No part of this manual may be reproduced in any form by photostat, microfilm, retrieval system or any other means without the prior written permission of AIRBUS S.A.S.
Insert CoverPageBookletA380.pdf AFTER this page ---------------------------- Insérer l’intercalaire CoverPageBookletA380.pdf APRES cette page
signature.fm
TRAINEE’S BOOKLET
(FCTP extracts)A380
PAGE LEFT INTENTIONALLY BLANK
FLIGHT CREW TRAINING PROGRAM Issue 05 FEB 2009
DOCUMENTATION USER GUIDE
A380
The following documentation is given to you on the day of your arrival at the CBT room and will be used throughout the course. Training documentation is not updated therefore FCOM remains the reference.
LAPTOP / DVD CONTENT
LAPTOP (HARD DISK)
-FOA (Flight Ops Applications): FOCT (Flight Ops Con-sultation Tool) and Performance Applications -WALK AROUND 3D -AIRBUS TRAINING AIRPORT JEPPESEN CHARTS
DVD1 Per Aircraft / Engine / Unit
(To be given)
-STANDARD TRANSITION COURSE (Footprint) -CCQs TO A380 -FAM BRIEF A380 RR TO A380 EA -FAM BRIEF A380 EA TO A380 RR -COMPUTER BASED TRAINING (CBT) -QUIZZ -PROCEDURE DATA PACKAGE (PDP) -BRIEFING GUIDES (BG) -OIS AND PERFORMANCE COURSE -CEET (CABIN EMERGENCY EXIT TRAINING) -PRE-FANS -FANS A -TCAS II COURSE -AIRBUS REFERENCE LANGUAGE (ARL) -AIRBUS OPERATIONAL EXPERTISE -FLIGHT OPERATIONS BRIEFING NOTES
DVD2 VIDEO BRIEFINGS
(To be given)
-CFIT -REJECTED TAKE OFF -UPSET RECOVERY -COCKPIT DOORS
PAPER CONTENT
TRAINEE’S BOOKLET (extract of FCTP:
Flight Crew Training Program)
-RELEVANT CREW COURSE -BASE TRAINING SYLLABI -Set of 4 coloured cockpit panels
TASK SHARING AND CALLOUTS
-Extracts from FCOM SOP’s and FCTM STANDARD CALLOUTS
ACTION FLOWS -"PF and PNF action flows" from PDP/FCTM
A380 JEPPESEN LEAFLET -Airbus Training Airport, Lyon Airport, Paris Orly Airport charts
Extract of QRH (Quick Reference Handbook) -SMOKE and EVACUATION procedures
February 2009
February 2009
The TRAINEE’S BOOKLET contains all phases of your course. The volume explains the organizational and general objectives of the training course. The Computer Based Training (CBT), the Maintenance and Flight Training Device (MFTD) and the Full Flight Simulator (FFS) phases are explained. This volume will be a general guide for your activities during your stay at Airbus Training Centre and is useful from day one. PLANNED BRIEFING TIMES FFS sessions 1h30 ALOFT 1h00 SKILL TEST 1h00 LOW VISIBILITY OPERATIONS 1h00 BASE TRAINING / ZFTT 1h00
00-00.fm
GENERAL INFORMATION
TABLE OF CONTENTS
Page 1A380
00.00
00.00
00.01 - ORGANIZATION OF THE MANUAL
00.02 - LIST OF NORMAL REVISIONS
00.03 - LIST OF TEMPORARY REVISIONS
GENERAL INFORMATION
FLIGHT CREW TRAINING PROGRAM Issue 03 NOV 2007
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00-00.fm
Page 2GENERAL INFORMATION
TABLE OF CONTENTS
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00.00
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FLIGHT CREW TRAINING PROGRAM Issue 03 NOV 2007
00-01.fm
GENERAL INFORMATION
ORGANIZATION OF THE MANUAL
Page 1A380
00.01
00.01ORGANIZATION OF THE MANUAL
01 - FOREWORD
The Flight Crew Training Program (FCTP) is the support documentation for Flight Crew instructors ONLY.
The FCTP is sent to each Customer Airline's Flight Operation Department and is updated via a "Revision Service".
The extract of FCTP dedicated to trainees is called “trainee’s booklet” : it includes the training session preparation and syllabi, with the relevant support documents (Airbus Training Airport Jeppesen charts and cockpit panels).
02 - CONTENTS
The FCTP includes all the Flight Crew courses offered by the Airbus Training Centres.Within each course the sessions are presented using the same format with :- The takeoff data and session syllabus based on Airbus Airport- The session preparation- The session guide
03 - NORMAL REVISIONS
They are issued periodically to cover changes and / or to add new data.One document added to each revision facilitates its incorporation :• The "Reason for change" sheet : it lists the pages to be removed or inserted.Normal revisions are recorded in the "List of Normal Revisions" section.
04 - TEMPORARY REVISIONS
They are printed on yellow paper and are issued when justifying urgent action between normal revisions.Temporary revisions are recorded in the "List of Temporary Revisions" section.
FLIGHT CREW TRAINING PROGRAM Issue 05 FEB 2009
00-01.fm
Page 2GENERAL INFORMATION
ORGANIZATION OF THE MANUAL
00.01A380
00.01
05 - PAGINATION
Chapter title
Section title
Chapter number - Section number - Page number Aircraft code (i.e. E) - Course type number (i.e F2A)
1. Aircraft codes
B = A310 E = A320 F = A340-300 G = A330 D = A300-600 H = A321 C = A340-600 L = A380
J = A319
2. Course type number (refer to your FCTP’s TABLE OF CONTENTS)
NOTE : “F” means “Flight Crew courses” (while “M” means “Maintenance courses”)
Chapter number and course type number are the same. Examples : - Chapter 02 is dedicated to the Transition course)
Revision number
Revision date
A revision bar in front of a line indicates that the line has been revised A revision bar in front of the page number indicates that the whole page has been revised.
LANGUAGE ADAPTED COURSE
HANDLING PHASEA380
FLIGHT CREW TRAINING PROGRAM
Page #02.00L F2S
JUL 2006
FLIGHT CREW TRAINING PROGRAM
Issue 01
Issue 05 FEB 2009
00-01.fm
GENERAL INFORMATION
ORGANIZATION OF THE MANUAL
Page 3A380
00.01
00.01
06 - COMMENTS - QUESTIONS - SUGGESTIONS
All m anual holders and users are encouraged to forward their questions and suggestions regarding the Flight Crew Training Program using the following COMMENTS - QUESTIONS - SUGGESTIONS sheet.
By postm ail : AIRBUS TRAINING CENTRE Training and Flight Operations Support and Services 5 rue Gabriel Clerc 31707 BLAGNAC CEDEX - FRANCE ATTN. : FCTP Supervisor By fax : 33.(0)5.62.11.07.40 ATTN. : FCTP Supervisor By e.m ail : [email protected]
Customer ID : Name : First name : Date : Airline : Aircraft type : FCTP reference : Chapter / Course : Section : Page : Revision number : Questions / Suggestions :
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Page 2CCQ A330 / A340 TO A380 COURSE
TABLE OF CONTENTS
02.00A380 L FQF/G
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
02.00
PAGE LEFT INTENTIONALLY BLANK
02-00CCQ.fm
CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
Page 1A380 L FQF/G
02.01
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
02.01INTRODUCTION
01 - GENERAL
A. PHILOSOPHY OF THE COURSES
This course is designed for qualified pilots to transition from the Airbus long range “Fly-by-Wire” aircraft (A330/A340) to the A380 aircraft.This course only addresses the differences in procedures and handling characteristics between the base aircraft (A330/A340) and the difference aircraft (A380).However, the ground school includes full systems study using CBT.
B. REGULATION REQUIREMENTS
They are listed in the following document :- JAR-FCL - JAR-OPS- FAR 121 - FAR 142- FAA Advisory Circular : AC 120.53- JAA / FAA / Transport Canada : Common Procedures Document
The differences between the base and the difference aircraft are published in the Operator Difference Requirement (ODR) tables approved by FAA/JAA.Airbus course is based on generic ODR tables published by the manufacturer.
C. PREREQUISITES
• Valid and current ATPL• Qualified on the base aircraft• Minimum of 3 months of operation on the base aircraft• Minimum of 150 flight hours on the base aircraft
IMPORTANT : Pilots entering this course must be highly knowledgeable on base aircraft systems.
02 - COURSE ORGANISATION
A. COURSE DESCRIPTION
a) GeneralThe CCQ training is divided into four different phases:
- Ground phase- Handling phase- Skill test - Base training or ZFTT
A welcome, which takes place before the starting of the course, includes the training center presentation, all administrative issues and the distribution of all training supports that will be used by the trainee.The reference airport used during most of the sessions is a generic airport called Airbus Training Airport.
b) Ground phaseCBT:
The aircraft systems study is progressively introduced during the first 8 days and is carried out in a classroom.
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Page 2CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
02.01L FQF/GA380
FLIGHT CREW TRAINING PROGRAM FEB 2009Issue 05
The acquired knowledge will be reinforced with the use of the Maintenance and Flight Training Device (MFTD).The CBT is not defined to cover aircraft differences only: however, part of some systems is common to A330/340 and A380.
