at least as restrictive as the MMEL.
The MMEL (before delivery to an Airline), or the MEL (once accepted by an Airline), allows an aircraft to be dispatched with some items of equipment or some functions inoperative. In certain stated cases specific limitations or procedures apply, or maintenance actions are required before dispatch. The document consists of 4 sections:
Section 1 – List of pieces of equipment which may be inoperative for dispatch, and the rectification interval applicable.
Section 2 – Associated operational procedures. Section 3 – Associated maintenance procedure.
Section 4 – List of ECAM warnings associated to the dispatch conditions. Each item or piece of equipment listed in the MEL is identified using the ATA 100 format (Air Transport Association 100); as fo r FCOM, the full six figures of
this breakdown are used: for example 21-52-01, 21 refers to the Air
Conditioning – 52 to the Air cooling system – 01 for the Air Conditioning Pack. Not to be confused with the MMEL/MEL is the "Configuration Deviation List" (CDL) in the Aircraft Flight Manual (AFM) where allowable missing items are detailed. The MMEL/MEL refers to items that are inoperative, as opposed to missing.
If a particular item is not mentioned in the MMEL/MEL then dispatch is not allowed. If a particular item is not mentioned in the CDI then dispatch is not allowed.
General Operational Rules for the MEL:
1. If a failure occurs or a component or a function is inoperative up to the commencement of the flight (being the “point at which an aircraft begins to move under its own power for the purpose of preparing for Take-off” JAR-MMEL/MEL.005(d) ie commences to taxi), the crew must refer to MEL.
If a failure occurs during the taxi phase before the start of the take-off roll, any decision to continue the flight shall be subject to pilot judgement and good airmanship. The commander may refer to the MEL before any decision to continue the flight is taken This is particularly true for those failures which might affect the take-off performance (e.g. loss of spoilers, brake failure, loss of EPR mode with N1 rated mode…).
Check at the end of MEL chapter 0 (General) the ATA summary, in order to identify the ATA number associated to the failed system, or use the list of ECAM caution titles in Chapter 4 to identify more precisely the full six figure ATA number related to this failure.
2. Go to MEL chapter 1 and carefully identify the item associated with the failure:
- If the failed item is NOT mentioned in the MEL, the dispatch is NOT possible with the failed item.
- If the failed item is mentioned, read carefully the description provided as well as the conditions under which the DISPATCH is, or is not possible.
- If the DISPATCH is POSSIBLE, check whether
. The Rectification interval (CAT A, B, C or D) is not yet expired, and/or . A placard is required (*) and/or,
. A specific OPERATIONAL procedure or limitation applies (O), and/or, . A specific MAINTENANCE action applies (M).
3. In case an OPERATIONAL procedure or limitation applies, refer to MEL chapter 2. Enter chapter 2 with the ATA number, and check:
- the potential Applicable Performance Penalties (e.g. MTOW, FLX …), - the potential Flight Domain Limitations (e.g. SPD, CONF …),
- the potential Applicable Special procedures (e.g. MAN ENG START …) and - some systems which must be turned off.
4. If a PLACARD or MAINTENANCE actions is required, call for the maintenance specialist and refer to MEL chapter 3 to determine the necessary actions.
NOTE:
When the MEL asks for both a maintenance and operational procedure, the maintenance action has to be performed before applying the operational procedure.
Be aware that in case of an ETOPS sector, some items are mandatory for ETOPS dispatch. This is specifically mentioned in the MEL.
During the training, the MMEL will be used for LOFT exercises only; some extracts will be provided when necessary for specific simulator exercises.
N.01 COCKPIT PREPARATION (00:20)
BACKGROUNDINSTRUCTION
BACKGROUND
Detailed information on preparing the cockpit for departure is to be found in the FCTM and in Volume 3. In order to save time we use the Transit Cockpit Preparation for our usual procedures, even when the simulator has not been left in the correct Transit configuration.
Initially you can help you trainees when the configuration is incorrect but after a few sessions they should be able to do it themselves.
INSTRUCTION
On entering the simulator the trainees commence the preparation and you commence the setting up of the simulation. Don’t let yourself become fixated on the IOS to the point you don’t follow the trainees in their procedure.
In order to heighten the reality aspect think of the order in which you initialise the simulation. As the Trainees get settled into their seats set up the obvious things they can see first like disarmed slides and open doors. Then set up the environment according to the session guide (you don’t have to follow the guidelines exactly to the letter … the Trainees should listen to the ATIS as broadcast and not on the session guide to know if it is summer or winter!). Finally, finish refuelling the aircraft. You are now ready to put on your Pursers Cap and ask if it is ok to close the door as the pax are all on board. Buzz the cockpit from the ground to ask if you can disconnect the ground power and finally close the cargo doors before push back.
From the above you can see that your Preparation from the IOS does not involve your continual attention during the approximately 20 minutes it should take a crew to prepare for engine start, so you can devote time to monitoring the Trainees while they carry out their preparation.
The Take-off Briefing is to be completed prior to engine start. Use the different MCDU pages to brief while the other pilot cross checks with the relevant documentation.
The trainees should work towards completing the Transit preparation in 20 minutes (Full preparation 30 minutes) to the point where they are ready to start the engines.
Task sharing and areas of responsibility need to be clearly explained. Ensure good crew communication and mutual cross-checking.
N.02 DEPARTURE BRIEFING (00:10)
BACKGROUNDINSTRUCTION
BACKGROUND
The objective of the Take off briefing is for the PF to inform the PNF of his intended course of actions during Taxi, Take-off and initial climb, in normal and abnormal situations. The briefing must be LOGICAL and CONCISE. It should be done before Engine Starting when the workload is low so that both pilots have a clear understanding of what they are about to do. Should the take-off conditions change after engine start, then a short briefing
concentrating on the main changes should be carried out.
INSTRUCTION
Listen to the Briefing to make sure you understand what is said. Beware of a Briefing that is too generic because each take off is an individual event and should be covered by the specifics of that procedure.
The following KEY ITEMS shall be mentioned: - Pushback and Engine Start considerations. - Expected taxi path
- Normal departure
When specific data is mentioned it shall be cross-checked on the associated peripheral (V speeds, FLX, SID etc).
- Specific runway / weather condition. Use of Anti Ice and APU. - Essential points of the ATC clearance - initial cleared altitude and
trajectory.
- Transition altitude - MSA – any Constraining SID ALT CSTR. - Use of the Radar …
- Reminder of major NOTAM, MEL or CDL item.