MFTD: The MFTD is used to reinforce the systems knowledge acquired in the CBT and to study the new SOP’s or major differences between the A330/340 and A380 (in normal and abnormal operations).Sessions are prepared by the trainee using the trainee’s booklet, FCOM, Flight Crew Training Manual (FCTM) and Procedure Data Package (PDP).Questions and answers are part of the session and will be addressed before or during the session.The PDP will be presented at the instructor discretion to either refresh the procedures common to both aircraft or to introduce new procedures related to the A380.
OIS / Performance:One full day is dedicated to Onboard Information System (OIS) presentation and to per-formance computation using the different applications.
Cabin:Doors and slides operations are conducted in a specific Cabin Trainer device.
Systems test:At the end of the ground phase the acquired knowledge will be evaluated using an elec-tronic test based on a randomized questionnaire.
c) Handling phaseThis phase conducted in the FFS is mostly dedicated to aircraft handling in Normal and Abnormal operations.All the differences listed in the approved Operator Difference Requirement (ODR) tables will be covered during this phase as well as some exercises common to both A330/340 and A380.
d) Skill test The skill test is defined according to the JAA requirements : for the time being, it is not a skill test that only covers the differences.
e) Base training or ZFTTAircraft training (Flight 0:45 h / pilot)ORZFTT (FFS 4:00 h / Crew)
02-01.fm
CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
Page 3A380 L FQF/G
02.01
FLIGHT CREW TRAINING PROGRAM FEB 2009Issue 05
B. TRAINING DOCUMENTATION
DOCUMENTATION USER GUIDE A380
The following documentation is given to you on the day of your arrival at the CBT room and will be used throughout the course.Training documentation is not updated therefore FCOM remains the reference
LAPTOP / DVD CONTENT
LAPTOP (HARD DISK)
-FOA (Flight Ops Applications): FOCT (Flight Ops Con-sultation Tool) and Performance Applications-WALK AROUND 3D-AIRBUS TRAINING AIRPORT JEPPESEN CHARTS
DVD1Per Aircraft / Engine / Unit
(To be given)
-STANDARD TRANSITION COURSE (Footprint) -CCQs TO A380-FAM BRIEF A380 RR TO A380 EA-FAM BRIEF A380 EA TO A380 RR-COMPUTER BASED TRAINING (CBT)-QUIZZ-PROCEDURE DATA PACKAGE (PDP)-BRIEFING GUIDES (BG)-OIS AND PERFORMANCE COURSE-CEET (CABIN EMERGENCY EXIT TRAINING)-PRE-FANS-FANS A-TCAS II COURSE-AIRBUS REFERENCE LANGUAGE (ARL)-AIRBUS OPERATIONAL EXPERTISE-FLIGHT OPERATIONS BRIEFING NOTES
DVD2VIDEO BRIEFINGS
(To be given)
-CFIT-REJECTED TAKE OFF-UPSET RECOVERY-COCKPIT DOORS
PAPER CONTENT
TRAINEE’S BOOKLET(extract of FCTP:
Flight Crew Training Program)
-RELEVANT CREW COURSE -BASE TRAINING SYLLABI-Set of 4 coloured cockpit panels
TASK SHARING AND CALLOUTS -Extracts from FCOM SOP’s and FCTM STANDARD CALLOUTS
ACTION FLOWS -"PF and PNF action flows" from PDP/FCTM
A380 JEPPESEN LEAFLET -Airbus Training Airport, Lyon Airport, Paris Orly Airport charts
Extract of QRH(Quick Reference Handbook) -SMOKE and EVACUATION procedures
02-01.fm
Page 4CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
02.01L FQF/GA380
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
C. INSTRUCTOR BRIEFINGS
D. CRITERIA OF PROFICIENCY
1) SYSTEMS
a. Evaluation during CBT Phase :
On completion of this phase, a written multiple choice examination will be completed. The minimum level required, to be declared proficient, is determined by the Airline, but is never below 80%.
b. Unsatisfactory Examination :
Corrective action using the CBT will be determined by the instructor in coordination with Airbus Training Director. The student will then undertake a CBT examination.
2) MFTD / FFS NOTATIONS
Three boxes are used to record the overall trainee’s performance using “Trainee’s Record” file (see Page 3).They are quoted “Satisfactory”, “May need extra training” or “Unsatisfactory”
• When “Satisfactory” box is ticked:----> no specific comments are needed : “None” written indication is required. Nevertheless, comments may be made at instructor’s discretion.
• When both “Satisfactory” and “May need extra training” boxes are ticked ----> comments are required, and the following session must be assessed as :
- “Satisfactory” ----> comments must confirm improvements: OR - “Unsatisfactory”
When “Unsatisfactory” box is ticked:
----> use the specific Progress Incident Report (PIR) (see Page 9) to list and comment the trainee’s difficulties as well as the number of additional training sessions requested. It must be reported without delay to Airbus Director of Training.
Additional training sessions (see Page 10) have to be commented and use the same identification as the session involved.
Session Briefing DebriefingMFTD A No No
MFTD 1-2-3 Questions & Answers are included
FFS 1:30 0:30
Skill test 1:00 As required
02-01.fm
CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
Page 5A380 L FQF/G
02.01
FLIGHT CREW TRAINING PROGRAM MAY 2008Issue 04
E. CRITERIA OF PROFICIENCY
1) SYSTEMS / PERFORMANCE
a. Evaluation during CBT Phase :
On completion of this phase, a written multiple choice examination will be completed. The minimum level required, to be declared proficient, is determined by the Airline, but is never below 80%.
b. Unsatisfactory Examination :
Corrective action using the CBT will be determined by the instructor in coordination with Airbus Training Director. The student will then undertake a CBT examination.
2) MFTD / FFS NOTATIONS
Three boxes are used to record the overall trainee’s performance using “Trainee’s Record” file (see Page 3).They are quoted “Satisfactory”, “May need extra training” or “Unsatisfactory”
• When “Satisfactory” box is ticked ( ) :----> no specific comments are needed : “None” written indication is required. Nevertheless, comments may be made at instructor’s discretion.
• When both “Satisfactory” and “May need extra training” boxes are ticked ----> comments are required ( ), and the following session must be assessed as :
- “Satisfactory” ----> comments must confirm improvements ( ) : OR - “Unsatisfactory”
When “Unsatisfactory” box is ticked ( ) :----> use the specific Progress Incident Report (PIR) (see Page 7) to list and comment the trainee’s difficulties as well as the number of additional training sessions requested ( ). It must be reported without delay to Airbus Director of Training.
Additional training sessions (see Page 8) have to be commented and use the same identification as the session involved ( ).
Tra
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02-01.fm
Page 6CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
02.01L FQF/GA380
FLIGHT CREW TRAINING PROGRAM MAY 2008Issue 04
Tra
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02-01.fm
02-01.fm
CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
Page 7A380 L FQF/G
02.01
FLIGHT CREW TRAINING PROGRAM
Tra
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MAY 2008Issue 04
Page 8CCQ A330 / A340 TO A380 COURSE
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02.01L FQF/GA380
FLIGHT CREW TRAINING PROGRAM MAY 2008Issue 04
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02-01.fm
CCQ A330 / A340 TO A380 COURSE
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Page 10CCQ A330 / A340 TO A380 COURSE
INTRODUCTION
02.01L FQF/GA380
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FLIGHT CREW TRAINING PROGRAM MAY 2008Issue 04
CCQ A330 / A340 TO A380 COURSE
TRAINING FOOTPRINT
Page 1A380
02.02L FQF/G
FLIGHT CREW TRAINING PROGRAM FEB 2009Issue 05
02.02TRAINING FOOTPRINT
01 - TRAINING DEVICE TIME SHARING PER PHASE
N.B. : 1) Except when notified, the allocated time is mentioned in hour/crew2) Welcome is not part of the training footprint and is completed the day before the beginning
of ground school : all the documentation and training supports will be handled to the trainees during the welcome briefing.
Note: If translator is required, CBT and SYSTEM TEST will be Projected CBT with instructor: the ground school duration must be adapted.