- Abnormal situations. If T/O is rejected then who calls STOP, and who actually STOPS the A/C, plus If the T/O is continued the EO ACCEL ALT, Minimum initial climb altitude (MSA, or Visual Circuit altitude and expected procedure etc)
- Take–off Alternate procedure (as applicable)
- Potential overweight landing with associated configuration (QRH). As the PNF is a vital crew member in Normal and Abnormal situations he should be in a position to devote his attention completely to the Briefing so he will be in the loop at all times. Therefore ensure he is not distracted during your briefing.
As the training scenarios frequently involve much repetition, once your crews have achieved a good level it may not be necessary to give a complete briefing if the main points have been well understood during the previous exercise.
Look out for Briefings that are incomplete, not in sequence, too long, or generic in nature.
N.03 ENGINE START (00:15)
BACKGROUNDINSTRUCTION
BACKGROUND
The engines are normally started using the AUTO START procedure. The MANUAL START procedure is used in some specific cases.
During an AUTO START procedure the FADEC protects the engines against a HOT start, a HUNG start, or a STALL. It detects these phenomena and takes the appropriate action (reducing the fuel flow, or cutting it off, cranking the engine, attempting a new start etc. …).
During a MAN START the FADEC ensures a PASSIVE monitoring of Engine parameters, with potential warnings, and it is up to the pilot to initiate a shut down if parameters are about to be exceeded.
Some Common Errors to highlight are: APU Bleed not on.
Bleed pressure not checked.
Hand not on the ENG MASTER switch for a manual start. Stopwatch not used or not started at ENG MASTER SW ON
ENG MASTER switch ON below max. motoring speed during a manual start. ENG START selector left at IGN/START after start completion.
INSTRUCTION
When the Engines are stabilised after the starting sequence the crew perform their “After Start Scans”. As Airbus philosophy is for the Flying Pilot to carry out the engine start as the PF there is a rôle reversal for the scans depending on who has started the engines. This can take a few sessions for trainees to get correct so be aware of this problem.
N.04 PUSH BACK (00:05)
BACKGROUNDINSTRUCTION
BACKGROUND
Aircraft like the A320 are usually parked at an Air Bridge and thus require a Push Back prior to taxi.
We normally do not have the ability to simulate a “Power Push” where the nose wheel steering is pressurised and the CM1 is told by the ground crew what steering inputs to make while the aircraft is moved by pushing with a rotating wheel against the left main wheels. The usual procedure is with a tug.
INSTRUCTION
Depending on the type of simulator you have will dictate whether you have a dedicated NWS Disconnect / Connect function.
If this function is present simply disconnect the NWS at some convenient stage during the cockpit preparation and connect the NWS after the Parking Brake has been applied after pushback.
If this dedicated function is not present we have to cheat the system into displaying a NWS Disconnect ECAM message before pushback. Normally the message appears as a result of initiating a push back so what is required is to insert the Wheel Chocks and (with doors and hatches still open if desired) and initiate the Push Back. The Wheel Chocks prevent movement but now we have an ECAM message NWS Disconnect. When cleared for pushback by ATC and the ground crew asks the pilots to release the brakes you only have to remove the Wheel Chocks by deselecting them and the Push Back will start.
Monitor that their feet are on the floor as they should not apply any braking effort during push back.
The Push Back tractor will automatically disconnect when the Push back is complete. Monitor the Ground Speed for the termination of the Push Back and when the value is zero ask the pilots to apply the Park Brake straight away as failure to do this at once will result in the aircraft moving forward under idle thrust.
N.05 TAXIING (00:10)
BACKGROUNDINSTRUCTION
BACKGROUND
The Nose Wheel Steering is “taxi by wire” and all turn demands are computer controlled. The relationship between the tiller and the nose wheel angle is not linear, but the force o n the tiller is light and independent of the deflection.
This graph shows the relationship between input on the tiller and the resulting nosewheel deflection.
You can see that a large tiller deflection near the Zero position results in a small nose wheel deflection, but as the deflection increases the effect is multiplied. Consequently, when taxiing in a straight line it is easy to make small corrections. However when the nosewheel is at a large angle to the fuselage a small tiller deflection results in a large turn demand from the steering computers which will result in jerkiness. If this occurs release some pressure on the tiller and thus reduce the turn demand.
When taxiing in a straight line the rudder pedals can be used in order to relax the “steering hand” however all turns should be initiated with the tiller (max speed 10 kts).
The brakes are carbon brakes. Considerable wear and rise in temperature can occur during taxi due to successive brake applications. With Carbon Brakes at each brake release there is (almost instantly) a small amount of oxidation of the surface which is removed at the next brake application. This is where the wear occurs (from removing the oxidized material and exposing a clean surface, which then immediately oxidizes). Effectively, one continual application from 130 kts down to taxi speed will cause the same amount of wear as one short application to slow from 15 to 10 kts.
During taxi the brake temperature should not generally rise above 150°C before T/O for proper RTO. Thus consider using brake fans during taxi if the wheel temperature gets closeto that value. Don't use brake fans during T/O. If during any stage of taxiing they have to stop and remain stopped (at the Holding Point for example) ensure they apply the parking Brake. When the parking brake is engaged, pressing the pedals has no effect. If braking problems are encountered during taxi release the foot brake and select the A/SKID - NWS switch to OFF. Then use pedal braking with care by
modulating the pressure. NWS is then lost as well, so use differential braking to steer the aircraft.
Before crossing the Holding point the Before T/O checklist should be
completed down to the line. Crossing the Holding Point is the cue for the PF to call for the checklist below the line.
When a packs off take-off is planned, the packs should be switched off just prior to completing the before take-off checklist. If the T/O has to be
performed with the PACKS OFF for performance reasons, and Air
Conditioning is desired during the take-off the APU BLEED may be used with the PACKS ON; this gives both the required engine performance and at the same time passenger comfort. (In case of an APU auto shutdown during T/O, the engine thrust is frozen, until the thrust is manually reduced.) If they are going to use APU bleed for take off only select APU bleed on just before take off as there is a possibility of fumes entering the cabin during taxi.
A 180° turn on the runway requires a specific procedure provided in FCOM Volume 3. They should not let the G/S drop below 8 kts during the manoeuvre in order to avoid stopping. Differential thrust is allowed and can assist during the turn (to a maximum of 55%N1 or 1.05EPR) Differential braking is not to be used due to the possibility of undue stress of the undercarriage components. When exiting a sharp turn, anticipate the steer out.
If the ATC modifies the take-off or departure clearance, this must be reflected on the MCDU, FCU (possibly RMP) and a short briefing conducted to confirm those modifications.
INSTRUCTION
Before taxiing, confirm NWS is available by checking NW STREERG DISC amber MEMO is not displayed on ECAM.
The Flight Control check can be performed before taxiing commences. If this check is carried out during the taxi it must be done in an uncongested area as one pilot will be “head down” during the check.
Monitor that when cleared to taxi they switch on the Taxi light. Monitor speed during turns to less than 10 kts.
If you wish to insert a Loss of Braking do it where you will not get involved in negative training. This means you should not fail the brakes when they are facing the terminal, but wait until they have a straight unobstructed taxiway in front of them.
N.06 TAKE-OFF AND INITIAL CLIMB (00:25)
BACKGROUND INSTRUCTION EXTRA INFORMATION HEAVY WEIGHT CROSSWIND BACKGROUNDWhile turning onto the runway, it is important not to waste any runway length lining -up so a rolling take-off is recommended.
If ATC requests you to maintain runway centre li ne, simply turn the HDG selector and select the desired HDG target. NAV mode will disarm and RWY TRK mode will engage on the FD after lift off and will guide the A/C on the runway centre line.
Set the power in two stages by allowing the engines to stabilise at
approximately 50% N1 / I.05 EPR, before setting FLEX or TOGA power. The engine page will be automatically displayed on the SD.
Ensure FMA annunciation’s are called (including the Flex ºC) and a check of the FM position update is performed. FLEX or TOGA thrust must be achieved before reaching 80 kts. The PNF is to check power is set correctly according to the called out FLEX ºC and to call “Power Set” before 80 kts. The FADEC converts the Flex temperature entered on the Takeoff Performance page into an N1 or EPR value. The achievement of this specific value (N1 or EPR) as shown on the Upper ECAM screen is what the PNF checks to ensure that the Power is “Set”.
At VR, rotate the aircraft smoothly at 3º / second towards 10º nose up, and when airborne continue rotation towards 15º to follow the SRS. During this time the control laws will blend into flight mode. The FD does not provide a rotation rate order, but a pitch order to fly the T/O speed profile once airborne. Early rotation, over-rotation and excessive pitch rate (or any combination) may all cause a tail strike (refer to FCOM bulletin). In the event of a tail strike an immediate return to land should be considered.
Use the rudder pedals to steer the A/C once you aligned with the runway centre li ne. The Nose wheel steering effect of rudder displacement reduces with increased speed and at 130 kts rudder control is purely aerodynamic.
In case of low visibility take off visual cues are the primary means to track the runway centre line. If there is a n active Localiser for the departure runway, the PFD yaw bar reproduces the LOC and provides assistance in case of fog patches. The FMA annunciation RWY is confirmation of LOC reception for this function.
The PNF should monitor the altimeter, VSI and RA for confirmation of positive climb, and when confirmed from these three sources should announce
“Positive Climb” at which call the PF commands “Gear Up”
The default values for THR RED and ACCEL ALT are both 1500 ft AGL in the FMS but in cases of noise abatement are modifiable by the pilot as required. At thrust reduction altitude, the message LVR CLB flashes in the FMA Thrust Column until the thrust levers are placed in the CLB detent. Reduce aircraft pitch attitude, and with a positive speed trend, reduce thrust to the climb detent.
Reaching the ACCEL ALT, the target speed is set automatically to initial climb speed. (by default 250 kts below FL100) so there is a significant pitch down order on the FD bar.
Retract Flaps when the IAS>F with a positive speed trend. Retract Slats when the IAS>S with a positive speed trend.
(The F and S speeds are the minimum speeds for flap retraction and not speeds at which retraction is essential. Ensure a positive speed trend before flap retraction).
Once established i n departure complete the after take-off items and then the after take-off checklist.
If a packs off take-off was carried out, PACK I should be selected on at thrust reduction and PACK 2 when the slats have been retracted
INSTRUCTION
A rolling takeoff is recommended where possible, so if the take-off is
commenced from a standstill monitor that they place their heels on the floor with toes on the rudder pedals.
If you clear them to takeoff from the holding position apply sufficient thrust to move forward and turn into the takeoff direction (about 8 kts ground speed) and without any action on the brakes set the thrust for takeoff.
Beware of the following common errors.
Runway wasted during line -up and initial power setting. Aircraft held on the brakes duri ng power application. Use of nosewheel steering tiller during take-off roll. Not starting the CHRONO.
FMA callouts not acknowledged.
“Power set” call missed or made before parameters stabilised and checked. Half fo rward stick not applied.
“Positive climb” call made without confirming on altimeter, VSI and RA.
Forward side stick above 100 kts, and consequent overcontrolling at rotation
EXTRA INFORMATION
1. More information about the SRS function:
A simplified description is that with all engines operative, the SRS commands a pitch leading to an IAS = V2 +10 and, that with one engine inoperative, it commands a pitch giving the greater of the current speed or V2.
The guidance law also includes attitude protection during take-off (18º, or 22.5º in windshear) and flight path angle protection ensuring a minimum vertical speed of +120 ft/min.
This is why the IAS actually flown is neither V2 + 10 (All Engines Operating) nor V2 (One Engine Inoperative).
The take-off SRS mode provides a pitch command to fly a given speed
schedule during the take-off segments, but during rotation it is not intended to provide pitch rate command.
2. The recommended flap configuration to provide best tail clearance at take off is CONF 2. It is therefore to be used whenever performance allows. A further consideration is that when CONF 1 + F is chosen, take off close to V2 mini may have to be achieved.
In order to avoid a tail strike, rotate at VR (not before) and input a constant and smooth rotation without any aggressive or abrupt aft action on the side stick (particularly when a positive attitude has been achieved already).
HEAVY WEIGHT TAKE-OFF
A significant problem with a Heavy Weight Take-Off compared to a Take-Off performed at a normal “Training Weight” is that after initiation of rotation the main undercarriage wheels remain in contact with the ground for a
measurable amount of time. This in itself should not create a problem except where the “Gear Up” call is made too soon after the “Rotate” call (in other words before the “Positive Climb” call).
If an engine were to fail after the “Rotate” call there will be a measurable delay before the aircraft is safely airborne and the undercarriage can be retracted (with the additional drag occasioned by the opening of the Gear Doors).