Total working days 12 working days
GROUND PHASE 8 working days
• CBT : - Aircraft systems study 30:40 - Systems test 4:00
02 - TRAINING DAILY FOOTPRINTNote: Timing are given for information: your rate of progress could be different from the standard one, however make sure that the systems study associated to one day has been completed before the next day.Day 0: Administration 1:00 - Welcome briefing: 1:30 - Electronic documentation: 1:00
Day 1 Day 2 Day 3 Day 4- How to use (ATA 00) 0:20- Aircraft general (ATA 20) 0:20- Indicating & Recording (ATA 31) 2:40- Auto flight(ATA 22) 3:30
NOTES RWY COND DRY FPLN : Refer to CO RTE AIR COND ON (SID MOU 1N) ANTI ICE OFF PAX NUMBER 300
RR Trent 972 EA GP 7272
ACTIVE / PERFLFZZ 33R / GW 385 t
ACTIVE / PERFLFZZ 33R / GW 385 t
V1 v TOGA V1 v TOGA
VR FLEX 56 VR FLEX 57
V2 DERATED V2 DERATED
FLAPS 3 THS FOR FLAPS 3 THS FOR
ACTIVE / PERF ACTIVE / PERF
V1 TOGA V1 TOGA
VR FLEX VR FLEX
V2 DERATED V2 DERATED
FLAPS THS FOR FLAPS THS FOR
Time EVENTS
QUESTIONS & ANSWERS
INIT TAKE OFF - LFZZ 33R - GW 385 tCo route AIBAIB
T PRELIMINARY COCKPIT PREPARATION(AIRCRAFT NOT ELECTRICALLY SUPPLIED)
T 1 - COCKPIT PREPARATIONT 2 - BEFORE STARTT 3 - ECAM : NORMAL C/LT 4 - ENGINE START - AFTER STARTT 5 - TAXI
1:00 T 6 - TAKE OFF PACKS ONT 7 - CLIMB FL 180T 8 - CRUISE : FMS EXERCISES
- INSERT NEW WPT- DELETE WPT- OVERFLY- FROM PPOS DIRECT TO- OFFSET- POSITION MONITOR- BRG / DIST TO
1:30 T 9 - DESCENT PREPARATIONT 10 - DESCENTT 11 - ILS APP LFZZ 33R (FLS)
12 - AUTOLANDT 13 - AFTER LANDINGT 14 - PARKING
2:10 T 15 - SECURING THE AIRCRAFT
MFTD 1 - TRAINEE 1
mftd1.fm
Page 4A380
02.03CCQ A330 / A340 TO A380 COURSE
GROUND PHASEL FQF/G
FLIGHT CREW TRAINING PROGRAM FEB 2009Issue 05
WEATHER
LFZZ 270/10 9999 15/8 1010
ACTIVE / INIT
FLT NBR A/L ID 101
FROM LFZZ TO LFZZ ALTN LFLL
CPNY RTE AIBAIB
ALTN RTE AIBLYS
CRZ FL 180 CRZ TEMP -20°C
CI 90 TROPO 36090
TRIP WIND HD 10
ACTIVE FUEL & LOAD
GW 385 t847 000 Ib FOB 65 t
143 000 Ib
ZFW 320 t704 000 Ib ZFWCG 35 %
NOTES RWY COND DRY FPLN : Refer to CO RTE AIR COND OFF (SID MOU 1N) ANTI ICE OFF PAX NUMBER 300
RR Trent 972 EA GP 7272
ACTIVE / PERFLFZZ 33R / GW 385 t
ACTIVE / PERFLFZZ 33R / GW 385 t
V1 v TOGA V1 v TOGA
VR FLEX 56 VR FLEX 57
V2 DERATED V2 DERATED
FLAPS 3 THS FOR FLAPS 3 THS FOR
ACTIVE / PERF ACTIVE / PERF
V1 TOGA V1 TOGA
VR FLEX VR FLEX
V2 DERATED V2 DERATED
FLAPS THS FOR FLAPS THS FOR
Time EVENTS
QUESTIONS & ANSWERS
INIT TAKE OFF - LFZZ 33R - GW 385 tCo route AIBAIB
PRELIMINARY COCKPIT PREPARATION(AIRCRAFT NOT ELECTRICALLY SUPPLIED)16 - COCKPIT PREPARATION17 - BEFORE START18 - ENGINE START WITH EXTERNAL PNEUMATIC POWER &
CROSS BLEED START19 - AFTER START20 - TAXI
3:00 21 - TAKE OFF - PACKS OFF22 - CLIMB FL 150 - ALT CONSTRAINT23 - CRUISE
- CAPT EFIS CTL PNL FAULT- HOLDING
3:25 24 - DESCENT PREPARATION25 - DESCENT
- MANAGED AND SELECTED- SPEED CONSTRAINT
26 - ILS APP - LFZZ 33RT 27 - GO AROUND
28 - MISSED APPROACH4:00 29 - DIVERSION
FREEZE
MFTD 1 - TRAINEE 2
mftd1.fm
CCQ A330 / A340 TO A380 COURSE
GROUND PHASE
Page 4A02.03L FQF/GA380
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
02.03
01 - SESSION OBJECTIVE :• Highlight the differences in terms of procedures through out all phases of flight in normal
operation• Apply task sharing and communication• Study and practice initialization of the FMS and review the various functions using the new
interface• Present the new systems using ECAM pages
02 - TRAINING TOPICS :
A. REVIEW
Not applicable.
B. NEW EXERCICES / REFERENCES
Standard Flight profile - SOP’s• FCOM/Procedures/Normal Procedures/Standard Operating Procedures• FCOM/Procedures/Normal Procedures/Task Sharing• FCTM/NORMAL OPERATIONS• PDP : ALL PHASES Flow pattern
FMS: Initialization - New interfaces and functions• FCOM/Procedures/Normal Procedures/Standard Operating Procedures/Cockpit
• Procedure Data Package (PDP)• FCOM• FCTM* Note: In the FCTM look at procedures only and disregard the information related to handling-characteristics
03 - SESSION PROFICIENCY CRITERIA :• Understanding of the new FMS architecture and new functions• Demonstrate satisfactory knowledge and skills when applying procedures during a normal
2:40 18 - TAKE-OFF - PACKS OFF19 - CLIMB FL 31020 - SYSTEMS REVIEW21 - FMS EXERCICES - INTERACTIVITY WITH ND - REVIEW DIRECT TO - CMS - STEP ALT22 - ECAM MANAGEMENT - NOT SENSED PROCEDURES
T 23 - FUEL LEAK - RESTORE3:25 24 - RETURN TO DEPARTURE
T 25 - FUEL JETTISON26 - OVERWEIGHT LANDING27 - DESCENT PREPARATION28 - DESCENT29 - LOC APP (FLS) - LFZZ 33R30 - MISSED APPROACH31 - FMC B + C FAULT
FREEZE
MFTD 2 - TRAINEE 2
mftd2.fm
CCQ A330 / A340 TO A380 COURSE
GROUND PHASE
Page 6A02.03L FQF/GA380
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
02.03
01 - SESSION OBJECTIVE :
• Practice SOP’s using proper call outs and cross checks• Highlight the differences in failure handling using the new ECAM procedures• Study the Non Precision Approaches using the FLS function (if not retrofitted on A330/340)• Study and practice new FMS functions
02 - TRAINING TOPICS :
A. REVIEW
• FMS initialization - New interfaces and functions• SOP: Normal Operations - TASK Sharing
B. EXERCICES / REFERENCES
OIT: Use of Take-off performance and MEL applications·• FCTM/NORMAL OPERATIONS/Flight Preparation/MELENGINE START FAULT• FCOM/Procedures/Abnormal and Emergency Procedures/70-Engines/ENG START FAULTECAM Procedures: new philosophy• FCTM/OPERATIONAL PHILOSOPHY/ECAM• PDP: ECAM PHILOSOPHYCDS reconfiguration• FCOM/Aircraft Systems/31-Indicating-Recording/CDS/Abnormal Operations• FCOM/Procedures/Abnormal and Emergency Procedures/31-Indicating-Recording/CDS
DETECTED• FCOM/Procedures/Abnormal and Emergency Procedures/70-Engines/ENG FUEL LEAKBRAKES: system review• FCOM/ Procedures/Abnormal and Emergency Procedures/32-Landing Gear/BRAKES
GROUND PHASEFLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
C. SUPPORT
• Procedure Data Package (PDP)• FCOM• FCTM
* Note: In the FCTM look at procedures only and disregard the information related to handling-characteristics
03 - SESSION PROFICIENCY CRITERIA :
• Ability to carry out all normal tasks according to SOP’s• Demonstrate an acceptable knowledge and user skill of the new FMS interface• Demonstrate satisfactory knowledge of the new ECAM procedures
3:45 27 - NDB APP (FLS) - LFZZ 33RFREEZE AT 500 FT
INIT GATE
28 - AFTER LANDING29 - PARKING (TAIL PIPE FIRE)30 - SECURING THE AIRCRAFT
MFTD 3 - TRAINEE 1
mftd3.fm
CCQ A330 / A340 TO A380 COURSE
GROUND PHASE
Page 8A02.03L FQF/GA380
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
02.03
01 - SESSION OBJECTIVE
• To highlight the differences in abnormal procedures using the new ECAM procedures• To practice SOP’s using proper call outs and cross checks• To review new FMS functions
02 - TRAINING TOPICS
A. REVIEW
• FMS initialization• SOP: Normal operations• ECAM procedures: new philosophy• FCU Backup
B. EXERCISES / REFERENCES
ENGINE FAILURE• FCOM/Procedures/Abnormal and Emergency Procedures/70-Engines/ENG FAIL• PDP: ENGINE OUT AFTER TAKE-OFF
ENGINE RELIGHT• FCOM/Procedures/Abnormal and Emergency Procedures/70-Engines/ENG RELIGHT IN