CROSSWIND TAKE OFF
A specific technique is used to set the take off thrust when there is a
crosswind greater than 20 kts, or a tailwind component. In a Normal Take off the thrust is set to 50% N1 (1.05 EPR) and the aircraft commences
rolling and accelerating due to the applied thrust. As engine response is slow below 50% N1 (1.05 EPR) but relatively fast above this value we check to see if both engines have reached this value corresponding to the TLA before advancing both thrust levers to the take off setting. This means that the aircraft will be moving along the runway with the thrust equivalent to about half thrust while we check that both engines are giving the same amount of thrust. In a normal situation this is acceptable but in a tailwind, or crosswind, we don’t want to consume runway without the correct thrust set.
We therefore adopt the following strategy. Commence setting the thrust in the same manner as a normal take off but with full forward side stick. As the thrust increases towards the 50% N1 (1.05EPR) value move the thrust levers to approximately 70% N1 (1.15 EPR) and, as the thrust indication passes the 50% N1 (1.05 EPR) mark place the thrust levers in the FLX or TOGA detent before 40 kts. (This procedure prevents the thrust from plateauing at 50% N1 or 1.05 EPR during the aircraft acceleration phase). Keep the stick full forward until 80 kts and then progressively release your input to neutral by 100 kts. In a conventional aircraft the ailerons are applied “into wind” to counteract the extra lift developed by the into wind wing. As the aircraft speed increases this into wind aileron is reduced so that at rotation the ailerons are neutral.
However with an Airbus FBW aircraft the placing of the side stick “into wind” will result in raising the spoilers on the into wind wing and so effect
performance and controllability. For this reason only a very limited amount of into wind side stick is used. Simulator motion limitations may make the crosswind takeoff seem as if the aircraft is not tracking the runway centreline but once rotation is commenced this limitation is transparent.
On rotation the side stick is centralised so as not to give a roll demand.
N.07
CLIMB (00:05)
BACKGROUNDINSTRUCTION
BACKGROUND
The transition to CLIMB phase occurs at the ACCEL ALT when SRS mode disengages and the speed target goes to the initial climb speed.
The managed speed profile takes into account GW, CI, CRZFL, Altitude and Speed constraints so Managed Speed is the best speed for economy climb. Selected speed can be used in climb as required. In the previous FMS phase (Take off) the Climb speed may be pre-selected on the FMS Performance
page. If you are already in the Climb phase a speed is selected on the FCU. Reasons for this may be as follows:
- ATC requests a specific speed, so pre-select, or select that speed - a tight turn after T/O, so pre-select the speed you want.
- a high angle of climb is required after T/O for noise or obstacles, so pre-select the speed you want.
- Prolonged turbulence, so select the turbulence speed according to the QRH
When selected speed is used, the predictions on the FPLN page assume the selected speed is kept until the next planned speed modification in the FPLN. If 200 kts is pre-selected for initial climb (retaining the normal SPD LIM of 250kt until passing FL100 in the flight plan), then the predictions on the FPLN page assume that 200 kts is maintained from the ACCEL ALT up to 10.000 ft (the SPD LIM) where managed speed is supposed to be resumed. If at a higher altitude the pilot selects a turbulence speed (e.g. 275 kt) and there is no SPD CSTR or SPD LIM till top of climb (TOC), 275 kts is predicted to be maintained until the next phase (TOC in this example).
The PERF CLB page provides predictions to a given FL in terms of time and distance assuming Managed Climb mode; all constraints are considered in these predictions. The given FL is either defaulted to the FCU target altitude, or it can be manually inserted.
In most areas of the world, whenever ATC clears you to climb to a FL, you can select STD, even when below the Transition Level. In other areas such as in the US, this is not allowed. Apply local regulations.
Climb mode management
The recommended AP/FD modes in climb are CLB if ATC clears the aircraft along the FPLN, or OP CLB if ATC gives radar vectors or clears you direct to a given FL, disregarding any ALT CSTR.
If ATC requires you to expedite your climb through a given FL: - select a lower speed on the FCU for best speed / altitude trade off, - or use a higher V/S (but beware of the reducing IAS).
Typically, with all engines operative, turbulence speed may be considered as best rate of climb speed, and green dot as best climb gradient speed.
If ATC gives you a small level change (e.g. from 7000 to 8000) use the V/S mode for smoother guidance and less thrust variation.
Other drills:
- When crossing 10.000 ft, it is a good practice to look at the ECAM MEMO so as to ensure that some items have not been omitted: e.g. LDG LT OFF / SEAT BELTS OFF (according to flight conditions). You can also clear any manually inserted navaids on the NAVAID page, so as to allow full autotuning, select ARPT on EFIS Control panel and COPY the ACTIVE FPLN into the Secondary.
- During CLB adjust the RADAR TILT for the conditions. If used at T/O, the tilt was around + 4°. During climb, tilt the antenna down so as to get ground returns on the top of the ND.
INSTRUCTION
The session syllabus gives a runway direction for the session and it is up to you to manage the session so that there is no wasted time flying to a
Convenient position to start the next exercise. Try to avoid a 180º radar vector after takeoff but instead use a combination of SID’s to give practice in various manoeuvring and constraints to contend with. A few zig zag radar vectors will maintain the reality. Do not ever freeze the simulator position if the crew can realise the fact. It is much more realistic to give a variety of vectors.
N.08 CRUISE (00 :20)
BACKGROUNDINSTRUCTION
BACKGROUND
At the top of climb set TCAS to ALL, (or BELOW if within 2000 ft of FL 390), and periodically throughout the cruise, conduct a check of the ECAM system pages. Navigation accuracy should be checked regularly and monitored using raw data as required. If FMGS navigation performance is unsatisfactory, use selected guidance and navigate using raw data.
See also G.06 “Global Positioning System”.
Selection of cruise altitude and speed will depend on several factors including the overall sector length, cost index and aircraft weight. For short sectors the most economic cruise altitude is not necessarily the achievable maximum. (FCOM 3.05.15 In Flight Performance has a graph enabling selection of the best cruise altitude on short sectors).
Optimum altitude (OPT) is the altitude at which the aircraft covers the
maximum distance per kilogram of fuel according to the aircraft current GW, CI, deviation from ISA, winds at different levels and a minimum of 5 minutes in the cruise. Recommended Maximum (REC MAX) altitude ensures a 0.3 g buffet margin and a minimum rate of climb (300 ft/min). It is limited to FL 390 and is not a function of the CI. The REC MAX ALT indicates the present climb capability of the aircraft.
The FMGS PROG page gives a n optimum altitude and a recommended maximum altitude. Recommended maximum altitude is limited to FL 390. Selecting a cruise altitude not more than 2000 ft above optimum will maintain fuel efficiency and a sensible manoeuvre margin.
Cruise Altitude Profile
For efficient performance try to fly close to the OPT FL during the cruise. The OPT FL is provided on PROG page function of (GW, CI, WIND …). This is the current OPT FL. A single Step Climb (SC) can be inserted in order to optimise
the profile for high gross weight conditions. A Step Climb will not be accepted if it does not ensure at least one minute of flight time at the new altitude. If you have to descend to a lower CRZ FL, the ALT CRZ is usually updated except if within 200 NM from destination. So when reaching a lower FL, check ALT CRZ on the FMA. If it is not displayed, insert the current level as CRZ FL on PROG page.
The Cost Index is a number through which the economic strategy of the flight is determined. The cost index takes into consideration the price of the fuel and the flight time. Many Airlines fly with a fixed CI as the variation in the price of fuel is difficult to keep current. The cost index determines the speed/Mach profile for all flight phases (climb, cruise, descent), and is called ECON SPD/MACH.
- If fuel consumption is the essential economical factor on a given sector, the CI is then a low figure. CI = 0 represents Maximum Range.
- If flight time is the essential economical factor, CI is a high figure. CI = 999 represents minimum time.
The Cost Index is computed by the Airline Flight Operations department. It can be assigned to each CORTE in the FMS data base. In such a case, when inserting the Co Rte on INIT A page, the CI comes up automatically.
Once the CI is inserted along with the FPLN, GW, CRZ FL etc. …, the FMS computes the ECON SPD/MACH PROFILE for CLB/CRZ/DES. The
MANAGED SPD PROFILE includes the ECON SPD/MACH as well as the ATC restrictions such as SPD LIM (250 kt/10.000 ft) or SPD CSTR. It is recommended to fly MANAGED SPD/MACH during cruise. The crew must be aware that the target Mach will vary not only as a function of GW, FL but also as a function of headwind component and ISA variations.
Flying MANAGED SPD/MACH in cruise ensures the best economical flight. If ATC requires a FIXED MACH, this is a tactical clearance. This FIXED MACH is to be SELECTED on the FCU, or if known while in Climb phase can be pre-selected in the cruise phase..
All predictions are updated accordingly down to the next S/C or T/D. They are therefore realistic.
It is important to have the FMA altitude annunciation ALT CRZ at the initiation of cruise for fuel efficiency. This ensures that the proper initial cruise Mach Number is targeted and with the A/THR in MACH mode, the AP altitude control is SOFT which allows the aircraft to deviate +/- 50 ft from the target, thus minimising thrust variations. This minimizes the fuel consumption and is more comfortable for the passengers.
In order for the FMGS to enter the cruise phase (ALT CRZ) and for the F-PLN page predictions of fuel on arrival (destination and alternate) to be correct, the cruise altitude in the PROG page and the FCU altitude must be the same. Forecast winds and temperatures should also be entered in the F-PLN at appropriate points along the route so that accurate predictions will be
calculated. To do this determine the waypoints where a wind or temperature entry is necessary, according to the following rule:
- at the first waypoint in cruise, insert wind DIR/SPD, and the temperature at the initial CRZ FL.
- at the next waypoint where wind differs by 30° or 30 kts and temperature by 5°.
Additionally any step climbs should be included in the F-PLN.
Having done this review the FUEL predictions. Periodically check the FUEL ESTIMATES. EFOB at Waypoint & Destination, XTRA fuel, and FOB + Fuel Used = Initial Fuel (in order to detect a leak).
When checking fuel, check correct fuel distribution, balance, and temperature. Selection of a higher altitude on the FCU than that entered in PROG will
automatically update the PROG page with a new cruise altitude. Periodic Drills to be achieved in cruise
- Review the main ECAM pages: MEMO and ENG / BLEED / ELEC / HYD / FLT CTL / FUEL, and note any significant parameter deviations.
- Cross check the FMS NAV ACCY using available raw data. If GPS is primary, this check is not really necessary, unless an amber navigation message comes up.
In RVSM airspace, the validity of the altitude reading has to be checked periodically (between ADR1, ADR2 and ADR3 on the PFDs, and also on the stand-by altimeter).
Repeat these drills approximately every 45 minutes
If there is weather, use the LATERAL OFFSET function to determine how many NM left or right of track are required for avoidance. Once cleared by ATC, insert the o ffset into the FPLN. All predictions will then be meaningful, and automatic sequencing of the FPLN will occur.
Adapt ND range to circumstances and modify the RADAR TILT as a function of the ND range.
Select CSTR (for MORA) on the PF EFIS Control panel and ARPT on the PNF side.
INSTRUCTION
There are not many occasions for flight in cruise during training. Ensure the concept of ALT and ALT CRZ is well understood.
N.09
DESCENT AND APPROACH (00:15)
BACKGROUNDDESCENTS INSTRUCTION
BACKGROUND
Before reaching the Top Of Descent (TOD) position as computed by the FMGS we have to prepare for the expected Arrival and carry out a Briefing so the PNF is aware of what to expect during the Approach, Landing (or possible Go-Around), Roll Out and taxi to the parking stand.
During the cruise the crew should make themselves aware of any NOTAMs that will affect their arrival. From the METAR and TAF they should know what sort of weather conditions to expect and this will be confirmed from the ATIS. One pilot (normally the pilot who will carry out the landing) now programs the FMGS for the arrival procedure (the PF can however ask the PNF to do this for him). In order to the programming he hands over control during the FMGS preparation.
To avoid “two heads down” during the briefing the pilot who is not flying the aircraft carries out a briefing using his approach charts and FMS. When he has completed his briefing he takes control of the aircraft and the other pilot now checks what is in the FMS with his approach charts. Any errors are thus exposed.
It is important that planned procedures are briefed rather than making a generic brief.As for the T/O briefing, F.PLN data is cross-checked on ND PLAN and on the charts, whereas specific data is checked on MCDU or other peripherals.
FCOM 3.03.16 details the items to be Briefed. Ensure they include the date and page numbers of the charts you are using, visibility requirements, go around procedures and any special requirements that apply.
If required a navigational accuracy check should be carried out prior to commencing the descent or 50 NM from destination at the latest.
Be watchful for late, rushed descent and approach preparation and briefing which can lead to important items being omitted.
If no data is inserted for the approach 200 NM from the Destination, an ENTER DEST DATA message comes on the MCDU to remind the crew to prepare for the arrival.
Having prepared for the Descent and Approach and carried out the Approach Briefing we are now ready to commence our descent.
The FMS computed TOD has taken into account all constraints. So we will either initiate descent when it suits us (at the FMS computed TOD position) or ATC will require an early or late descent initiation.