FLIGHT
G+Y SYS PRESS LO• FCOM/Procedures/Abnormal and Emergency Procedures/29-Hydraulic/G+Y SYS PRESS
AVIONIC SMOKE• FCOM/Procedures/Abnormal and Emergency Procedures/26-Fire and Smoke/L(R)
AVIONICS SMOKE
SLATS LOCKED• FCOM/Procedures/Abnormal and Emergency Procedures/27-Slats-Flaps/ SLATS LOCKED
and SLATS FAULT
ENGINE TAIL PIPE FIRE• FCOM/Procedures/Abnormal and Emergency Procedures/70-Engines/TAIL PIPE FIRE
MFTD 3 SESSION PREPARATION
mftd3gdprep.fm
Page 8B02.03L FQF/GA380
CCQ A330 / A340 TO A380 COURSE
GROUND PHASEFLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
C. SUPPORT
• Procedure data package (PDP)• FCOM• FCTM
* Note: in the FCTM look at procedures only and disregard information related to handlingcharacteristics
03 – SESSION PROFICIENCY CRITERIA
• Demonstrate proficiency in FMS use• Demonstrate ability to manage failures using the new ECAM interface• Demonstrate ability to carry out all normal tasks according to SOP’s
NOTES RWY COND DRY FPLN : Refer to Co-route AIR COND ON (SID ATN 1E) ANTI ICE OFF PAX 351
RR Trent 972 EA GP 7272
ACTIVE / PERFLFZZ 06 / GW 540 t
ACTIVE / PERFLFZZ 06 / GW 540 t
V1 TOGA V1 TOGA
VR v FLEX VR v FLEX
V2 DERATED V2 DERATED
FLAPS OPT THS FOR FLAPS OPT THS FOR
ACTIVE / PERFLFZZ 33R / GW 385 t
ACTIVE / PERFLFZZ 33R / GW 385 t
V1 122 TOGA V1 125 TOGA
VR 125 v FLEX 56 VR 126 v FLEX 56
V2 132 DERATED V2 132 DERATED
FLAPS 3 THS FOR FLAPS 3 THS FOR
Time EVENTS
AP
FD
ATH
R T
RK
-FPA
INIT GATE A1 - LFZZ 06 - GW 540 tCo route AIBAIB
PRELIMINARY COCKPIT PREPARATION(AIRCRAFT ELECTRICALLY SUPPLIED)1 - COCKPIT PREPARATION2 - ENGINE START3 - AFTER START4 - TAXI - 180° TURN ON RUNWAY5 - TAKE OFF v v6 - CLIMB FL 120 v v v7 - AIRWORK v8 - DESCENT v v v9 - ILS APP - LFZZ 33R v v
1:20 10 - LANDING
INIT HOLDING POINT LFZZ 33R - GW 385t ZFW 320 t - FOB 65 t250/18 OVC 006Co route PAT 33R
11 - TAKE OFF - CROSSWIND v v12 - RADAR VECTORS v v v13 - ILS APP (RAW DATA) - LFZZ 33R v v14 - GO AROUND v v15 - VISUAL PATTERN v v
1:45 16 - LANDING - CROSSWIND
INIT HOLDING POINT LFZZ 33R - GW 385tCAVOK - 350/10Co route PAT 33R
17 - TAKE OFF v v18 - VISUAL PATTERN v v19 - REJECTED LANDING v v20 - VISUAL PATTERN v v
2:05 21 - LANDING
INIT TAKE OFF - LFZZ 06 - GW 540 t
2:10 22 - TAKE OFF v v23 - REJECTED TAKE OFF
FFS 1 - TRAINEE 1
ffs1.fm
Page 2A380
02.04CCQ A330 / A340 TO A380 COURSE
HANDLING PHASEL FQF/G
FLIGHT CREW TRAINING PROGRAM FEB 2009Issue 05
WEATHER
LFZZ 350/10 kt 6000 OVC 012 20/12 Q 1010
ACTIVE / INIT
FLT NBR A/L ID 101
FROM LFZZ TO LFZZ ALTN LFLL
CPNY RTE PAT 33R
ALTN RTE AIBLYS
CRZ FL 4000 ft CRZ TEMP +10°
CI 90 TROPO 36090
TRIP WIND -
ACTIVE FUEL & LOAD
GW 385 t847 000 Ib FOB 65 t
143 000 Ib
ZFW 320 t704 000 Ib ZFWCG 34 %
NOTES RWY COND DRY FPLN : Refer to Co-route AIR COND ON (SID 1B) ANTI ICE OFF
RR Trent 972 EA GP 7272
ACTIVE / PERFLFZZ 33R / GW 385 t
ACTIVE / PERFLFZZ 33R / GW 385 t
V1 122 TOGA V1 125 TOGA
VR 126 v FLEX 57 VR 126 v FLEX 57
V2 132 DERATED V2 132 DERATED
FLAPS 3 THS FOR FLAPS 3 THS FOR
ACTIVE / PERFLFZZ 06 / GW 540 t
ACTIVE / PERFLFZZ 06 / GW 540 t
V1 126 TOGA V1 149 TOGA
VR 157 v FLEX 40 VR 165 v FLEX 36
V2 163 DERATED V2 170 DERATED
FLAPS 2 THS FOR FLAPS 3 THS FOR
Time EVENTS
AP
FD
ATH
R T
RK
-FPA
2:20 INIT HOLDING POINT LFZZ 33R - GW 385t Co route PAT 33R
24 - TAKE OFF v v25 - RADAR VECTORS v v v26 - ILS APP - LFZZ 33R v v27 - LANDING
2:45INIT HOLDING POINT LFZZ 33R - GW 385tCAVOK 250/18Co route PAT 33R
28 - TAKE OFF - CROSSWIND v v29 - VISUAL PATTERN v v30 - REJECTED LANDING v v31 - VISUAL PATTERN v v32 - LANDING - CROSSWIND
3:00 INIT TAKE OFF LFZZ 06 - GW 540 tZFW 320 t - FOB 220 t - Co route PAT 33R
33 - TAKE OFF - REJECTED v v
INIT TAKE OFF LFZZ 06 - GW 540 t350/10 OVC 006 - Co route AIBAIB1
34 - TAKE OFF v v35 - CLIMB FL 70 v v v36 - FMS 1 + 2 FAULT v v v37 - DESCENT v v v38 - ILS APP (RAW DATA) - LFZZ 33R v v39 - GO AROUND v v40 - VISUAL PATTERN v v
03:45 41 - LANDING 42 - AFTER LANDING43 - TAXI44 - PARKING45 - SECURING THE AIRCRAFT
FFS 1 - TRAINEE 2
ffs1.fm
CCQ A330 / A340 TO A380 COURSE
HANDLING PHASE
Page 2A02.04L FQF/GA380
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
02.03
01 - SESSION OBJECTIVE :
• To handle the A380 in normal operations using experience from the A330 / 340• To practice SOP’s applicable to the A380• To review specific changes in panels and controls during cockpit preparation
02 - TRAINING TOPICS :
A. REVIEW
• SOP’s - Task sharing• FMS: initialization and use during all flight phases• Use of OIS / LAPTOP for take-off performance computation
B. NEW EXERCICES / REFERENCES
Use of ETACS• FCOM/Aircraft Systems/31-Indicating-Recording/Video/Description/External and Taxing Aid
Camera System
Use of OANS• FCTM/NORMAL OPERATIONS/Taxi/Onboard Airport Navigation System• FCOM/Aircraft Systems/34-Navigation/Airport Navigation
Taxi - 180° turn on 60 m runway• Briefing guide: Taxi - 180° turn on runway• FCOM/Standard Operating Procedures/Taxi/180 Deg Turn on 60 M wide Runway
Rejected take-off• FCOM/Procedures/Abnormal and Emergency Procedures/Operating Techniques/Rejected
Take-off
C. SUPPORT
• Briefing Guides• Procedure Data Package (PDP)• FCOM• FCTM
FFS 1 SESSION PREPARATION
ffs1gdprep.fm
Page 2B02.04L FQF/GA380
CCQ A330 / A340 TO A380 COURSE
HANDLING PHASEFLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
03 - SESSION PROFICIENCY CRITERIA :
• Ability to carry out normal task in accordance with SOP’s• Ability to handle the aircraft within standard criteria of flight accuracy• Ability to apply correct take-off and landing technique in cross wind conditions
NOTES RWY COND WET FPLN : Refer to Co-route AIR COND OFF DEP : Refer to session guide ANTI ICE ON PAX NUMBER : 450
RR Trent 972 EA GP 7272
ACTIVE / PERFLFZZ 24 / GW 569 t
ACTIVE / PERFLFZZ 24 / GW 569 t
V1 v TOGA V1 v TOGA
VR FLEX VR FLEX
V2 DERATED V2 DERATED
FLAPS OPT THS FOR FLAPS OPT THS FOR
ACTIVE / PERFLFZZ 33R / GW 385 t
ACTIVE / PERFLFZZ 33R / GW 385 t
V1 122 TOGA V1 126 TOGA
VR 130 v FLEX 57 VR 127 v FLEX 56
V2 137 DERATED V2 134 DERATED
FLAPS 2 THS FOR FLAPS 2 THS FOR
Time EVENTS
AP
FD
ATH
R T
RK
-FPA
INIT GATE A1 - LFZZ 24 - GW 569 tCo route AIBKEF
PRELIMINARY COCKPIT PREPARATION(AIRCRAFT ELECTRICALLY SUPPLIED)1 - COCKPIT PREPARATION2 - ENGINE START3 - AFTER START4 - TAXI 5 - TAKE OFF (MTOW) v v6 - CLIMB FL 70 v v v7 - RETURN TO DEPARTURE v v v8 - RNAV APP (FLS) - LFZZ 24 v v v
1:20 9 - LANDING - OVERWEIGHT10 - 180° ON RUNWAY
INIT HOLDING POINT LFZZ 33R - GW 385 tZFW 320 t - FOB 65 t290/12 BKN 012 Co route AIBAIB1
11 - TAKE OFF - WINDSHEAR v v12 - CLIMB FL 70 v v v13 - ADR 1 + 2 + 3 FAULT v14 - DESCENT v15 - ILS APP - LFZZ 33R v
1:50 16 - LANDING
FFS 2 - TRAINEE 2
ffs2.fm
Page 4A380
02.04CCQ A330 / A340 TO A380 COURSE
HANDLING PHASEL FQF/G
FLIGHT CREW TRAINING PROGRAM FEB 2009Issue 05
WEATHER
LFZZ 270/10 6000 BKN 008 3/1 1002
ACTIVE / INIT
FLT NBR A/L ID 102
FROM LFZZ TO BIKF ALTN EINN
CPNY RTE AIBKEF
ALTN RTE KEFSNN
CRZ FL FL 340 CRZ TEMP -58°C
CI 90 TROPO 36300
TRIP WIND HD 030
ACTIVE FUEL & LOAD
GW 569 t 1 232 000 Ib FOB 219 t
462 000 Ib
ZFW 350 t770 000 Ib ZFWCG 37 %