DESCENTS
Managed descent (DES) makes the best use of A/C speed within the target range and of thrust (Idle or Speed mode on A/THR) to meet the descent profile and is the normal method of initiating a descent. The corresponding FMA readings are THR DES / DES, THR IDLE / DES, SPEED / DES. The managed DES mode guides the A/C along the FMS pre-computed descent profile and so will meet all constraints on descent to the FCU
selected altitude in the Flight Plan. Therefore DES mode is available if NAV is engaged.
The AP/FD guides the aircraft on the pre-computed profile, according to the pilot’s entries for descent speed and wind as well as any altitude constraints. However the actual external conditions might not be as predicted and if Anti Ice is used the idle thrust is increased. Consequently when DES mode is engaged with Managed Speed, the A/C speed is allowed to vary within a given range around the Nominal Target Descent Speed ??by 20 kts (limited to VMAX) to give some flexibility to DES mode and keep the A/C on path when external conditions vary.
Case a):
If the trend is to get below the desired path, the current speed decreases towards the lower limit of the speed target range to keep the A/C on path with IDLE thrust. If the speed reaches the lower limit, then SPEED mode engages on the A/THR, to keep the A/C on path at that lower speed.
Case b):
If the trend is to get above the desired path, the current speed increases towards the higher limit of the speed target range to keep the A/C on path with IDLE thrust. If the speed reaches the higher limit, the ATHR remains at THR
IDLE but the AP will not allow the speed to increase more than the higher limit to track the descent path. Thus the VDEV will slowly increase.
If DES mode is engaged and then the speed is selected, the descent profile is unchanged. Consequently DES mode will do its best to keep the A/C on the descent profile but the speed will not deviate from its target.
However, if ATC requires an early descent, DES mode will guide the A/C on a shallow descent converging towards the descent profile (1000 ft/min or less depending on the circumstances) with the ATHR in SPEED mode.
The intercept point is then at a fixed position along the flight plan on the ND and it indicates the location where the descent path will be intercepted.
If descent is delayed and we pass the computed TOD point a DECELERATE message appears in white on the PFD (this message can be cleared by using the FMGS CLR key). If the Descent is delayed a decrease in speed (subject to ATC) towards green dot will let us loose altitude more quickly once descent commences (as we resume normal speed).
Once you are cleared to descend you will have a prediction of where you will intercept the profile from the computed TOD point by the blue symbol. It assumes the extension of ½ SPD BRAKE. So if speed brakes are not
extended, the INTCPT point will slowly move away from you until it gets close to an altitude constrained waypoint and then the EXTEND SPD BRAKE message appears on the PFD. This technique allows an altitude constraint to be matched with minimum use of speed brakes.
Therefore when HIGH ABOVE PATH, monitor VDEV and the symbol to recover the descent path.
If (when above the profile) it is computed that the required profile will not be regained, a white MORE DRAG message is displayed. Monitor progress of the descent on the PROG page and on the ND. At lower altitudes the energy circle is useful.
If a speed increase is required (maybe due to ATC) then using a selected speed in excess of optimum will command the autothrust to speed mode, as the aircraft applies power to keep on profile.
If, for any reason, an increased rate of descent is required, OPEN DES must be selected and speedbrake used as appropriate. Selecting only speedbrake in DES mode will not achieve an increase in rate of descent, as power will be applied to maintain the aircraft on profile and at target speed.
If HDG is pulled, DES mode reverts to V/S. In other words, selecting a
Heading does not induce any change in A/C pitch behaviour. It is then time for the pilot to increase / decrease the V/S target or select OPDES depending on circumstances.
B. OPEN DESCENT
Selecting OPEN DES (by pulling the ALT knob) will command idle thrust and no constraints will be considered on descent to the FCU selected altitude. The speedbrake has no effect on the thrust, which remains at idle but has an effect on pitch attitude and V/S.
By monitoring the ND, the level off point can be found and the PROG page gives the deviation from the planned profile
C. RECOVERING IDEAL PROFILE
If you are below the desired profile in OPEN DES, the simplest way of regaining the profile is to select and reduce the V/S. Once the profile has been regained, adjust the rate of descent by selecting and varying the speed or V/S, or resume OPEN DES.
If you are above the desired profile in OPEN DES, you need to reduce your energy level so maintain your speed, (or increase it subject to ATC), and consider speed brake usage. Don’t try to reduce speed during descent as with
idle thrust this will only move your level off point away from you. When in ALT*, or ALT the aircraft will slow up more efficiently.
D. OVERVIEW
In all modes the ideal profile is tracked by the VDEV indicator on the PFD. At all times bear in mind terrain and MSA considerations. The procedure for terrain checking is especially important with thrust at idle. A rule of thumb calculation for descent is that track miles to run should equal three times your height in thousands of feet. Exact figures are given in QRH chapter 4.
The effects of engine and wing anti-ice on descent profile can be marked, as the idle NI / EPR is increased, thus giving a shallower descent profile. If already in the descent, and anti-ice is used, it is usual to see an increase in speed in DES mode. If speed increases to the upper bracket, speedbrake can be used. If in OPEN DES mode a higher selected speed is advisable.
Alternately, in OPEN DES mode, half speedbrake will counteract the effects of the added thrust due to the anti-ice. Conditions requiring the use of anti-ice are listed in FCOM 3.04.30
E. HOLDING PATTERNS
If ATC requires the A/C to hold, insert the holding pattern in the F.PLN. The FMS computes the holding at green dot speed taking into consideration the ICAO holding speed limits function of altitude (subject to holding table):
230 kts up to FL140 240 kts between FL140 & FL200
265 kts above FL 200
If managed speed is used, the A/C will automatically decelerate to the holding speed at a point indicated by the speed change symbol when in NAV mode. Clean configuration is recommended for fuel considerations. The Last Exit Time and Fuel details are accessed by making a Lateral Revision at the Hold and then selecting the HOLD prompt.
The holding pattern is not included in the descent path computation since the FMS does not know how many patterns will be flown. Once the A/C enters the holding pattern, the yoyo indicates the instantaneous VDEV between the A/C current altitude, and the altitude the A/C should fly at the exit fix of the holding pattern so as to be there on the descent path; all other predictions assume one pattern. DES mode guides the A/C down at -1000 ft/min, while in the holding pattern.
F. Various Drills during the descent
Before TOD, select destination VOR/DME needle, press CSTR button on EFIS CTL panel, and set TCAS to BELOW.
At 10.000 ft, LDG Lights / Seat belts / ILS button as required.
If RADAR is to be used, adjust the TILT up along with descent progress. Select Radar on the PF side and TERRAIN ON ND on the PNF side.
INSTRUCTION
Avoid giving radar vectors that cause the crew to rush their preparation or briefings. On the other hand you must be aware of how long they need to prepare so that they are in a good geographical position for the next exercise when they have finished their preparation.
ATC does not know what is being said in the cockpit at a given point of time. However, when you are training you can ens ure that ATC only talks to them at suitable times. Once the training part of the given sequence is complete you can then give ATC instructions at any time, as in real life.
N.10 ARRIVAL (00:15)
BACKGROUNDINSTRUCTION
BACKGROUND
All approaches can be divided into 3 segments.
1. the Initial Approach, from IAF to the activation of approach phase indicated by the (DECEL) pseudo waypoint,
2. the Intermediate Approach from (DECEL) to FAF and 3. the Final Approach from FAF to landing or minimum.
In each of these parts there are various actions required which have to be carried out irrespective of the approach from which the landing follows.
INITIAL APPROACH
The result of the NAV ACCY check determines the strategy on how to conduct the approach, and as a consequence which display mode will be used on the ND’s and which guidance modes may be used with AP/FD. E.g., if check is positive or GPS is Primary the PF and PNF ND on ARC or ROSE NAV, AP/FD Lateral/Vertical managed modes may be used and EGPWS set ON.
b) Select the BEST FLYING REFERENCE for the approach.
The FPV is strongly recommended for Non Precision or Visual Approaches. Attitude associated to FD crossbars is used to fly ILS approaches.
c) Activate the APPR Phase
Activate the Approach to commence speed reduction to Green Dot. Speed control now passes to the Flap Lever handle.
There are two approach techniques and their use is dictated by the type of approach to be carried out.
- the decelerated approach where the A/C reaches the FAF in CONF1 and S speed. Then, below 2000 ft AGL, the pilot will continue the deceleration and configuration changes so as to be stabilized at VAPP in Landing
Configuration by 1000 ft (IMC, 500 ft VMC). This is the normal procedure for an ILS Approach.
- the stabilised approach where the A/C reaches FAF in Landing CONF and at VAPP. This is the normal procedure for all approaches other than an ILS.
INTERMEDIATE APPROACH
The Intermediate Approach is required to guide the aircraft onto the correct final trajectory having decelerated to the correct speed, altitude and
configuration to the FAF. a) Deceleration
The FMS computes a pseudo waypoint (called DECEL) (indicated by the symbol on the FPLN shown on the ND), indicating where to start the deceleration towards approach speed VAPP. is computed assuming a decelerated approach technique. Hence, if you wish to fly an NPA (or
a stabilized approach), insert VAPP as a SPEED CSTR at the FAF, in order to get a valid (DECEL) waypoint.
When NAV mode is engaged, the Approach phase activates automatically when sequencing the position.
When HDG mode is selected (e.g. for radar vectoring), you have to manually activate the Approach phase to cause the deceleration.
As the position has to be placed on a flight plan leg a problem can arise when being radar vectored to a final intercept with no valid FROM point. An example of this could be when on radar headings the flight plan is
sequenced to the FAF by deleting the intervening positions so that our flight plan looks like this-
PPOS
CI14R FI14R LFBO14R
As the DECEL point can only appear superimposed on the flight plan it will in this case be coincident with the commencement of the flight plan, which in this case is CI14R and as such may not be correct.
b) Configure
Once the Approach has been activated speed control passes to the flap lever handle. This means that we will decelerate to Green Dot speed but after this speed reduction has taken place we will maintain Green Dot until we take the first stage of flap which reduces our speed to S speed. Therefore if we want to achieve VAPP at the FAF we need to be conscious of the distance required to slow up to that speed and configure accordingly.
If ATC requests you to maintain a given speed you can select any speed down to VLS. If desired you can select flap to give yourself a larger margin above VLS (which will reduce as you configure).
c) Final axis intercept
Refer to applicable raw data (LOC, needles or XTK).
If ATC clears the interception of the Final approach trajectory along the FPLN route, use NAV mode if FM ACCY CHECK is OK.
Once cleared for the Approach by ATC, ARM the APPR (for ILS or a Managed NPA).
FINAL APPROACH
a) Monitor the Final Approach mode engagement of G/S * or FINAL, or select Final descent path FPA reaching FAF. If the capture or engagement is
abnormal, take over by selecting the correct FPA.
b) Monitor the Final Approach using raw data by monitoring the
LOC - G/S deviation symbols for ILS, VDEV - XTK and FPLN for managed APPR (GPS primary), VDEV - XTK + needles / DME / ALT for NPA (non GPS primary) and Needles / DME / ALT / Time for NPA when FM NAV ACCY check is negative.
c) Managed speed is recommended to benefit from the GS MINI SPEED function. The Aircraft must be stabilised in Landing CONF at VAPP by 1000 ft (IMC, 500 ft VMC)
If there is a significant change in tower wind before reaching 1000 ft AGL ask the PNF to modify it on PERF APPR.
If the A/C has a tendency to be fast and/or high on final, EXTEND LANDING GEAR earlier, preferably below 220 kts.
Don’t use SPD BRK on final, which have little efficiency at low speed, and auto retracts when A319 and A320 Flaps are full, A321 flaps are 3 or full Keep your hands on the thrust levers when the A/THR is engaged on final, so as to be ready to react, when needed. If for any reason the speed drops below VAPP significantly, push the levers forward above the CLB detent (but below MCT) until the speed trend arrow indicates acceleration. When the speed has recovered bring the thrust levers back into the CLB detent.
Be aware that if you move thrust levers to the TOGA position, SRS / GA TRK will engage.
Go around altitude must be set on the FCU. To standardise this procedure for all applications we set the go round altitude when the A/C current altitude is below the Go -round altitude.
In case a major navigation problem occurs such as loss of raw data, or loss of FM NAV ACCY the approach should be discontinued and a go around made. If visual on reaching the MDA or DH disconnect the AP (and FD’s for NPA), and continue to land if the A/C is properly established. If not visual Go-round. At very light weights the use of managed speed may produce speeds slower than desirable in a radar or procedural pattern in which case the use of selected speed is recommended.
The final approach phase is one in which pilot incapacitation is both more likely and more critical, therefore the PNF should closely monitor the performance of the PF and be ready to take control if necessary.
INSTRUCTION
Your radar vectors should give the trainees some little time to settle down before making their Approach and Landing. Enforce the correct sequencing of the Flight Plan. Because of the nature of our training this is one area that needs to be monitored well.