NOTES RWY COND DRY FPLN : Refer to Co-route AIR COND OFF DEP: Refer to session guide ANTI ICE ON PAX NUMBER : 400
26 - TAKE OFF v v27 - CLIMB FL 80 v v v28 - ALL GENERATORS FAULT v29 - DESCENT v30 - ILS APP - LFZZ 06 - DIRECT LAW v
3:45 31 - LANDING
IF 2 CAPTAIN: INIT APPROACH LFZZ 06
32 - ILS APPROACH (EMER ELEC CONF) v33 - LANDING
FFS 2 - TRAINEE 1
ffs2.fm
CCQ A330 / A340 TO A380 COURSE
HANDLING PHASE
Page 4A02.04L FQF/GA380
FLIGHT CREW TRAINING PROGRAM MAY 2008Issue 04
02.03
01 - SESSION OBJECTIVE :
- To review differences in emergency electrical configuration procedures- To practice SOP’s related to the new ECAM interface- To practice new functions specific to the A380: Back Up Speed, FLS approaches
02 - TRAINING TOPICS :
A. REVIEW
• SOP’s - Task sharing• Non Precision Approach using FLS• Take-off and landing techniques
B. NEW EXERCICES / REFERENCES
Overweight landing• FCOM/Procedures/Abnormal and Emergency Procedures/80-Miscellaneous/
WEATHER LFZZ 300/15 8000 OVC 010 25/12 1020 NIGHT VISUAL
ACTIVE / INIT
FLT NBR A/L ID 103
FROM LFZZ TO LFZZ ALTN LFLL
CPNY RTE PAT 33R
ALTN RTE -
CRZ FL 4000 ft CRZ TEMP +10°C
CI 90 TROPO 36090
TRIP WIND -
ACTIVE FUEL & LOAD
GW 385 t847 000 Ib FOB 65 t
143 000 Ib
ZFW 320 t704 000 Ib ZFWCG 37 %
NOTES RWY COND DRY F/PLN : Refer Co-route AIR COND ON (SID 1B) ANTI ICE OFF
RR Trent 972 EA GP 7272
ACTIVE / PERFLFZZ 33R / GW 385 t
ACTIVE / PERFLFZZ 33R / GW 385 t
V1 TOGA V1 TOGA
VR v FLEX VR v FLEX
V2 DERATED V2 DERATED
FLAPS 3 THS FOR FLAPS 3 THS FOR
ACTIVE / PERFLFZZ 33R / GW 490 t
ACTIVE / PERFLFZZ 33R /GW 490 t
V1 131 v TOGA V1 133 v TOGA
VR 139 FLEX VR 139 FLEX
V2 147 DERATED V2 147 DERATED
FLAPS 3 THS FOR FLAPS 3 THS FOR
Time EVENTS
AP
FD
ATH
R T
RK
-FPA
INIT HOLDING POINT - LFZZ 33R - GW 385 tCo route PAT 33R
PRELIMINARY COCKPIT PREPARATION(AIRCRAFT ELECTRICALLY SUPPLIED)1 - COCKPIT PREPARATION2 - ENGINE START3 - AFTER START4 - TAXI5 - TAKE OFF v v6 - CLIMB TO 4000 FT v v v7 - FLAPS LOCKED (WING TIP BRAKES) v v v8 - VOR-DME APP (FLS) - LFZZ 33R v v v v
1:00 9 - LANDING - FLAPS JAMMED
INIT HOLDING POINT LFZZ 33R : GW 490 tZFW 350 t - FOB 140 tCo route PAT 33R
10 - TAKE OFF - ENGINE FAILURE v v11 - RADAR VECTORS v v v12 - ILS APP - ONE ENGINE OUT - LFZZ 33R v v13 - GO AROUND - ONE ENGINE OUT v v14 - RADAR VECTORS v v v15 - LOC B/C APP (FLS) - ONE ENGINE OUT LFZZ 15L
v v1:40 16 - LANDING - ONE ENGINE OUT
INIT HOLDING POINT LFZZ 33R : GW 385 tCAVOK Co route PAT 33R
17 - TAKE OFF - ENGINE FAILURE v v18 - RADAR VECTORS v v v19 - SECOND ENGINE FAILURE v v v20 - ILS APP - LFZZ 33R v v
2:10 21 - LANDING - TWO ENGINES OUT
INIT TAKE OFF - LFZZ 24 : GW 560 tZFW 360 t - FOB 200 t - CAT II RR TRENT 972 : Conf 1+F - V1:141 - VR: 164 - V2: 171 - Flex 39° CEA GP 7272 : V1:148 - VR: 165 - V2:171 - Flex 37° C
22 - TAKE OFF - ENGINE FIRE v v23 - REJECTED TAKE OFF
2:15 24 - EMERGENCY EVACUATION
FFS 3 - TRAINEE 1
ffs3.fm
Page 6A380
02.04CCQ A330 / A340 TO A380 COURSE
HANDLING PHASEL FQF/G
FLIGHT CREW TRAINING PROGRAM FEB 2009Issue 05
WEATHER
LFZZ 300/15 8000 OVC 010 25/12 1020 NIGHT TIME
ACTIVE / INIT
FLT NBR A/L ID 103
FROM LFZZ TO LFZZ ALTN LFLL
CPNY RTE PAT 33R
ALTN RTE -
CRZ FL 4000 ft CRZ TEMP +10°C
CI 90 TROPO 36090
TRIP WIND -
ACTIVE FUEL & LOAD
GW 385 t847 000 Ib FOB 65 t
143 000 Ib
ZFW 320 t704 000 Ib ZFWCG 37 %
NOTES RWY COND DRY F/PLN : Refer Co-route AIR COND ON (SID 1B) ANTI ICE OFF
RR Trent 972 EA GP 7272
ACTIVE / PERFLFZZ 33R / GW 385 t
ACTIVE / PERFLFZZ 33R / GW 385 t
V1 TOGA V1 TOGA
VR v FLEX VR FLEX
V2 DERATED V2 DERATED
FLAPS 3 THS FOR FLAPS THS FOR
ACTIVE / PERFLFZZ 33R / GW 490 t
ACTIVE / PERFLFZZ 33R /GW 490 t
V1 131 v TOGA V1 133 v TOGA
VR 139 FLEX VR 139 FLEX
V2 147 DERATED V2 147 DERATED
FLAPS 3 THS FOR FLAPS 3 THS FOR
Time EVENTS
AP
FD
ATH
R T
RK
-FPA
INIT HOLDING POINT - LFZZ 33R - GW 385 tCo route PAT 33R
25 - TAKE OFF v v26 - CLIMB 4000 ft v v v27 - FLAPS LOCKED (WING TIP BRAKES) v v v28 - NDB APPR - (FLS) - LFZZ 33R v v v v
2:40 29 - LANDING - FLAPS JAMMED
INIT HOLDING POINT LFZZ 33R : GW 490 tZFW 350 t - FOB 140 tCo route PAT 33R
30 - TAKE OFF - ENGINE FAILURE v v31 - RADAR VECTORS v v v32 - ILS APP - ONE ENGINE OUT - LFZZ 33R v v33 - GO AROUNG - ONE ENGINE OUT v v34 - RADAR VECTORS v v v35 - VOR - DME APP (FLS) - ONE ENGINE OUT - LFZZ 33R
v v3:20 36 - LANDING - ONE ENGINE OUT
INIT HOLDING POINT LFZZ 33R : GW 385 tCAVOK Co route PAT 33R
37 - TAKE OFF - ENGINE FAILURE v v38 - RADAR VECTORS v v v39 - SECOND ENGINE FAILURE v v v40 - ILS APP - LFZZ 33R v v
3:55 41 - LANDING - TWO ENGINES OUT
IF TWO CAPTAINS
INIT TAKE OFF - LFZZ 24 : GW 560 tZFW 360 t - FOB 200 t - CAT II RR TRENT 972 : Conf 1+F - V1:141 - VR: 164 - V2: 171 - Flex 39° CEA GP 7272: V1:148 - VR: 165 - V2:171 - Flex 37° C
42 - TAKE OFF - ENGINE FIRE v v43 - REJECTED TAKE OFF44 - EMERGENCY EVACUATION
FFS 3 - TRAINEE 2
ffs3.fm
CCQ A330 / A340 TO A380 COURSE
HANDLING PHASE
Page 6A02.04L FQF/GA380
FLIGHT CREW TRAINING PROGRAM JUL 2007Issue 01
02.03
01 - SESSION OBJECTIVE
• To practice the engine failure on A380 highlighting the fact that the procedure is similar• To operate the aircraft in normal and abnormal situations according to SOP’s
02 - TRAINING TOPICS
A. REVIEW
• SOP’s - Task sharing• Non Precision Approach using FLS• Rejected Take-off
B. NEW EXERCISES / REFERENCES
Landing with Flaps locked• Landing with Flaps locked·FCOM/Procedures/Abnormal and Emergency procedures/
27-Slts-Flaps/FLAPS LOCKED and FLAPS SYS1+2FAULT
Engine Failure during Take-off• FCOM/Procedures/Abnormal and Emergency procedures/70-Engines/ENG FAIL
Approach with two engines out• FCOM/Procedures/Abnormal and Emergency procedures/70-Engines/LDG WITH 2 ENGs
INOP ON THE SAME WING
EMERGENCY EVACUATION• FCOM/Procedures/Abnormal and Emergency procedures/80-Miscellaneous/EMER EVAC
C. SUPPORT
• Briefing guides• Procedure Data Package (PDP)• FCTM• FCOM
03 - SESSION PROFICIENCY CRITERIA
• Demonstrate the ability to perform all exercises, using the correct procedures and techniques in accordance with SOP’s
• Understanding and assimilation of all A380 new features• Have reached a satisfactory standard in order to pass the skill test
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02.08.01AIRCRAFT FLIGHT TRAINING BRIEFING
01 - TRAINING OBJECTIVE
In order to reply to questions raised by Airbus Operators concerning the use of ground spoilers during Base Training and to harmonize the procedure, the following would be recom-mended :Aircraft base training objective is intended to confirm the "transfer of knowledge" from the FFSto the aircraft.Additionally it gives the trainee the opportunity to experience for the first time the realaircraft behavior in basic manoeuvers such as landing, flare, derotation, etc..Therefore, we do recommend to arm the spoilers during landing exercises in Base Training.Nevertheless should any operator wish to continue with the old procedure, we have no objec-tion to do so.This procedure extensively tested by the Flight Test Division and the Training Division (inaddition to those done by Airlines) proved to be very realistic from the point of view of aircraftbehavior and has no safety related impact.The detailed procedure is explained in item “e. Touch and Go”.To summarise, upon landing, at nose wheel touch down, the TRI will disarm the spoilers bypushing on the speedbrake lever to initiate the retraction sooner.Disarming the spoilers will also display the pitch trim on the PFD.The purpose of this procedure instead of waiting for the automatic retraction while advancingthe thrust levers is due to the physical position of the thrust levers. Depending on the Fly-By-Wire aircraft, the automatic retraction will start between a TLA ranging from 20° up to 35°,which is well above the setting for spool up of the engines.