N.11
ILS APPROACH (00:15)
BACKGROUNDINSTRUCTION
BACKGROUND
Prior to commencing an ILS all the required navigation aids should be
identified, and displayed as necessary. Check ILS IDENT so that if there is no ident, or a wrong display, they should check the audio ident. As always the FMGS position should be checked against raw data.
Two useful gates in descent are 250 kt at 9000 ft AAL, 30 NM from touch down and 250 kt at 3000 ft AAL, 15 NM from touchdown. From 250 kt in level flight deceleration to S speed with extension of CONF I will take
approximately 5 NM. The energy circle is a useful indication of distance required to touchdown.
The normal approach is a decelerated approach (when there are no constraints) with glideslope interception occurring at S speed and flight continuing to 2000 ft AAL (minimum) at this speed at which time the aircraft should be configured for landing. In our training in the simulator the aircraft is frequently in a state where a stabilised approach is the wisest choice (in
Alternate Law for example) so ensure your trainees use a suitable technique according to circumstances.
In order to train for the “worst” situation the pilots should refer to the ILS
deviation scales ONLY on the PFD. This increases their situational awareness by having the Flight Plan in view on the ND.
If the Glide Slope is being captured at or below 2000ft AAL select Conf 2 when one dot below the Glide Slope. CAT l will be displayed until a valid Radio Altimeter signal is obtained.
After glide slope capture, and below the missed approach altitude set the missed approach altitude on the FCU, and check that a blue go-around procedure is displayed on the ND. If there is no go-around procedure
displayed, or an incorrect procedure displayed, the FPLN may be incorrectly sequenced or the go-around will have to be flown using selected modes. A check of the TO waypoint will indicate that the FPLN is correctly sequenced. There are two types of ILS failures to be considered:
1. Loss of ILS 1 + 2 receiver, in which case immediately go round (RED LOC and GS flags - ILS scales removed – AP trips off - FD goes to HDG.
2. Ground transmitter failure, in which case the AP/FD will remain ON with LOC and GS modes and this is because such a failure is most commonly transient. In such a case, LOC and GS deviation indexes are lost, ILS scales and FD bars flash. If R/A < 200 ft, Red LAND warning is triggered. If the failure lasts more than several seconds, or in case of Red LAND warning, go round.
The PNF should monitor the aircraft flight path during the final approach and call out any V/S greater than 1000 fpm, airspeed deviation of +10 kts or -5 kts, or LOC / GS deviation of more than 1 dot.
The aircraft should be stabilised in the approach configuration by 1000 ft AAL (500 ft in VMC) or a go around should be performed.
There is normally no technical reason why an Autoland should not be
performed with a CAT I ILS however this requires proper visual references (at least CAT I), proper monitoring and immediate take over if anything seems abnormal. As the requirements of Low Visibility Procedures are not in force for CAT 1 operations there is a possibility of unstable signals below the CAT 1 minima.
A stabilised approach is recommended where the Glide Slope angle is greater than 3.5°.
At training weights the aircraft may not decelerate fast enough so in this case extend the gear before Flap 2.
When you disconnect the autopilot avoid the temptation to make inputs on the sidestick. The aircraft will be stabilised and tracking towards the runway.
Avoid the tendency to “duck under” the glideslope or to turn towards the runway as in a crosswind as you will be blown off the final path.
INSTRUCTION
Ensure the trainees arm the correct mode! If you only clear them for LOC capture they should only arm the LOC. Conversely, if you clear them for an ILS then the Approach push button should be pressed arming the G/S and LOC for capture. Engagement of LOC* and LOC should always be monitored carefully by the crew to confirm the inbound course is correct.
If the clearance is given at a large distance, or large angle from the axis, beware of false captures.
Ensure your trainees are aware (by the end of their training) that our aircraft are very efficient! This can be emphasised by making a decelerated approach with a tail wind. In this case they will probably have to lower the gear before taking Flap 2.
N.12 RAW DATA ILS (00:10)
BACKGROUNDINSTRUCTION
BACKGROUND
A requirement of the Skill Test is for the Trainee to perform a CAT l ILS using raw data. Raw data is defined as without the Auto Pilot, Flight Director, or Auto Thrust. Reinforce the basic premise that speed is controlled by the thrust levers and profile is controlled by the side stick.
To enhance situational awareness the ND should display the flight plan and the ILS deviation scales are viewed on the PFD. To gain benefit from our glass cockpit the Flight Path Vector (Bird) should be used for this approach. Describe the specific indications on the PFD (FPV, Speed trend, selected track index, V/S scale and finally the LOC and GS deviation scales).
Anticipation of LOC interception is through the cross track information on the ND. Consequently aim for small, smooth corrections in pitch and bank to maintain FPV in the desired position.
As the Flight Directors are selected off you will see (on the horizon line) the blue track index corresponding to the selected TRK.
A. INITIAL APPROACH
B. INTERMEDIATE APPROACH
- Select TRK to ILS course in order to display the blue track index on the PFD horizon line.
- Activate the Approach in order to get the Managed Speed information on the Speed scale of the PFD and so reduce the PF workload in that his speed target is automatically correct for the flap setting.
- Decelerate so as to reach FAF in CONF FULL at VAPP
- For LOC intercept use the ND information such as cross track error, and pointer movement.
- When the LOC begins to move fly the FPV to the blue TRK index. If, when flying the FPV onto the TRK the LOC is not centred then make an adjustment to your flown track to come back onto the correct path.
- If the LOC does not remain centred after you have established on it make small changes to your track to regain it. The blue TRK index should remain on the LOC course for reference, as once you are established on the LOC the TRK index should remain directly above the FPV and in line with the Track made good index.
C. FINAL APPROACH
- When 1/2 dot below the GS, initiate the interception of the GS by smoothly easing the FPV down to the GS flight path angle of –3º.
- If LOC index starts to deviate, fly the FPV in the direction of the LOC index relative to the blue TRK index on the horizon
- Once on the LOC, fly the FPV back to the blue TRK index on the horizon
- If the GS index starts to deviate, fly the FPV 1º up or down to recover. Once re-established, fly the FPV back to the GS flight path target.
- Only CAT I approaches can be flown with such a technique.
- As the A/THR is not used for this approach, the speed trend arrow is an excellent aid in maintaining the correct approach speed.
The BIRD is computed out of IRS data. Thus it may be affected by IRS data drift amongst others (TRK). A typical TRK error at the end of a flight is 1° to 2°.
D. GO AROUND
If a go around is required, push thrust levers to TOGA and proceed as usual. The Flight Director will come up automatically. The PF calls for