Trainees should read the briefing to understand the content and requirements of the session.A full briefing will be given by the TRI prior to the flight.
NOTE : when transitioning from another Fly-By-Wire aircraft, following points will be highlighted during the base training briefing :
Pre flight briefing duration = 1:00The TRI will ensure that the trainee has reviewed the walkaround 3D.
03 - GENERAL
Training flights must be conducted in accordance with Airbus training regulations. Trainingflights at Toulouse or nearby airports will be conducted under the direct authority of the AirbusTraining Director. In the above case the AI/ST Operations Department will be responsible forthe organisation, documentation and coordination of the flight training. Flight training awayfrom Toulouse will be undertaken under the joint authority of the AI/ST Team leader and theChief Pilot of the customer Airline, using the operational resources of that Airline. Where suchtraining is undertaken, Flight Instructors will observe the Airbus rules regarding the conduct ofthe Flight Training.
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04 - CREW REPORTING PROCEDURE
Trainees are normally required to report 2 hours before scheduled departure time to AirbusTraining where they will meet their instructor. Whenever a technical delay is known orexpected, Airbus Training Operations will advise all persons concerned of the delay and therevised reporting time.
05 - CARRIAGE OF PASSENGERS
The carriage of passengers is limited to technical observers from Airbus or the customer Air-line, ATC controllers and other specifically approved by the Airbus Training Director or hisDeputy, and with the agreement of the instructor. The number of passengers may not exceedtwo. If the aircraft is under customer foreign registry, approval must also be obtained from theAirline's Representative. Passengers' names will be provided to Airbus Training Operationsfor inclusion in the flight program.
06 - CONDUCT OF TRAINING FLIGHTS
A. SEATING POLICY
Trainees will occupy their respective operating seats under the supervision of theirinstructor until cockpit preparation is complete. The instructor will then occupy theappropriate non-flying pilot's seat. Normally, Captain trainees will occupy the left seat, FirstOfficer trainees the right seat. However, if a First Officer is being type-rated and thelicensing authorities require it, the First Officer trainee will be trained in the left seat. Theobservers' seat will be occupied by the non-flying trainee Pilot.
B. FLIGHT TRAINING POLICY
As a general rule, all the items in the training syllabus should be completed and repeated,if necessary, until proficiency is achieved.
a. Unauthorized Manoeuvres
NO unauthorized manoeuvre which might jeopardize the safety of flight will be allowed.In addition, NO demonstrations of the flight envelope protection systems will be inten-tionally carried out unless expressly authorized by the Airbus Training Director or hisDeputy.
b. Engine Failure Simulation (if applicable) :
No simulated engine shutdown is allowed for training purposes. Engine failure will besimulated by setting the thrust lever to the idle stop (having first checked the correctfunctioning of the other engine. Engine failure on take off or touch and go should only besimulated after the gear has been selected up and, during go around, only after a steadyclimb attitude has been achieved. Touch and go after a simulated one engine out land-ing should only be made in exceptional circumstances, a full stop landing should nor-mally be performed.
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B. FLIGHT TRAINING POLICY (CONT’D)
c. Check-lists
Full check-lists will be performed. The ECAM landing memo may then be used atinstructor discretion to replace full check-lists.
d. Accelerate / Stop
No acceleration / stop training will be conducted in the aircraft. The decision to reject atake-off during a Base Training flight is made exclusively by the instructor who willimmediately take over control of the aircraft. A briefing in this regard will be made priorto flight and reinforced during the take-off briefing.
e. Touch and Go
Touch and go are used to reduce the amount of training time wasted in taxying the air-craft back to the holding point and awaiting take-off clearance. In order to maintain ahigh level of safety they must be conducted in a properly disciplined manner.The following technique is to be used :
Prior to EVERY touch and go, the instructor will confirm with the trainee that : - reverse thrust will not be used - brakes (auto or manual) will not be used
The trainee will : - land the nosewheel after main gear touchdown - track the runway centreline using rudder pedal inputs only
The instructor will : - disarm spoilers :During touch and go, pitch trim will reset automatically to the
takeoff position and pitch trim display will appear on PFDafter one of the following action :
- ground spoilers disarmed or - Slats/Flaps lever moved or - at least 3 thrust levers out of idle position
Pitch trim display will also appear if crew presses the pitch trim switches
- call ’’STAND UP’’
The trainee will : - advance the thrust levers approximately 2" (5 cm) forward (to prevent engines reducing to ground idle)
The instructor will : - move flap handle to position 3 and confirm the flaps are running - reset the rudder trim if necessary - monitor the forward movement of the pitch trim on the PFD - place one hand behind the thrust levers ensuring they are advanced
approximately 2" (5 cm) - call “GO” when aircraft is in the correct configuration (flaps 3 and pitch
trim in the green band).
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The trainee will :- advance the thrust levers to the TOGA detent - maintain the runway centreline.
The instructor will : - monitor engine acceleration - check FMA announciation (when appropriate) - check TOGA thrust obtained and call "THRUST SET" - call "ROTATE" at VAPP - maintain his hand behind the thrust levers to ensure no inadvertent reduction of power or no unwanted stop
The trainee will : - rotate the aircraft to the pitch attitude commanded by the SRS or 12.5°if no FD is available.
(See following diagram)
Note: Aircraft will be safe to fly if the pitch trim is within the green band of the display. However, the optimum take-off handling characteristic will be obtained with the pitch trim in the magenta band sector of the display.
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06 - CONDUCT OF TRAINING FLIGHTS (CONT’D)
B. FLIGHT TRAINING POLICY (CONT’D)
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06 - CONDUCT OF TRAINING FLIGHTS (CONT’D)
B. FLIGHT TRAINING POLICY (CONT’D)
e. Touch and Go (END)
• Following gear retraction the instructor will call for CLB thrust. • The trainee will move the thrust levers to the CLB detent
(the FMA will read THR CLB | SRS | GA TRK).
At acceleration altitude or ALT*, whichever occurs first, and F speed : select FLAP 1 andS speed. Approach may be activated at this stage.
Emergencies :
If the instructor wishes to abandon the touch and go he will call "STOP" simultaneously taking control of the aircraft and bring it to a halt using maximum braking and reverse. Once the aircraft has stopped he will call for any appropriateECAM actions. The decision to discontinue a touch and go after the application ofTOGA must only be taken if the instructor is certain that the aircraft cannot safely fly.
Remember there is no V1 on a touch and go. Note that the take-off configuration warn-ing may sound if the application of TOGA is made while the flaps or pitch trim are resetting but still outside of the take-off range.
f. Radio Communications / External Lookout
The instructor is responsible for all radio communications and maintaining a visual look-out for conflicting air traffic. The trainees (including the observer in the jump seat) shouldbe encouraged to back up the instructor in this regard and to immediately inform him ofany potential conflict.
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g. Next Exercise
The instructor will inform the trainee of the next exercise to be performed during thedownwind leg, and he will confirm the trainees' understanding of this exercise. Duringeach approach, the instructor will remind the trainee whether a full stop, a touch and go,or a go around will be performed.
h. Instructor Take-over
1. In Flight :
On the A380 there is no intermediate step for corrections between voice recommen-dations (oral guidance) and total take-over by pressing the push-button on the sides-tick. Because of the nature of the "fly by wire" system, additive control inputs by theinstructor may be of negative value for instruction purposes and can generate confu-sion in the handling of the trajectory. This should be emphasized and reviewed withthe trainees during the preflight briefing. If take over becomes necessary during theflight, the instructor will clearly call "I HAVE CONTROL" and press sidestick prioritypushbutton. The trainee will acknowledge by calling "YOU HAVE CONTROL",release the sidestick and observe the red arrow on the sidestick priority panel on theglareshield. Instructor will keep his side priority pushbutton depressed until the air-craft is under full control and it is safe to return control to the trainee. However theremay be cases where it is necessary to apply back stick without warning in case of avery late flare. It must be emphasized that a take over is a very rare occurence andthat if a take over is necessary the trainee should not regard this as a negative devel-opment but the normal take over method for an A380.
2. On Ground :
It should be emphasized that the nosewheel steering tiller should NOT be used athigh speeds (GS > 30 kt) because of overcontrolling. Steering inputs from both tillersare additive, and corrective inputs by the instructor can be confusing and potentiallydangerous. Should a take over be necessary, the instructor will immediately call out "IHAVE CONTROL", and if necessary, be prepared to use differential braking to regaincontrol or bring the aircraft to a stop.
i. Fuel Management
For normal flight training sessions, the normal fuel load should be such that the firstlanding would be performed at approximatly Max LW - 10 tonnes.(Average consumption: - 13 tonnes / hour).
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B. FLIGHT TRAINING POLICY (CONT'D)
j. Automatic Landings
For demonstration purposes, instructors may carry out automatic landings provided theweather and the ILS meet CAT 1 criteria or better. The instructor should be prepared totake manual control immediately if the flight path or roll out deviate. Trainees should bereminded of all the conditions and limitations required prior to conducting an automaticlanding during low visibility procedure.
NOTE : See FCOM references for limitations on the use of the automatic landing system.
k. FMS Use
The FMS should be initialised for the intended flight either by data base company routeor by waypoint and PBD. Managed lateral navigation may be used to intercept the firstILS assisted approach and when weather makes visual flight impossible. All visual cir-cuits should be flown with FD off and TRK/FPA selected. The fact that the approach andrunway will remain displayed is of considerable assistance for positioning the aircraft onfinal approach.
l. Cockpit Preparation and Engine Start
The trainee crew will occupy the left and right seat for cockpit preparation with theinstructor supervising from the jumpseat. Just prior to engine start the instructor willoccupy either the right or the left seat.
m. Taxi
Little if any power above idle thrust will be required to get the aircraft moving at training weights. Thrust should be used symmetrically. Avoid high thrust settings at lowground speeds due to the risk of ingestion (FOD). Avoid placing engines over unconsol-idated or unprepared ground e.g. over the edge of taxiways. Brakes may be checkedonce the aircraft is moving and thereafter the normal maximum taxi speed should be 30kt in a straight line, 8 kt for a sharp turn. Due to the position of the flight deck, in betweenthe upper and the lower cabin deck, the pilot eye height of 24ft will be different frommany other aircraft. PFD when using ETALS Monitor ND ground speed displays to helpassess the taxi speed. Do not "ride" the brakes, as 30 kt is exceeded, apply brakessmoothly and decelerate to 10 kt, release the brakes and allow the aircraft to accelerateagain.NOTE : Use of engine anti-ice increases ground idle thrust, care must be taken on slippery surfaces. Nosewheel steering is also fly by wire. The inputs of the nosewheel steering tillers are additive (just like the sidestick). Care is needed to steer the aircraft smoothly with small tiller inputs. Sharp turns particularly need care as the rate of response of the nosewheel to tiller input is not linear.
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B. FLIGHT TRAINING POLICY (CONT'D)
n. Take-off
For crosswind take-off, routine use of into-wind aileron is not recommended. In strongcrosswind conditions, small amounts of lateral control may be used to maintain wingslevel, but the pilot should avoid using excessive amounts. This causes excessive spoilerdeployement, which increases the aircraft tendency to turn into wind. A two stage powerapplication to TOGA or FLEX is made and the aircraft is kept straight by use of the rud-der. At 100kt the connection between the nosewheel steering and the rudder pedals isprogressively reduced from 6° to reach 2° at 150kt. At VR, use a constant pitch rate of about 3°/sec and rotate to a typical all-engine attitudeof about 12.5°.• If some lateral control has been applied on the ground, center the side stick during
rotation so that the aircraft gets airborne with a zero roll rate demand.• After lift off, follow the SRS pitch command bar.• If one engine has failed, at VR, rotate the aircraft smoothly, using a continuous pitch
rate to an initial pitch attitude of 10°.
o. Initial Climb
Having confirmed a positive rate of climb, the gear is retracted and the aircraft climbsaway following the FD commands. Care should be taken to restrict control inputs tothose necessary to change or correct the flight path only i.e. avoid overcontrolling. At thrust Reduction Altitude "CLB" will flash on the upper left portion (ATHR) of the PFD.Move the thrust levers to the CLB detent (two "clicks" from TOGA or one "click" fromFLEX). The autothrust is now active. At acceleration altitude or ALT*, whichever occurs first,and F speed : select FLAP 1 and S speed. Approach may be activated at this stage.
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B. FLIGHT TRAINING POLICY (CONT'D)
p. Circuit Handling
Remember that in pitch the sidestick is demanding "g load" and that in roll it is demand-ing roll rate. All visual circuits MUST be flown with FD off and TRK/FPA selected, bankangle should be limited to 30°. It is usual to switch FD off at the begining of the down-wind leg. Use of managed speed is normal procedure as well as use of autothrust. Thestandard timing of 3 sec per 100 ft above AAL and corrected for wind by1 sec per 1 kt may be used from abeam the end of the runway prior to turning base leg.Turning base leg (end of timing), select F2, gear down and arm spoilers.
The most useful PFD display is the VV symbol to assist in setting the aircraft up on thecorrect downwind, approach path, to maintain altitude and to avoid gross errors.
NOTE : With FD off, the speed target remains magenta VAPP target since approachphase is activated.
q. Final Approach and Landing
ILS guidance may be used, if available, for the first ILS assisted visual approach, afterthis the use of the ILS should be restricted. Trainees are required to demonstrate theirability to fly a visual approach without ILS or VASI guidance. The FD are not to be usedfor visual approaches. The VV symbol is the most useful aid to establish the correctapproach path. Autothrust is normally used, again however, trainees must demonstratetheir ability to fly the approach using both manual and automatic thrust. The speed trendarrow is particularly useful for achieving timely and correct thrust response. Care shouldbe exercised to avoid descent through the correct approach path with idle thrust. Laterecognition of this situation without prompt thrust increase may lead to considerablespeed decay and altitude loss. Endeavour to have the aircraft "stabilised" by 500 ft AGL,that is on the correct approach path at VAPP (and correct configuration) with the appro-priate thrust applied ; if stabilisation is not achieved, a go around should be considered.Avoid any tendency to "duck under" in the later stages of the approach. One dot belowthe glide at 50 ft is 14 ft below the ideal glide path,2 dots is 28 ft. When the aircraft's glideslope antenna is at 50 ft the main gear is at 36 ftAGL and at threshold the main gear is at 34 ft. In any event, avoid destabilisation of theapproach in the last 100' to give the best chance of achieving a good touchdown at therequired position.
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r. Flare and Landings
1. Standard Landings :
The pilot's view from the cockpit during approach and landing is particularly good.The cockpit cut off angle is 19° which gives a superb view of the runway close to theaircraft. Students must make sure that they look well ahead during the flare and land-ing to enhance their ability to judge the position of the aircraft relative to the ground.
Commence a gentle progressive flare at around 40 ft and allow the aircraft to touchdown without a prolonged floating flare. At 20 ft "Retard" will be called. Reduce thethrust levers promptly to idle. Do not attempt to "hold the aircraft off" as considerablefloat may be followed by a hard touchdown.
2. Crosswind Landings :
Either the "forward slip" or the "decrab" technique may be used. The preferred tech-nique is the decrab method ; allow the aircraft to point into wind, pushing it straightwith gentle use of rudder during the flare. If the decrab is gentle, little use of into windaileron will be required if any. For rapid decrab using large or fast rudder inputs, theaircraft will roll conventionally and aileron sidestick inputs will be required.REMEMBER the sidestick demands roll rate, once the wings are level centre thesidestick.
3. Caution
Avoid flaring high and prolonged "hold offs". Tailstrike will occur if the pitch attitudeexceeds the value given 11.5° gear compressed and 13.5° gear not compressed.
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07 - DOCUMENTATION
The following documentation will be provided, as appropriate, prior to the commencement ofthe flight. In particular, the weather folder, notams, ATC flight plan, overflight clearances andcomputerized flight plan (where necessary), will be provided by AI/ST Operations by the timethe crew report for briefing
A. AIRCRAFT UNDER AIRLINE REGISTRATION AND F.O. REGISTRATION
a. Aircraft Documentation
- Contract - Radio station licence- Certificate of insurance - OIS (Onboard Information System)- Airworthiness certificate - QRH (Quick Reference Handbook)- Certificate of aircraft registration - Airline maintenance LOG (if needed)
b. Training Documentation
- Weight and balance report * - AI/ST-T flight LOG and briefing book- Charts documentation* - Airbus maintenance LOG- Notams * / Weather folder * - Flight syllabus
- Take-off data cards (if needed)
c. ATC Flight Plan
d. Documentation for Flight Outside France
- Certificate of insurance * - Manifests for passengers and cargo *- Crew general declaration * - Overflight and landing permits *
e. Personal Documents
- Flight crew licence- Individual licence validation or copy of a telex indicating that the instructor is duly authorized by the relevant Authorities to conduct the Flight Training.
NOTE : Items marked * are under Airbus Training OPS responsibility, but if any other document is missing, they will coordinate with the appropriate Office.
f. Flight Logs and Trainees Files
• AI/ST Flight log must be filled in at Airbus Training OPS counter.• The daily flight log (blue cover) must be filled in.• The trainee syllabus must be filled in, signed by the instructor AND the trainee (the
orignal must be brought back to AI/ST). • The type rating certificate and certificate of Course completion must be signed by the
instructor : originals to be given to the trainee.
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B. AIRCRAFT UNDER AIRBUS REGISTRATION (FWW...)
a. Aircraft Documentation
• Permit to fly : DGAC "LAISSER PASSER EXCEPTIONNEL" **• Certificate of insurance **• QRH (Quick Reference Handbook) **• Airbus maintenance LOG **
- Certificate of insurance - Manifests for passengers and cargo- Crew general decleration - Overflight and landing permits
e. Personal Documents
- Flight crew licence- Instructor licence
NOTES :• Items marked * are under Airbus Training OPS responsiblity, but if any document is
missing contact Airbus Training OPS who will coordinate with the appropriate Office.
Items marked ** are under AI/EV - OPS responsibility.
• AIRBUS FLIGHT LOG must be filled in at AI/EV - OPS after the flight.
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ZFTT FFS
Time(4 hour session : 2 hours per pilot)
VISUAL RWY COND WIND Observations LHpattern
RHpattern
ATHR
Day Dry Headwind 10 kt TOW = MLW CM1 CM21 - TAXI - NORMAL - 90° ONTO RWY2 - TAXI - 180° ON RWY3 - TAXI - 180° BACK TRACK4 - TAKE-OFF5 - VISUAL CIRCUIT - ILS ASSISTED - TOUCH AND GO ON6 - VISUAL CIRCUIT - NON ILS ASSISTED - TOUCH AND GO ON7 - VISUAL CIRCUIT - NON ILS ASSISTED OFF
Day Dry Left Xwind 15 kt TOW = MLW CM1 CM28 - TAKE-OFF9 - VISUAL CIRCUIT - NON ILS ASSISTED OFF
Day Dry Tailwind 10 kt Very light weight CM1 CM210 - TAKE-OFF11 - VISUAL CIRCUIT - NON ILS ASSISTED ON12 - LOW LEVEL GO AROUND (not below 50 ft) DUE BLOCKED RWY13 - VISUAL CIRCUIT - NON ILS ASSISTED OFF
Day DryRight Xwind 15 kt
Gust 25 kt with windshear alertTurbulence 25%
TOW = MLW CM1 CM2
14 - TAKE-OFF15 - VISUAL CIRCUIT - NON ILS ASSISTED OFF16 - LANDING IN CONFIG 3
Dusk Wet Xwind 10 kt MTOW CM1 CM220 - TAKE-OFF21 - N -1 AFTER LANDING GEAR RETRACTION COMPLETED then
REDUCE TO MLW22 - N -1 VISUAL CIRCUIT - NON ILS ASSISTED ON23 - N -1 GO AROUND FROM CAT 1 MINIMUM24 - N -1 VISUAL CIRCUIT - NON ILS ASSISTED OFF
Night Dry Left Xwind 10 kt TOW = MLW CM2 CM125 - TAKE-OFF26 - VISUAL CIRCUIT - ILS ASSISTED ON
Night Wet Tailwind 10 kt MTOW CM1 CM227 - TAKE-OFF28 - VISUAL CIRCUIT - NON ILS ASSISTED AT MLW OFF
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01 - GENERAL
ZERO FLIGHT TIME Base Training is proposed to customers having a prior agreement on this subject with their respective regulatory authority.
02 - PREREQUISITES
The Airbus Training Policy regarding the ZFTT is compliant with the JAR-FCL 1 Subpart F, Appendix 1 to JAR-FCL 1.261 (c) (2).
A. PILOT EXPERIENCE
In addition to the standard Airbus prerequisites, ZFTT shall only apply to candidates of multi-pilot aeroplanes having more than :
• 500 hours flight time or 100 routes sectors on a relevant aircraft type if a level D FFS is used
• 1 500 hours flight time or 250 route sectors on a relevant aircraft type if a level C FFS is used.
NOTE : a relevant aircraft type is defined as a turbo jet transport category aeroplane having a MTOW of not less than 10 tons or an approved passenger seating configuration for not less than 20 passengers.
B. OPERATOR CRITERIA
• See appendix 1 to JAR FCL 1.261(c)(2)
03 - ZERO FLIGHT TIME BASE TRAINING DESCRIPTION
• The session briefing shall include exterior inspection (Video or PowerPoint presentation) (wall around 3D).
• The trainee occupies his respective seat while the AIRBUS instructor is in the other seat. The second trainee observes the session from the jump seat.
• A minimum of 6 Take-Offs and 6 manual Full Stop Landings in varying winds, turbulence, see syllabus RWY status and visual conditions (A.THR On or Off) are required.
• TOW = MLW, except as defined for the applicable exercise.• Visual Circuits shall be flown at 1500 ft AGL Weather is CAVOK with turbulence 15%,
except if otherwise specified.• Selection of airport is at the discretion of the instructor but preferably on a limited RWY fitted
with ILS, VASI and/or PAPI. • Performance to be computed by the Trainee for the applicable RWY conditions / ATIS at
MTOW and TOW = MLW• Remaining time may be devoted to repeat patterns as required.
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AIRCRAFT FLIGHT LH SEAT RH SEAT
DAY GA TG FS NIGHT GA TG FS
Flight time : Flight time :
Weather : Malfunctions :
1 - EXTERIOR INSPECTION2 - COCKPIT PREPARATION (1)3 - ENGINE START (1)4 - TAXI5 - TAKE-OFF - EXTENDED DOWNWIND6 - VISUAL APPROACH (ILS SUPPORTED IF AVAILABLE)7 - TOUCH AND GO (2)8 - GO AROUND ALL ENGINES9 - FULL STOP LANDING ALL REVERSERS (3)
According to AMC FCL 1.261(c)For multi-pilot aeroplanes where the student pilot (captain and first officer) has more than 500 hours MPA experience in aeroplanes of similar size and performance, Base Training should include at least 4 landings of which at least one should be a full stop landing.In all other cases the student should complete at least 6 landings.
(1) Item to be completed only by the Trainee starting the base training flight
(2) Repeat 'Touch and go' up to proficiency with the following minima :
- each pilot shall complete at least 3 touch and go- each pilot shall complete 1 circuit in manual thrust
(3) Each pilot shall complete 1 full stop landing
ONE APPROACH ONE ENGINE OUT if required by local authority
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